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Ford Cortina Mk.V 1.6 litre (1979-82) Engine 1593cc Pinto S4
Registration Number VNC 278 X (Manchester)
FORD UK ALBUM
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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
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.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: GRAND Alain
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
The Peugeot 402 is a large family car produced by Peugeot in Sochaux, France, from 1935 to 1942. It was unveiled at the Paris Motor Show in 1935,[3] replacing the Peugeot 401.
The Peugeot 402 stands out in automotive design by its very streamlined, but also still somewhat Art Deco styling, strongly influenced by that of the 1934 Chrysler Airflow; especially the low-volume 402 Darl'mat coupé is viewed as distinctly Art Deco. Peugeot's 402 took it two steps further, however: the grille has an even more pronounced rake, but most importantly, Peugeot brought the headlights to the center, behind the grille, and in front of the radiator, sixteen years before the 1951 General Motors Le Sabre concept car. Contrary to Chrysler's Airflow, the Peugeot 402 wasn't a sales flop.
Furthermore, the 402 Éclipse décapotable, made in collaboration with Pourtout coachbuilders, was one of the world's first convertible hard-top production cars.
Peugeot 402 Eclipse décapotable (1938)
Despite being introduced some thirteen years after the demise of the 402 during World War II, the Peugeot 403 was clearly intended as the 402's successor, given that after the war, the market first needed cheaper and smaller, more frugal cars. Peugeot saw this and thus focused on their 202 and 203 models during the late 1940s and early 1950s.
A conservative innovator
The 402 was characterized by what became during the 1930s a "typically Peugeot" front end, with headlights well set back behind the grille. The style of the body was directly modelled on the Chrysler Airflow, which was seen as revolutionary at the time. Peugeot bought one or two Airflows to disassemble and study. Thus, the 402 received the soubriquet: 'Fuseau Sochaux' in France – this loosely translates to the "spindle or axis of Peugeot's main plant in Sochaux". Streamlining was a feature of French car design in the 1930s, as can be seen by comparing the Citroën Traction Avant or some of the Bugattis of the period, such as the Type 57, with predecessor models such as the Citroën Rosalie. Peugeot was among the first volume manufacturers to apply streamlining to the extent exemplified by the 402 and smaller Peugeot 202 in a volume market vehicle range.
Recessed ‘safety’ door handles also highlighted the car's innovative aspirations, as did the advertised automatic transmission and diesel engine options. Comparisons with Citroën's large family car of the time, the Traction Avant were and remain unavoidable. In that comparison, the basic underpinnings of the 402 remained conventional, based on known technologies, and presumably were relatively inexpensive to develop and manufacture: it was Citroën that in 1934 had been forced to sell its car manufacturing business to its largest creditor, Michelin. Sticking to a traditional separate chassis configuration also made it much easier for Peugeot's 402 to be offered with a wide range of different bodies.
Peugeot invested significantly in developing the car and in tooling up to produce it. The 402 was a popular seller by the standards of the time. It was also a large car and at the high end of the car market, and in advertising material of the time Peugeot evidently thought it important to highlight one or two tempting standard features, such as the twin windscreen wipers powered by their own electric motor, the semaphore-style trafficators, the clock included on the instrument panel, the twin sun visors and the switchable reserve section of the fuel tank.[4]
The range
Some sedans were converted into pickup truck and van versions, during and after the war.
Even by 1930s standards, the range of different 402 models based on the single chassis was large, comprising at one stage, by one estimate, sixteen different body types, from expensive steel bodied convertible cars, to family saloons which were among the most spacious produced in France.
An aspect of the all-steel car bodies that became mainstream among the larger European automakers in the 1930s was the very high initial cost associated with the heavy steel presses and the dies needed to cut and stamp pressed steel sheeting into the panels that, when welded together, would form a sufficiently rigid and robust car body. The wide range of car bodies was therefore carefully devised to maximise the sharing of panels between the different body variants listed.
Three chassis lengths
There were three different standard wheelbases of 2,880 mm (113 in) (short), 3,150 mm (124 in) (“normal”) and 3,300 mm (130 in) (long).
2,880 mm (113 in) “short” wheelbase (1937-1940)
When the 402 was launched in 1935 there were just two chassis lengths, but for 1937 the manufacturer added a third “short” chassis, inherited from the short-lived Peugeot 302. The short chassis was used from 1937 for the Peugeot 402 Légère (“light-bodied”).[5]
The Peugeot 402 Légère was first exhibited in July 1937 and was featured on the Peugeot stand in place of the Peugeot 302 at that year's October Motor Show.[5] The car combined the 2,880 mm (113 in) wheelbase and body from the Peugeot 302 with the larger 1991 cc engine of the Peugeot 402.[5] Whereas the 302 had produced a maximum output of 43 hp (32 kW) at 4,000 rpm, maximum power for the 402 Légère was listed as 55 hp (41 kW) still at 4,000 rpm.[5] That translated into a difference in listed top speed between 105 km/h (65 mph) and 125 km/h (78 mph).[6] The simple formula of combining one existing bodyshell with another engine that was also already in production enabled the manufacturer to produce an attractively brisk car with minimum investment. Approximately 11,000 were produced.
From the outside the 402 Légère was initially virtually indistinguishable from the 302.[5] However, on the front grille, whereas on the 302 the hole for the starting handle corresponded with the central digit in the car's name spelled out on bottom part of the front grille, on the 402 Légère it was necessary to position the hole for the starting handle below the “402” name badge because the engine itself was positioned very slightly higher.[5] An improvement over the 302 available to the driver, albeit only at extra cost, was the option of a Cotal pre-selector transmission, which could be controlled using a selector lever positioned directly behind the steering wheel, so that the driver needed to move his/her hand only minimally in order to change gear.[5]
Although sources tend to refer to the 402 Légère as a single model, there was nevertheless a choice of at least three bodies.[7]
Priced at 24,900 Francs in October 1937 was the four door “402 Légère berline” (saloon/sedan) using the body already familiar from the 302.[5] Not yet ready for presentation at the 1937 show, but nevertheless already priced (at 30,900 Francs) and advertised was the 402 Légère “coach”, which was a stylish thinner looking 2-door four seater car shaped somewhere between a sedan/saloon and coupe, with “glass on glass” side windows (allowing for the possibility, with the windows open, of a “pillarless” side profile) and front seats that tilted to permit access to the adequately spacious rear of the passenger cabin.[5] Represented at the motor show by a prototype which differed in certain details from the cars that actually appeared a few months later was the 402 Légère “décapotable” (soft-top convertible), priced at 31,900 Francs.[5] Both the “coach” and the “décapotable” bodied cars featured a slightly more streamlined look than the “berline”, and their stylishness was enhanced by “spats” covering the upper portions of the rear wheels.[5]
3,150 mm (124 in) “normal” wheelbase (1935-1942)
The standard bodied saloon/sedan (berline), first presented at the Paris Motor Show in the late Autumn of 1935 sat on the “normal” 3,150 mm (124 in) chassis and was advertised as a six-seater, the passengers being accommodated in two rows on bench seats in what was, by the standards of the time and place, an unusually wide car.[7] The four-door "berline" came as a "6 glaces" (six-light, ie three windows on each side) saloon/sedan.[7] In 1936 the price list showed the saloon as the least expensive of the normal wheelbase 402s, priced from 23,900 francs.[7]
Closely resembling the 402 berline "6 glaces", at first sight, was the 402 "normale commerciale" also offering seating for six people accommodated in two rows.[4] However, at the back, in place of the more usual panels, the “commerciale” featured a two-piece tailgate.[4] The rear of the cabin was described as being “transformable pour transport de marchandises” (transformable for transport of goods) which presumably would have involved lifting out the rear seat.[4] Later on there were also 402 commerciales exhibited with semi-squared off rear roof lines along the lines of a steel bodied station wagon/estate car conversion, but most of the 402 commerciales shared, from the side, the silhouette of the 402 saloon/sedan, presumably in order to avoid the cost of tooling up for volume-style production of a relatively small number of uniquely shaped body panels.[4]
Other models appearing on the “normal” wheelbase at the 1936 show included a Grand-luxe berline with a sliding steel sun roof, a 4/5 seater 2-door soft-top cabriolet priced in October 1936 at 30,900 francs, a 5/6-seater "coach" (elegant two-door saloon) priced at 29,900 francs, a 2/3-seater roadster at 27,900 francs and a "coupé transformable Éclipse", which was a steel-roofed convertible, priced at 34,900 francs.[4]
The Éclipse was significant as the first of many Peugeot coupés with a steel roof that would fold and stow in the boot/trunk.[1][4] The retractable hardtop mechanism had been designed, and in 1931 patented, by Georges Paulin. The mechanism was initially bulky by modern standards, and necessitated a very long tail end. Despite the generous length of the 3,150 mm (124 in) wheelbase, this first application of the technology came with just two seats. Interest in the Éclipse resurfaced more than half a century later with the reinvention of the retractable hardtop by the 1995 Mitsubishi 3000GT Spyder and subsequent popularization of the concept by cars such as the 1996 Mercedes-Benz SLK-Class.[8] Peugeot resumed production of hardtop convertibles with the 2001 Peugeot 206 CC (Coupé Cabriolet).
Several of the body types were priced (and presumably costed) to be produced in relatively low volumes, and despite appearing at the Motor Show in October 1936, three had been delisted by the start of 1937.[4] The delisted variants were the 5/6-seater "coach", the 4/5-seat, 2-door soft-top cabriolet, and the steel-roofed "Coupé transformable Éclipse", although the third of these had already been effectively replaced in 1936 by a similar but even longer steel-roofed convertible Éclipse – now with seating for 4/5 people and using the longest of the 402's three chassis.[4]
3,300 mm (130 in) “long” wheelbase (1935-?1940)
The principal “long” Peugeot 402 in 1935 was the “402 Familiale”, closely resembling the “normal” length six light “berline, but with extra length used in the rear of the cabin to accommodate a third row of seats (“strapontins escamotables”) which could be folded away when not in use.[4]
By the time of the 1937 Motor show, in time for the 1938 model year, the 402 commerciale had also migrated from the “normal” to the “long wheelbase”.[7]
In addition, the manufacturer advertised a special taxi version of the long wheel base car, closely resembling the Familiale and of which, it was boasted in 1937, several thousand were already in service “in Paris and the [other] principal towns and cities in France or the colonies”.[4][9] Peugeot were slightly unusual among principal auto-makers at this time in never having acquired a Paris taxi business themselves, but the 402 taxi had nevertheless evidently been well received by independent taxi operators.
Much attention at the 1936 show also focused on the “402 cabriolet metallique decouvrable” which was a reincarnation of the Éclipse, but now using the 3,300 mm (130 in) “long” wheel base which made enough space for a (rather cramped) second bench seat.[7]
Light commercial van and utility variants of the 402 were also produced (or derived from conversion), and during the car's final years, during World War II, assumed increasing prominence within the range. Sources vary as to whether production was ended it 1942 or continued further, possibly till 1944...Wikipedia
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.
Pontiac Catelina (3rd Gen) 4 door Sedan (1965-70)
Engine 400 cu in (6600cc) V8
Registration Number KJC 231 G (Sir Gaernarfon - Carnarvonshire)
PONTIAC ALBUM
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The full sized Pontiac Catalina was completely revised for the 1965 fourth generation with more flowing sheet metal featuring Coke-bottle styling profiles and fastback rooflines on two-door hardtops. With wheelbases increased to 121 inches The 389 and 421 cubic-inch V8s received a number of revisions including thinner wall block castings. The standard engine for Catalina models is the 389 two-barrel rated at 256 horsepower, with three speed transmission, or 290 horsepower with Turbo Hydramatic transmission and higher compression Optional engines include a four-barrel 389 rated at 325 horsepower, with Turbo Hydramatic or 333 with stick shift, a Tri-Power 389 rated at 338 horsepower, a four-barrel 421 rated at the same 338 horsepower, 353 hp with Tri-Power or the 421 HO with Tri-Power and 376 horsepower
The 1966 full-sized Pontiacs received minor a facelifting of the '65 body with new grilles and taillight treatment and upgrade interiors
For 1967, Catalinas and other full-sized Pontiacs received a heavy facelifting of the '65 bodyshell with more rounded wasp-waisted body contours and fuller fastback rooflines, along with concealed windshield wipers Replacing the 389 and 421 V8s of previous years were new 400 and 428 cubic-inch V8s. The standard Catalina engine was a two-barrel unit rated at 265 horsepower with three-speed manual transmission or 290 horsepower (220 kW) with Turbo Hydramatic. For 1968, Catalinas and other full-sized Pontiacs received a minor facelifting of the '67 body with a new beak-nose split grille along with a return to horizontal headlights, and revised taillights. Engine offerings were similar to 1967 with revised horsepower ratings including 340 for the four-barrel 400, 375 for the 428 four-barrel and 390 for the 428 HO
Diolch am 94,719,946 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 94,719,946 amazing views, every one is greatly appreciated.
Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-287
25011 stabled at Ayr MPD, 27th March 1976.
Locomotive History
25011 is one of a batch of twenty five locomotives of sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These 25 locomotives received the uprated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors and used an almost unchanged bodyshell as the latter class 24’s. As the class 25/0’s were intended for freight traffic none were equipped with steam heating boilers. All this sub class were built at Darlington works and 25011 entered traffic as D5161 in August 1961 and like the rest of the sub class it was delivered to Thornaby MPD. It was to spend the next ten years on predominantly Teeside freight duties until transferred to Eastfield in October 1971. In May 1974 it transferred across to Haymarket and in February 1975 it was one of four class 25/0 (25006/07/08/11) transferred to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket. Tinsley was now briefly the home depot for all of the 25/0 sub class until August 1975 when a reshuffling of motive power took place to deal with the mass withdrawals of the class 24 fleet and as part of this reshuffle 25005-25014 were transferred back to Scotland (Eastfield). In October 1976 25011 was transferred to Haymarket its final transfer. Withdrawal of the class 25/0 sub class commenced in December 1975 with 25015 so it was with some surprise that in August 1978 25011 made a visit to Derby works for a casual repair. Even more surprising was that on release it was allocated to a number of workings which took it initially to Bristol and then on to Exeter and finally Paignton before heading back home to Scotland. The end for the class 25/0 fleet came in December 1980 when the last six (25002/05/06/07/10/11) were withdrawn. Following withdrawal 25011 was dumped at Millerhill until towed to Swindon works where it was broken up in March 1981.
Praktica LTL, Orwochrome UT18
1972 Volkswagen Beetle 1300.
Was orange.
Modified in the Volksrod style using a 1968 bodyshell with a 7" chop, 1934 17" Ford wire wheels and a twin carb 1679cc engine.
Lotus Elite S1 (1974-80) Engine 1973cc S4 DOC
Production 2398
Registration Number BFP 959 T (Guildford)
LOTUS SET
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From 1974 to 1982, Lotus produced the considerably larger four-seat Type 75 and later Type 83 Elite. Designed by Oliver Winterbottom in a move to position Lotus further upmarket, moving it away from its old kit car image.
The Elite was announced in May 1974 replacing the Lotus Elan Plus 2 The Elite has a shooting brake body style, with a glass rear hatch opening into the luggage compartment. The Elite's fibreglass bodyshell was mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. The Elite was the first Lotus automobile to use the aluminium-block 4-valve, DOHC, four-cylinder Type 907 engine that displaced 1,973 cc and was rated at 155bhp, driving through a 4 or 5-speed manual transmission depending on the customer specifications. An automatic transmission became optional from January 1976
In 1980 the Type 75 was replaced by the Type 83, also called the Elite Mark 2, this version received a larger 2,174 cc Lotus 912 engine.
Diolch am 100,169,929 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 100,169,929 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-336
Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12
Production 1570
Registration Numner D 116 FMS
ROLLS ROYCE SET
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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
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"
During the Mondial de l'Automobile 2006, Alfa Romeo announced the production of a limited series of 500 units of the 8C Competizione. The production version is very similar to the concept, with the biggest difference to the exterior being the rear-hinged hood. The car came in four colours: 8C Red, Competition Red, Black or Yellow. The bodyshell is made of carbon fibre, produced by ATR Group. The carbon fibre body is fitted to a steel chassis, made by Italian company ITCA Produzione. The final assembly takes place at the Maserati factory in Modena, Italy.
Country / Number of cars
USA 84
Italy 84
Germany 81
Japan 69
France 39
United Kingdom 41
Switzerland 35
The Netherlands 10
Australia 3
New Zealand 1
Hong Kong 5
Others 48
Sum 500
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.
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
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.
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
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number TJA 624 R (Manchester)
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
In the mid-1980s a new company, Jensen Cars Limited was create with the aim of relaunching the Interceptor. In 1986 their Series 4 Interceptor was launcheced as an updated version of the original Interceptor V8 as a low-volume hand-built and bespoke affair, with prices rising to around £ 70,000 hough the body remained essentially the same as the last of the main production run of Series 3, the engine was a much smaller Chrysler-supplied 360 cubic inch (5.9 litre) which used more modern controls to reduce emissions with an output of around 250bhp. In addition, the interior was slightly re-designed with the addition of modern "sports" front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The company owner sold the venture in 1990 to an engineering company believed to be in a stronger position to manufacture the car; this lasted until 1993 with approximately 36 cars built,. Developement work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in
Thankyou for a massive 58,357,835 views
Shot 30.04.2017 at Catton Hall Car Show REF 125-426
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.
Bodyshells for Class 323 units stand in a siding at Hunslet, Leeds awaiting assembly at the Hunslet Transportation Projects factory,05-04-1993.
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
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
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
Chevrolet Impala (2nd Gen) 4 door Sports Hardtop (1959-60) Engine 235 cu in (3860cc) S6 Blue Flame
Registration Number not visable
CHEVROLET SET
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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
Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto
Registration Number Q 25 TDS (Undefined age registration, issued from Glasgow)
HALDANE ALBUM
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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
Austin Allegro (Ser.1) 1100DL (1973-76) 1098cc S4 Tr.
Registration Number HEG 512 N (Huntingdon for Peterborough)
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 58,797,499 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
Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885 (comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.)
Registration Number WAC 787 (Warwickshire)
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The 300E was introduced in 1954, based on the Ford Anglia and Prefect 100E saloon cars. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the estate car versions of the line with shorter doors and a smaller overall length than thw Saloon. Initially only produced with a 5cwt (250kg) carrying capacity, the range was increased with the addition of Standard and Deluxe 7cwt (350kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume.
Diolch am 75,674,273 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,674,273 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-408
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)
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
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
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.
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.
Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12
Production 1570
Registration Numner 191 KM
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 141-444
Lotus Europa Special (1972-75) Engine 1558cc S4 Twin Cam Production 3130
Registration Number JLB 231 N (London NW)
LOTUS SET
www.flickr.com/photos/45676495@N05/sets/72157623671671113...
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
This is a photograph I took in the paddock at the Vintage Sports Car Club’s Richard Seaman Memorial Trophies meeting at Oulton Park in June 1969. It’s the 1948 Alta 2 litre of Peter Moores and a note in the programme of the event says: ‘Peter Moores, of immaculate single-seater Austin fame, has now acquired Hugh Clifford’s Alta.’ It seems to be the car that was subsequently part of the Donington Museum Collection, and the book ‘Great Racing Cars of the Donington Collection’ says this about it:
'The Alta
Geoffrey Taylor's 'Special'
Geoffrey Taylor was an arch motoring enthusiast. He built his first Alta car in a small workshop behind his home in Kingstone-upon-Thames between 1928 and 30, painstakingly fashioning vital engine parts out of the solid. This was followed by a line of sports and independently-suspended racing cars until he outbreak of the war.
He outlined a design for a 1½ litre supercharged Grand Prix car towards the end of the war, and announced his plans with a flourish in November 1945. But post-war shortages delayed the car's debut until 1948, when 'GP No. 1' appeared in the British Empire Trophy race in Douglas, Isle of Man.
The new Alta used an updated version of Taylor's well-proven twin overhead-camshaft four-cylinder engine, supercharged by a Roots-Alta blower driven from the crankshaft nose. He used a special four-speed all-synchromesh gearbox of his own construction with a low drive-line, allowing the driver's seat to be very low-mounted within a rakish and sleek bodyshell, reminiscent of the pre-war Mercedes also copied by ERA in their unsuccessful E-Type.
George Abecassis raced the car throughout 1948 and 1949, while his HW Motors partner John Heath also drove on occasions. Its best performance was in the 1949 British GP, when Abecassis ran fifth before a broken float chamber forced him to stop. He then fought his way back through the field to finish seventh.
For 1950 this duo concentrated on their own Alta-engined HWMs, while the same engine became standard in 2½ litre form in Connaught cars. Tony Brooks won the 1955 Syracuse Grand Prix in one of these Connaughts to score the first all-British Continental GP victory since 1924!
Three of the rubber-block suspended GP Altas were built; the others went to Geoffrey Crossle and Joe Kelly, and the Collection's car includes parts from all three.’
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
Audi F103 (1965-72) Engine 1500cc Mercedes-Benz M118 S4
AUDI ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623635550501/
F103 is the internal designation for a series of car models produced by Auto Union in West Germany from 1965 to 1972, derived from the earlier DKW F102. To signify the change from a two-stroke to four-stroke engine, the DKW marque was dropped in favour of Audi, a name that had been dormant since before the Second World War
The first model was launched simply as the Audi, later being renamed the Audi 72 (72 being the nominal power output of the engine in PS). more powerful Audi 80 and Audi Super 90 sports saloons (with 80 and 90 PS respectively) appeared in 1966: in 1968 the arrival of the less powerful Audi 60 completed the range.
The F103 bodyshell was a development of the earlier DKW F102. The engine compartment had to be extended so that the new four-cylinder engine could be accommodated. The front and tail were also cosmetically revised: Audi F103s sold in Europe all featured quasi-rectangular headlamps which were becoming fashionable at the time, whereas the F102 had used round headlamp units, all F103s were Saloons.
The F103 series were equipped exclusively with the M118 four-cylinder four-stroke engine.
Diolch am 99,820,778 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,820,778 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-159
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
Just outside the gate of the yard where the Palmen Collection viewing days were hold was a garage company which offered some oldtimers for sale.
This Viva body shell was offered as donor car. But as a restoration project is still a possibility.
The Viva was developed simultaneously with that other General Motors product: the Opel Kadett-A. The Viva was the first car to enter the compact car market by Vauxhall.
It was only available as a two-door saloon.
1057 cc L4.
716 kg.
Production Vauxhall Viva Series: September 1963-1979.
Production Vauxhall Viva HA Series: Sept. 1963-Sept. 1966.
There was no badge or license number visual.
Seen in front of garage Rodo Auto's.
See also: www.rodoautos.nl/contact/
Dordrecht, Einsteinstraat, May 29, 2023.
© 2023 Sander Toonen Halfweg | All Rights Reserved
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.
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
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.
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.