View allAll Photos Tagged Bodyshell
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40173 was by this time withdrawn and engine less, beyond that there was nothing else removed from it and with Eastfield also being one of the Scottish Region Diesel Training schools there was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.
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Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980.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
Armstrong Siddeley Sapphire 236 (1956-58) Engine 2309 S6 OHV 85bhp
Production 693 (plus 803 234s)
Registration Number PCJ 531 (Herefordshire)
ARMSTRONG SIDDELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623635543067...
The Armstrong Siddeley Sapphire is a large executive car produced from 1952 to 1960.
The Sapphire 234 and 236, are identical looking cars introduced in 1955, the 234 with a four cylinder 2290cc engine being slightly the more numerous with 803 examples produced to 1958. The 236 is powered by a 2309cc straight six engine, produced until 1957 with a total of 603 cars built.
The four cylinder 234 and the six cyclinder 236 were introduced in 1955,, as executive Sports Saloons sharing the same bodyshell. The 236 has the old Whitley long stroke six cylinder engine. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic "clutchless" transmission. Overdrive was an option on either transmission This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon and quite a rarity with only 603 produced
Diolch am 75,516,876 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,516,876 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-350
A 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.
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
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
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
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
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.
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 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
A seriously patina’d, rusty and rotten old van complete with suicide doors sits abandoned in an old olive garden on the outskirts of Argostoli, Kefalonia, Greece. I believe this is Fiat of some description - possibly a ‘Furgoncino’ model based off the original Topolino/500/500C model range. Looking at the body proportions - given that it had a one-piece door, it could’ve even originally been a Topolino Belvedere… Early 1950s? Although I stand to be corrected.
The van was in the same area where two early 1950s Chevrolet sedans sat for many years. I was too late to photograph the Chevvies, as they had already been removed at least five years prior, along with the bodyshell of a WWII VW Kübelwagen.
Austin Allegro 1300 SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.
Registration Number UTC 884 T (Bristol)
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982
Thankyou for a massive 58,246,374 views
Shot 30.04.2017 at Catton Hall Car Show REF 125-377
Another one finished for my own collection! This time it's the Paragon Kits resin bodyshell kit of the Scania Higer Touring in the livery of local operator Moving People who run two of these.
The kit is essentially a resin bodyshell with moulded windscreen and requires the innards and chassis of an Oxford Diecast Irizar PB to complete.
Triumph GT6 Mk.3 (1970-73) Engine 1998 cc S6 OHV Production 13,042
Registration Number UBG 941 L (Birkenhead)
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 65,531,840 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 65,531,840 amazing views, enjoy and stay safe
Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-601
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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 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
Lada 1200 (VAZ-2101) (1970-82) Engine 1568cc VAZ-2106 S4
Registration Number YFA 827 S (Stoke on Trent)
LADA SET
www.flickr.com/photos/45676495@N05/sets/72157623795811036...
The VAZ-2101 Zhiguli , commonly nicknamed Kopeyka (for the smallest Soviet coin, 1/100 of the Ruble), widely exported to West under the Lada name. The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. The lightweight Italian Fiat 124, had won the European Car of the Year award in 1967, sold under licence for Soviet production it was heavily modified to survive Russian driving conditions Among many changes,, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI with a modern OHC, its suspension was raised and the bodyshell made of thicker, heavier steel with reinforcement in key chassis areas. The car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, auxiliary fuel pump and improved soundproofing.
VAZ were forbidden from selling the car in competing markets alongside the Fiat 124; however exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer 131 Mirafiori model. In the UK it was sold from May 1976 until May 1979 and it was the second Lada car to be sold in this market. Although starting to be slowly replaced with its successor, the VAZ-2106 already from 1976, it remained in production until 1984. It was the first VAZ model to be discontinued, in spite of not being the oldest one.
VAZ-2103 (1972-1984) — 4-door saloon was equipped with 1,452 cc (88.6 cu in) straight-four. Compared to the Fiat 124 Special, modifications were done to suspension, carburetor, and some other parts in order to satisfy the wide range of Russian climate conditions. All of these models were adapted to local roads and had a suspension able to provide a comfortable ride even on tough gravel roads. The more expensive VAZ-2103 was considered a prestigious model, and was very popular among Soviet white-collar workers. The estate version VAZ-2102 was also available equipped with engine VAZ-2103 (1.5 L) and panel also known as Lada 1500 Combi (VAZ-21023, 1500 DL Estate).
Diolch am 80,479,153 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,479,153 amazing views, every one is greatly appreciated.
Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-088
.
W113
Zoute Sale - Bonhams
Estimated : € 85.000 - 125.000
Sold for € 161.000
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
"Some cars don't change, they just get better. The Mercedes-Benz 280 SL, latest version of a line that began as the 230 SL in 1963, is the same as ever, just better," concluded Road & Track after testing a 280 SL in 1968. "For those who value engineering finesse and high-quality construction, it's alone in the field," enthused the highly respected American motoring magazine. At the same time, its manufacturer considered the 280 SL "a Grand Tourer in the traditional sense" and "a unique combination of sports car performance and saloon car comfort (a Mercedes-Benz saloon naturally)".
These attributes help explain the 280 SL's phenomenal success, particularly in the all-important North American market, where the optional automatic transmission was considered an essential feature by the majority of customers. The fact that it looked like 'sex on wheels' helped enormously too, of course. In addition, the 280 SL's essential user-friendliness broadened its appeal beyond the traditional sports car-enthusiast market, and many celebrities and film stars owned 280 SLs.
The last of a popular and highly successful line began with the 230 SL of 1963; the Mercedes-Benz 280 SL was introduced in 1967, powered by a new 2.8-litre six-cylinder engine that produced 180bhp, 20 horsepower more than the preceding 250 SL's. The 280 SL's 200km/h top speed was not more significant, but it was remarkably quicker off the mark. Its 0-100km/h time of 10 seconds is a whole second better than its predecessor's.
Autocar was full of praise for the 280 SL's effortless performance: "Those going abroad will be pleased to know that the 280 SL can sustain 160km/h with ease and still have a good bit in hand for surging up to 192km/h when traffic and conditions permit. All the time, the engine is smooth, and it has a sweet song to its exhaust note, which starts as a deep throb and builds up to a busy hum at maximum revs."
Christened 'Pagoda' after their distinctive cabin shape - devised by French designer and classic car enthusiast Paul Bracq - these SL models were amongst the best-loved sports-tourers and today remain highly sought after by collectors.
This superb manual transmission 280 SL Pagoda was ordered new by Mr John I. Clark from Winsconsin, USA, in April 1971 as a European delivery including US equipment from the Mercedes Factory in Sindelfingen for the total price of $7731 (invoice on file). Ordered in April 1971 in Germany, this Pagoda was registered in 1972 in the US for the first time and is believed to have stayed with its first owner for over 40 years. According to the US-Title, the 280SL remained with the Clark family until shortly after Mr. John I. Clark's death in 2014. After its return to Europe in 2016, this Pagoda has been converted to European specification with the correct headlights, taillights, speedometer, etc. Furthermore, it benefits from a complete, no-expense-spared restoration carried out in Belgium between September 2017 and September 2018 by renowned marque specialists, Top Classics. The car has been refinished in its original and highly desirable exterior colour of Dark Blue (904). The interior has been fully re-trimmed in contrasting natural leather (originally black) and features luxurious bouclé carpeting. The black Sonnenland three-layer soft-top is new, while additional insulation in the doors and floor make for an enhanced and more comfortable driving experience.
Once the car had been dismantled, the bodyshell was sand-blasted and any areas of corrosion repaired before applying the first coat of epoxy primer. The suspension and rear axle were overhauled and powder-coated, and new shock absorbers fitted all around. The braking system was renewed in its entirety, including the handbrake mechanism and a completely new fuel system installed (tank, pump, fuel lines, etc.). The exhaust system is new throughout. The original engine and gearbox likewise have been completely overhauled, a new cylinder head was installed at the same time we've been advised. All the brightwork has been re-chromed to the highest standard, while new colour-matched wheels shod with whitewall tyres complete the picture. The whole process has been nicely documented in the car's file together with some older correspondence, invoices including the original purchase invoice from new, MB-Datenkart. The car comes with the old US title dated 1972 from its first owner and current Belgian registration documents as well as recent technical inspection. An exceptionally well-restored Mercedes-Benz 280 SL 'Pagoda' with hardtop presented in beautiful condition and hardly 650 kms driven since its extensive restoration.
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.
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.
Vauxhall Ventora (FE) (1972-78) Engine 3294cc S6 OHV
Registration Number MYY 242 L
VAUXHALL SET
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The Vauxhall FE range was launched in March 1972 under the advertising tagline "NEW VICTOR - The transcontinentals". Two inches longer than its predecessor and with substantially increased cabin space. Suspension was beefed up and four speed manual gearbox was available across the range. At the front the springing remained soft by the standards of the time: the track was widened (by 1.7 inches / 4 cm) and wheel geometry modified to incorporate "anti-dive action",
The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating ball unit, Despite similarities the Vauxhall and Opel had different body panels and shared only minor assemblies such as the door locks and the wiper mechanisms
The Ventora, was introduced to the FD series sold between 1968 until it was dropped from the FE series in 1976. This used the Victor bodyshell, but had the Bedford derived 3294 cc straight six engine from the larger Cresta models. Again, the Ventora was distinguished from the Victor by improved trim levels and a more regal grille.
Many thanks for a fantabulous
46,771,376 views
Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-431
Singer Chamois (1964-70) Engine 875cc S4 OC
Registration Number KGT 991 D (London)
SINGER SET
www.flickr.com/photos/45676495@N05/sets/72157623722487129...
The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.
In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.
In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened
In 1969 the Chamois was updated with the addition of twin headlamps
Thankyou for a massive 53,932,184 views
Shot 29.08.2016 at Shrewesbury Steam Rally, Onslow Park, Shrewesbury REF 119-298
Mercury Eight (2nd Gen) Town Sedan (1941-42 1946-48) Engine 239 cu in (3914cc) Flathead V8
Registration Number YSY 730 (Middlothian)
MERCURY SET
www.flickr.com/photos/45676495@N05/albums/72157623795938010
The Mercury Eight debuted as a model in 1939 as the debut model of the Mercury Division. During its production, the Eight was built over three generations with a full range of body styles. For its first generation, 1939-40, the Eight was produced with its own body, adapting its own version of a Ford body for its second generation;1941-42, 1946-48, for the third generation, 1949-51, the Eight shared its body with the Lincoln.
For the second generation the 1941 Mercury Eight got all-new styling and some engineering improvements. The Mercury now shared its bodyshell with the Ford Super DeLuxe and the wheelbase was expanded to 118 inches, chassis refinements included improved spring lengths, rates, and deflections, plus changes in shackling, shocks, and an improved stabilizer bar, but the old fashioned transverse springs were still used. The new body featured door bottoms that flared out over the running boards, allowing for wider seats and interiors, with 2 inches of extra head room. Civilian production ceased in 1942 as the plant was converted exclusively for war production.
When production resumed in 1946 the most noticeable difference between the 1942 and 1946 Mercurys was a new grille with thin vertical bars surrounded by a trim piece painted the same color as the car. Changes were
limited for the 1947 model year with different model scripts, and hubcaps, chrome plated head lamp bezels and a refreshed interior.
To all intents and purposes the final 1948 model year cars were identical apart from different instrument dials and the omission of a steering column lock.
Diolch yn fawr am 66,623,741 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,623,741 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-190
The LNA started life in 1976 as Citroën LN as a combination of the bodyshell of the Peugeot 104 Z Coupé and the air-cooled two-cylinder engine of the Citroën 2CV. In 1978 the improved LNA was introduced with a somewhat larger engine. Later models had a water-cooled four-cylinder enigine. Production ended in 1986.
Look what’s back! After completing 650 towards the end of last year, Ultralow 527 makes its grand return to my NCT model collection, now in refurbished condition. Of course, now I’ve taken its photos I’ve spotted more little errors or bits I need to add/fix, but it’s essentially done and any minor things will have to wait until I’ve got time for giving attention to models again.
527 has actually been complete for several weeks, and I was just waiting for a bright enough day to take its photo – I took some in January but there was so little daylight the camera barely picked up any of the colour. Originally it and 650 had been on course to get finished at the same time, but when making the paper graphics for this I managed to slice the end off one of the ‘orange line’ shapes, and the spare I had was the wrong size, so it had to wait until I got around to printing a new one.
So, what’s changed from ‘old’ 527? Well, the simple answer is that I took more care while doing it and so therefore looks more accurate. Just like 650 and 403 before it, the main shade of green is much lighter now, and the lines much neater for the dark green lower panels. The branding has the correct font, and some of the smaller details like the tiny NCT logos on each side have been added. Other things to note are the wheel arch insides being black, and the door being painted the same colour as the rest of the body and not black like I incorrectly had it before.
A fairly basic but effective upgrade has been the interior, as I painted the seat cushions dark red and added light green onto the handrails on top. The door rails also got the same green, as did a couple of bits of wire I stuck in to make more interior bars. If I ever get more wire I could fully populate it with green grab poles. Also, the bodyshell interior was cream, so I painted it with grey and black acrylic, including blacking out the piece of metal visible right inside the bottom of the windscreen, which makes a whole world of difference.
This is, in fact, more like a mix of 521/527 although it has 527’s number, due to what reference images were available and detail differences between the real 527 and EFE’s casting – most notably around the radiator vent panels. 521 and 527 were the only two NCT Ultralows to carry this network orange line livery, but 521 had the rather striking difference of having been retrofitted with LED destination blinds. As this is meant to more closely resemble 527 it has rollers on the front, but inaccurately flip dots on the side and rear simply because the model came already with them showing 37 and I just wanted to keep them.
Like the side and rear blinds, a couple of things have been carried over from ‘mk1’ 527, including the front and rear registration plates. They are, like the rest of the old repaint, not particularly good, but I think trying to peel them off, scrape away the residue and probably damaging the glazing/paint, and then adding new reg plates over the top would be messier than just leaving them as they are. Other annoying things I’m just going to have to live with is where my printer leaves white gaps where colours meet black, as seen on the fleet numbers and front blind... it’s a thing it just does now and there’s nothing I can do about it. The model’s chassis also sticks out under the rear of the bodyshell and again I’ve got no idea why it does that. And the windscreen’s damaged.
In an ideal world that should all get sorted out, but it won’t because it’s too much hassle for a small bit of metal and plastic that looks like an old bus. What I might try and fix, though, is the small bit of cream showing around the rear window and the fact that I forgot to paint the emergency door on. You could say it needs side adverts as well, to be more accurate, but TBH I’d rather see how satisfyingly straight I got the lines down each side!
So, there you are, that’s pretty much everything I do and don’t like about refurb’d 527. And I suppose it is worth mentioning that it’s a Scania L113CRL Wright Axcess Ultralow painted in Nottingham City Transport network orange line 35/37 livery, as would’ve been seen around the mid 2000s.
A103SUU was a Volvo Ailsa B55-10 / Alexander RV Type H36/30D new as London Buses V3 in June 1984. V3 was a radically different animal from other Ailsa's. Although the bodyshell was similar, the second door was located at the rear rather than the centre, and there were two staircases. The idea was to evaluate whether this layout stimulated free flow of passengers at stops, to solve the perennial problem of long dwell times. Unfortunately the twin staircases resulted in a blind spot for the driver, opposite the rear door, so a conductor had to be carried. So V3, which did not get into service until March 1985, eleven months after the other two, was restricted to crew-operated routes. At first it spent most of its time on the 77A, but was later confined to the 88. The rear doorway idea was abandoned, and V3 was rebuilt with just the front doorway, but retaining the twin staircases. It also acquired a second opening window upstairs at the front, balancing the previously lopsided arrangement.
It had a serious accident at Enfield, when it was impaled on tree in August 1992. The body-frame was distorted, and the bus was withdrawn. It was sold to PVS (Carlton) in November 1992, and passed to Black Prince, Morley later the same month. It went into the workshops in March 1993 for a rebuild as time allowed, in between other jobs. It eventually returned to service with Black Prince in September 2004. The following year it was retained for preservation when Black Prince sold out to First Leeds, passing to Roger Wright (Blue Triangle) in March 2006. The rear door was restored, and LT livery reapplied.
Ford Thames 300E Van (1954-61) Engine 1172cc S4
Production 196,885
Registration Number HVG 996 (Norwich)
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Based on Fords Anglia/Prefect 100E Saloons and sharing a bodyshell 100E Station Wagon. Powered by a Ford 1172 cc engine originally only in 5 cwt the range was later expanded to include standard and deluxe variants of a 7 cwt van.
Many thanks for a fantabulous
47,036,247 views
Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-521
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number CWD 760 J (Dudley)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am 76,419,202 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 76,419,202 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-596
141108 passes through Hunslet on its way out of Leeds, 05-04-1993. In the background are bodyshells for Class 323 units.
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"
Ford Zephyr Mk.II (1956-62) Engine 2553 cc S6 OHV Production 350,244 (all Mk,II)
Registration Number OSK 916 (Caithness)
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The Ford Zephyr is an executive car manufactured over four generation between 1950-72
The Zephyr Mk.II was launched in 1956, with the Ford code 206E, powered by a six cylinder engine of 2553cc, and again sharing the same bodyshell as the four cylinder Consul.
Both restyled from the stubbier Mk.I, with a longer wheelbase, improved weight distribution and bigger engine with a top speed of 88mph
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. the difference being 1.75 in (44 mm) being cut from the height of the roof panel. The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel.
Diolch am 77,251,517 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,251,517 amazing views, every one is greatly appreciated.
Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-920
Class 43 HST power car No. 43018 "The Red Cross" on display at Crewe Heritage Centre on 26th March 2023.
Having ended its mainline career working for First Great Western, 43018 transferred to ScotRail and was heavily stripped for spares to support the Inter7City program. When it arrived at Crewe following donation by Angel Trains the power car was little more than a bodyshell and the preservation team gave serious consideration to sending it away for scrap.
However, after many hours of painstaking work the team working on 43018 have a produced a very presentable exhibit, finished off with a repaint into the iconic original Inter-City 125 livery.
Keizersgracht 02/06/2020 15h05
This beautiful 1976 Cadillac Eldorado Convertible was parked along the canals of Amsterdam. In good shape and with the roof open. Part of the nineth generation Eldorados (1971–1978).
Cadillac Eldorado Convertible
The Cadillac Eldorado is a luxury car manufactured and marketed by Cadillac from 1952 to 2002 over twelve generations.
The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966. Starting in 1967 the Eldorado retained its premium position in the Cadillac price structure, but was built in high volumes on a unique two door personal luxury car platform.
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was a modern revival of the pre-war Cadillac V-12 and Cadillac V16 roadsters and convertibles.
The nineth generation (1971 - 1978): The 1971 Eldorado was substantially redesigned, growing two inches in length, six in wheelbase and featuring standard fender skirts, all of which gave the car a much heavier appearance than the previous year. 1976 was to be the final year for the Eldorado convertible and the car was heavily promoted by General Motors as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 convertibles were designated as "Bicentennial Edition" commemorating America's 200th birthday.
FACTS & FIGURES
Production: 1971–1978
Assembly: Linden, New Jersey, U.S./ Detroit, Michigan, U.S.
Related: Buick Riviera /'Oldsmobile Toronado
Engine: 425 cu in (7.0 L) V8 (1977–78)
Length: 5,692 mm
Width: 2,027 mm
[ Wikipedia 07/2020 ]
. . . removing the background of a photo like this is only possible, if you stop breathing!
________________________________________________
The Volkswagen Beetle (officially the Volkswagen Type 1, informally in Germany the Volkswagen Käfer, in Poland the Volkswagen Garbus and in the U.S. the Volkswagen Bug) is a two-door, four passenger, rear-engine economy car manufactured and marketed by German automaker Volkswagen (VW) from 1938 until 2003.
The need for this kind of car, and its functional objectives, was formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country's new road network. Hitler contracted Ferdinand Porsche in 1934 to design and build it. Porsche and his team took until 1938 to finalise the design. The influence on Porsche's design of other contemporary cars, such as the Tatra V570 and the work of Josef Ganz remains a subject of dispute. The result was one of the first rear-engined cars since the Brass Era. With 21,529,464 produced, the Beetle is the longest-running and most-manufactured car of a single platform ever made.
Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on (mass production had been put on hold during the Second World War) when the model was internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen (or "People's Car"). Later models were designated Volkswagen 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement, the latter two derived from the type number. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany, and as the Volkswagen in other countries. For example, in France it was known as the Coccinelle (French for ladybug).
The original 25 hp Beetle was designed for a top speed around 100 km/h, which would be a viable speed on the Reichsautobahn system. As Autobahn speeds increased in the postwar years, its output was boosted to 36, then 40 hp, the configuration that lasted through 1966 and became the "classic" Volkswagen motor. The Beetle ultimately gave rise to variants, including the Karmann Ghia, Type 2 and external coachbuilders. The Beetle marked a significant trend, led by Volkswagen, Fiat, and Renault, whereby the rear-engine, rear-wheel drive layout increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroën 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle. In 1994, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Beetle, and in 1998 introduced the "New Beetle", built on the contemporary Golf platform with styling recalling the original Type 1. It remained in production through 2010, being succeeded in 2011 by the more aggressively styled Beetle (A5).
In the 1999 Car of the Century competition, to determine the world's most influential car in the 20th century, the Type 1 came fourth, after the Ford Model T, the Mini, and the Citroën DS.
HISTORY
THE PEOPLES CAR
In April 1934, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been applied to other Nazi-sponsored consumer goods such as the Volksempfänger ("people's radio").
In May 1934, at a meeting at Berlin’s Kaiserhof Hotel, Chancellor Hitler insisted on a basic vehicle that could transport two adults and three children at 100 km/h while not using more than 7 litres of fuel per 100 km (32 mpg US/39 mpg UK). The engine had to be powerful for sustained cruising on Germany’s new Autobahnen. Everything had to be designed to ensure parts could be quickly and inexpensively exchanged. The engine had to be air-cooled because, as Hitler explained, not every country doctor had his own garage (ethylene glycol antifreeze was only just beginning to be used in high-performance liquid-cooled aircraft engines. In general, radiators filled with water would freeze unless the vehicle was kept in a heated building overnight or drained and refilled each morning).
The "People's Car" would be available to citizens of Nazi Germany through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle. (The average weekly income was then around 32RM.)
DEVELOPMENT
Ferdinand Porsche developed the Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp in 1931. Porsche already preferred the flat-four engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled five-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during World War II, the last in a bombing raid in Stuttgart in 1945.
The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but it had a flat-four engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.
Initially designated Type 60 by Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935, the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing began of three further V3 prototypes, built in Porsche's Stuttgart shop. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 2,900,000 km of further testing in 1937. All cars had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1953. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.
The car was designed to be as simple as possible mechanically. The air-cooled 25 hp (19 kW) 995 cc motors' built-in oil cooler and flat-four engine configuration's superior performance was also effective for the German Afrika Korps in Africa's desert heat. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will briefly float.
THE FACTORY
On 26 May 1938, Hitler laid the cornerstone for the Volkswagen factory in Fallersleben. He gave a speech, in which he named the car Kraft-durch-Freude-Wagen ("Strength Through Joy Car", usually abbreviated to KdF-Wagen). The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of Nazi Germany. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly built factory.
The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).
The first Beetles were produced on a small scale in 1941.
WARTIME PRODUCTION
A handful of KdF-Wagen (Typ 60) were produced primarily for the Nazi elite from 1941 to 1944, but production figures were small because the factories were concentrating on production of the Kübelwagen (Typ 82), the beetle for the Wehrmacht (Typ 82 E), the Schwimmwagen (Typ 166), and a handful of other variants. The factory produced another wartime vehicle: the Kommandeurswagen (Typ 87); a Beetle body mounted on a 4WD Schwimmwagen chassis. The Kommandeurswagen had widened fenders to accommodate its Kronprinz all-terrain tires. 564 Kommandeurswagen were produced up to 1944, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended. Due to gasoline shortages late in the war, a few "Holzbrenner" Beetles were built powered by pyrolysis gas producers located under the front hood.
POST-WAR PRODUCTION AND BOOM
In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.
Mass production of civilian VW cars did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; an official report included the phrases "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid-1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating
There is the illusion that the New Germany left after the annexations can be reduced to a "pastoral state". It cannot be done unless we exterminate or move 25,000,000 people out of it.
The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst. Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Knowing Germany needed jobs and the British Army needed vehicles. Hirst persuaded the British military to order 20,000 cars, and by March 1946 the factory was producing 1,000 cars a month (in Army khaki, under the name Volkswagen Type 1), which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Type 1s were made in 1945.
After World War II, it was officially designated the Volkswagen Type 1, but was more commonly known as the Beetle.Following the British Army-led restart of production and Hirst's establishment of sales network and exports to Netherlands, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory in 1949. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h and 0–100 km/h in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV, which was aimed at a low speed/poor road rural peasant market, and Morris Minor, designed for a market with no motorways / freeways; it was even competitive with more advanced small city cars like the Austin Mini.
In Small Wonder, Walter Henry Nelson wrote:
"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."
There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.
The chassis became a technological and parts donor to Volkswagen Type 2 (also known as Bulli) and external coachbuilders like Rometsch, Dannenhauer & Stauss, Wilhelm Karmann, Enzmann, Beutler, Ghia-Aigle, Hebmüller & Söhne, Drews, Wendler.
On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.
DECLINE
Though extremely successful in the 1960s, the Beetle was increasingly faced with stiff competition from more modern designs globally. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars including the Datsun 510 and Toyota Corona, whose sales in the North American market grew rapidly at the expense of Volkswagen in the late 1960s. Honda introduced the N600, based on the space-efficient transverse-engine, front-wheel-drive layout of the original Austin Mini, to the North American market in late 1969, and upgraded the model to the Honda Civic in 1972. The Japanese "big three" would soon dominate compact auto sales in North America. In 1971 Ford introduced its Pinto, which had some market impact as a low cost alternative. As the 1960s came to a close, Volkswagen faced increasingly stiff competition from European cars as well. The Beetle was faced with competition from new designs like the Fiat 127 and Renault 5, and more robust designs based on the Austin Mini layout such as the Superminis. German competitors, Ford and Opel also enjoyed strong sales of modern smaller cars like the Ford Escort and Opel Kadett. Volkswagen's attempts to boost the power of their air-cooled motor to meet the demands of higher highway speeds in the late 1960s, then comply with new pollution control regulations, caused problems for reliability and fuel efficiency that impaired the reputation of the aging design. Safety issues with the Beetle came under increasing scrutiny, culminating in the 1972 release of a rather scathing report. During the early 1970s, sales of the Beetle in Europe and North America plummeted.
There were other models introduced to supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based and larger K70. None of these models, aimed at more upscale markets, achieved the level of success as the Beetle. The over-reliance on a single model, now in decline, meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement.
Production lines at Wolfsburg switched to the new water-cooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, sold in North America at the time as the "Rabbit". The Golf would eventually become Volkswagen's most successful model since the Beetle. The Golf would be periodically redesigned over its lifetime, entering its seventh generation in 2012, with only a few components carried over between generations, while the Beetle had only minor refinements of its original design.
The Golf did not kill Beetle production, nor did the smaller Polo which was launched a year later. Production of the Beetle continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico: markets where low operating cost was an important factor. However, this shift in production did not completely end sales of the Beetle in Europe, although after this date sales of the Beetle in Europe were very low. Beetle sedans were produced for U.S. markets until July 1977 and for European markets until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle convertible/Cabriolet ended production (as 1979 models) as of January 31, 1980.
The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996.
The Beetle outlasted most other cars which had adopted the rear air-cooled engine layout such as those by Subaru, Fiat, and General Motors. Porsche's 356 series which originally used some Volkswagen sourced parts, continued to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 996 series, which remains competitive in the second decade of the 21st century.
WORLDWIDE END OF PRODUCTION
By 2002, over 21 million Type 1s had been produced, but by 2003, annual production had dropped to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003 65 years after its original launch. This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez) was delivered to the company's museum in Wolfsburg, Germany.
To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Última Edición plaque.
A mariachi band serenaded production of the last car. In Mexico, there was an advertising campaign as a goodbye for the Beetle. In one of the ads was a very small parking space on the street, and many big cars tried to use it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (the year Volkswagen was established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.
- Engine: Fuel-injected (Bosch Digifant) four-cylinder horizontally opposed, 1,584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @ 2,200 rpm, three-way catalytic converter
- Rated fuel mileage: 32.5 mpg-US (7.2 L/100 km; 39.0 mpg-imp)
- Max cruising speed: 130 km/h
- Brakes: front disc, rear drum
- Passengers: Five
- Tank: 40 L (11 US gal; 9 imp gal)
- Colours: Aquarius blue, Harvest Moon beige.
PROTOTYPES
DIESEL
In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only two of these air-cooled boxer diesel engines (not turbocharged), and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h in 60 seconds.
DESIGN
The Beetle featured a rear-located, rear-wheel drive, air-cooled four-cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a coefficient of drag of 0.41; to this relatively good CD, the also streamlined rear of car was of help. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front stabilizer bar – providing independent suspension at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.
Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.
Indicative of the car's utilitarian design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.
Throughout its production, VW marketed the Beetle with a four-speed manual transmission. From 1961 (and almost exclusively in Europe), VW offered an optional version of the Saxomat semi-automatic transmission: a regular 4-speed manual transaxle coupled to an electromagnetic clutch with a centrifugal clutch used for idle. Subsequently (beginning in 1967 in Europe and 1968 in the United States), VW offered an optional semi-automatic transmission (marketed as Automatic Stick Shift and also called AutoStick[citation needed]), which was a 3-speed manual coupled to an electro-pneumatic clutch and torque converter.
While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.
EVOLUTION AND DESIGN CHANGES
BEETLE CABRIOLET
It was in 1948 that Wilhelm Karmann first bought a VW Beetle sedan and converted it into a four-seated convertible. The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. After successfully presenting it at VW in Wolfsburg, production started in 1949.
The convertible was more than a Beetle with a folding top. To compensate for the strength lost in removing the roof, the sills were reinforced with welded U-channel rails, a transverse beam was fitted below the front edge of the rear seat cushion, and the side cowl-panels below the instrument panel were double-wall. In addition, the lower corners of the door apertures had welded-in curved gussets, and the doors had secondary alignment wedges at the B-pillar.
The top was cabriolet-style with a full inner headliner hiding the folding mechanism and crossbars. In between the two top layers was 25 mm of insulation. The rear window was tempered safety glass, and after 1968, heated. Due to the thickness of the top, it remained quite tall when folded. To enable the driver to see over the lowered top, the inside rearview was mounted on an offset pivot. By twisting the mirror 180 degrees on a longitudinal axis, the mirror glass would raise approximately 5.1 cm.
The convertible was generally more lavishly equipped than the sedan with dual rear ashtrays, twin map pockets, a visor vanity mirror on the passenger side, rear stone shields, and through 1969, wheel trim rings. Many of these items did not become available on other Beetles until the advent of the optional "L" (Luxus) Package of 1970.
After a number of stylistic and technical alterations made to the Karmann cabriolet, (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the production line on 10 January 1980.
1950–1959 MODELS
During this period, a myriad of changes were made throughout the vehicle beginning with the availability of hydraulic brakes and a folding fabric sunroof in 1950. The rear window of the VW Beetle evolved from a divided or "split" oval, to a singular oval. The change occurred between October 1952 and March 1953. Beetles built during this time were known as a "Zwitter", or "hybrid", as they used the split-window bodyshell with oval-model chrome trim, vent windows and dashboard.
1953 models received a redesigned instrument panel. The one-piece “Pope's Nose” combination license plate/brake light was replaced by a smaller flat-bottomed license plate light. The brake light function was transferred to new heart-shaped lamps located in the top of the taillight housings.
In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 (1100) cc to 1,192 (1200) cc. This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 30 hp (22 kW; 30 PS) to 36 hp (27 kW; 36 PS) and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.
In 1955, the separate brake lights were discontinued and were combined into a new larger taillight housing. The traditional VW semaphore turn signals were replaced by conventional flashing directional indicator lamps for North America.
For 1956, the Beetle received what would become one of its more distinctive features, a set of twin chrome tailpipes. Models for North America gained taller bumper guards and tubular overrider bars.
For 1958, the Beetle received a revised instrument panel, and a larger rectangular rear window replaced the previous oval design.
1960–1969 MODELS
1960 models received a front sway bar along with a hydraulic steering damper.
For 1961, significant technical advances occurred in the form of a new engine and transmission. The engine remained at 1200cc but the power increased to 40 hp (30 kW; 41 PS) primarily due to an increase in compression ratio to 7.1:1. The carburetor received an electric automatic choke and the transmission was now synchronized on all forward gears. The traditional semaphore turns signals were replaced by conventional flashing directional indicators worldwide.
For 1962, the Beetle received a mechanical fuel level gauge in place of the former fuel tap. At the rear, larger tail lights were introduced incorporating a separate amber turn signal section to meet new European standards (these turn signals remained red in the US market until 1973). The former hand-pump style windscreen washer was replaced by a new design using compressed air. A Schrader valve located on the washer fluid tank allowed the system to be charged at a filling station to the recommended 35 psi (2.4 bar).
1964 models could be identified by a widened light housing on the engine lid over the rear license plate.
The largest change to date for the Beetle was in 1965: the majority of the body stampings were revised, which allowed for significantly larger windows. The windshield increased in area by 11% and was now slightly curved, rather than flat. Door windows increased accordingly by 6% (and door vent window edges were canted slightly back), rear side windows 17.5%, and the rear window 19.5%. The result was a more open, airy, modern look.
For 1966, the big news was an optional new 1300cc 50 hp (37 kW; 51 PS) engine in lieu of the previous 1200cc engine that had been the sole engine since 1954. Models so equipped carried a "1300" badge on the engine lid. The 1300cc engine was standard for North America.
For 1967, a yet-again larger-displacement engine was made available: 1500cc, 53 hp (40 kW; 54 PS) at 4,200 rpm. 1200 and 1300 engines continued to be available, as many markets based their taxation on engine size. 1500cc Beetles were equipped with front disc brakes and were identified with a "VW 1500" badge on the engine lid. North America received the 1500 engine as standard equipment, but did not receive front disc brakes. These models were identified by a "Volkswagen" badge on the engine lid.
The rear suspension was significantly revised including a widened track, softer torsion bars and the addition of a unique Z-configuration equalizing torsion spring. On US, UK and Ireland models, the generator output was increased from 180 to 360 watts, and the entire electrical system was upgraded from 6 volts to 12 volts. The clutch disc also increased in size and changes were made to the flywheel. New equipment included a driver's armrest on the door and locking buttons on both doors. Safety improvements included two-speed windscreen wipers, reversing lights (in some markets), and a driver's side mirror. In accord with the newly enacted US Federal Motor Vehicle Safety Standard 108, North American models received a dual-circuit brake system, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels.
1968 was a year of major change. The most noticeable of which were the new larger, higher mounted C-section bumpers. At the rear, new larger taillamps were adopted and were able to accommodate backup lamps, which were previously separate bumper-mounted units. Beetles worldwide received the '67 North American style vertical headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the US sealed beams. Other improvements were a new outside gas filler with spring-loaded flap, eliminating the need to open the trunk to refuel. The fuel gauge was integrated with the speedometer and was now electrically-actuated rather than cable-operated. The windscreen washer was now pressured by the spare tire, which was to be maintained at a pressure of 42 psi (2.9 bar). A pressure valve in the connecting hose closed airflow to the fluid reservoir if spare tire pressure fell below 30 psi (2.1 bar), which was above the recommended pressures for the road tires. A ventilation system was introduced, which drew fresh air into the cabin from louvres on the front decklid. For improved shifting, the shift lever was shortened, stiffened and moved rearward by
78 mm.
A number of safety improvements were made in order to comply with new American safety regulations: these included trigger-operated outside door handles, a secondary front hood latch, collapsing steering column, soft vent window latches, rotary glove compartment latch and instrument panel knobs labeled with pictographs. US models received a padded instrument panel that was optional in other markets. To meet North American head restraint requirements, VW developed the industry's first high-back bucket seat.
A new 3-speed semi-automatic gear box with torque converter and vacuum-operated clutch became available mid-production year. The semi-automatic models received a vastly improved semi-trailing-arm rear suspension (also known as "Independent Rear Suspension" although the earlier swing axle Beetles were also independent) and eliminated the need for the equalizing torsion spring. This new rear suspension layout would eventually become an option on later models. Beetles equipped with the automatic were identified with a "VW Automatic" badge on the engine lid and a matching decal in the rear window. In North America, the badging and decal were later revised to read, "Automatic Stick Shift".
For 1969, the only exterior change was the fuel filler flap no longer had a finger indentation due to a new interior-mounted fuel door release. For North America, the Beetle received a heated rear window, day/night mirror and the semi-trailing, independent rear-arm suspension as standard equipment.
1970–1979 MODELS
In 1970, A new "L" (Luxus) Package was introduced including, among other items, twin map pockets, dual rear ashtrays, full carpeting, a passenger-side visor vanity mirror, and rubber bumper moldings. The optional 1500 cc engine now came with an engine lid having two rows of cooling louvers, while the convertible's engine lid gained two additional sets for a total of four. For North America, the 1500 cc engine was enlarged to 1600 cc engine and produced 57 hp (43 kW; 58 PS)
For 1971, for the first time there were two Beetles, the familiar standard Beetle and a new larger version that was different from the windscreen forward. All Beetles received an engine upgrade: the optional 1500 cc engine was replaced by a 1600 cc version with twin-port cylinder heads and a larger, relocated oil cooler. The new engine produced 60 hp (45 kW; 61 PS). The ventilation system was improved with the original dash-top vents augmented by a second pair aimed directly at the driver and passenger. For the first time the system was a flow-through design with crescent-shaped air exits fitted behind the rear quarter windows. Airflow could be increased via an optional 2-speed fan. The standard Beetle was now badged as the VW 1300; when equipped with the 1600 engine, it was badged 1300 S, to avoided confusion with the Type 3, which wore VW 1600 badges.
The new larger Beetle was sold as the 1302/1302 S, offering nearly 50% increased luggage capacity. A new MacPherson strut front suspension was incorporated, similar to what was used in the Type 4, and the front track was widened. The new suspension layout allowed the spare tire to be positioned flat under the trunk floor, although the car had to be lengthened slightly to accomplish this. This also allowed a reduction in turning radius. To gain additional trunk volume, the under-dash panel was lowered, allowing the fuel tank to be shifted rearward. From the windscreen back the big Beetle was identical to its smaller progenitor, except for having the semi-trailing arm rear suspension as standard equipment. Overall, the big Beetle was 50 mm longer in length and 35 mm wider and rode on a 20 mm longer wheelbase than the standard model. Both Beetles were available with or without the L Package. The convertible was now based on the 1302 body. In North America, the 1302 was marketed as the Super Beetle and came only with the L Package and 1600 cc engine. While it lacked the front disc brakes that normally accompanied the larger motor, it was fitted with brake drums that were slightly larger than the standard Beetle. With the Super Beetle being sold as the premium model in North America, the standard Beetle, while retaining the same 1600 cc engine, was stripped of many of its earlier features in order to reduce the selling price. Bright window and running board moldings disappeared, along with the day/night mirror, horn ring, map pocket, locking glove box and miscellaneous other items.
1972 models had an 11% larger rear window 40 mm taller, larger front brakes[citation needed] and the convertible engine lid with four rows of louvres was now used on all Beetles. Inside the vehicle, a four-spoke energy-absorbing steering wheel was introduced, the windshield wiper/washer knob was replaced in favor of a steering column stalk, and intermittent wipers were a new option available in selected markets. An engine compartment socket for the proprietary VW Diagnosis system was also introduced. The rear luggage area was fitted with a folding parcel shelf. A limited-edition Commemorative model was launched in celebration of the Beetle's passing the record of the Ford Model T as the world's most-produced automobile. The Commemorative Beetle was a 1302 LS finished in a special Marathon Blue Metallic paint and unique 4.5 x 15 styled steel wheels. In the U.S., it was marketed as the Super Beetle Baja Champion SE.
1973 models featured significantly-enlarged "elephant foot" taillamps mounted in reshaped rear fenders. In the engine bay, the oil-bath air cleaner gave way to a dry element filter, and the generator was replaced with an alternator. The 1302/Super became the 1303 with a new taller wrap-around windscreen. The changes to the cowl and windshield resulted in slight redesign of the front hood. The instrument panel, formerly shared with the standard Beetle, was all-new and incorporated a raised speedometer pod, rocker-style switches and side-window defrosters. The limited-edition GSR (Gelb-Schwarz Rennen) was a 1303 S available only in Saturn Yellow paint equipped with special 140 mm wide sport wheels fitted with 175/70-15 Pirelli Cinturato CN36 high-performance radial tires. Front and rear deck lids were finished in matte black, as was all exterior trim with the exception of the chrome headlamp bezels. Inside were corduroy and leatherette high-bolstered sport seats and a small diameter three-spoke steering wheel with padded leather rim and a small red VW logo on the bottom spoke. In North America, the GSR was sold as the Super Beetle Sports Bug. The North American model had body-color deck lids and was available in Marathon Blue Metallic in addition to Saturn Yellow. In some markets, the sport wheels (in both 4.5-inch and 5.5-inch widths), sport steering wheel and sport seats became available as stand-alone options.
For 1974, North American models received newly required 8.0 km/h impact bumpers mounted on self-restoring energy absorbers, which added approximately 25 mm to the car's overall length. On the Super Beetle, the steering knuckle, and consequently the lower attachment point of the strut, was redesigned to improve handling and stability in the event of a tire blowout. A limited-edition Big Beetle was introduced based on the 1303 LS. Available in unique metallic paint colors, the car featured styled-steel 5.5 in (140 mm) wide sport wheels wrapped in 175/70-15 tires, corduroy seat inserts, upgraded loop-pile carpet, wood-look instrument panel trim and a padded steering wheel with bright accents. In the North American market, a limited-edition Sun Bug was introduced as a standard Beetle or Super Beetle. Both were finished in metallic gold and featured styled-steel 4.5 in (110 mm)-wide sport wheels. Inside were brown corduroy and leatherette seats, loop-pile carpet, and padded four-spoke deluxe steering wheel. The Super Beetle Sun Bug included a sliding-steel sunroof.
In 1975, front turn indicators were moved from the top of the front fenders down into the bumper. At the rear, the license plate light housing was now molded of plastic with a ribbed top surface. To comply with tightening emission standards, the 1600 cc engine in Japanese and North American markets received Bosch L-Jetronic fuel injection, a derivative of the Bosch D-Jetronic system formerly used in the VW Type 3 and Type 4. The injected engine received a new muffler and in California a catalytic converter. This necessitated a bulge in the rear apron under the rear bumper and replaced the distinctive twin "pea shooter" tailpipes with a single offset pipe, making injected models identifiable at a glance. 5 mph (8.0 km/h) bumper-equipped North American models retained fender-top front indicators. The 1303 received rack and pinion steering. In North America, the 1303/Super Beetle sedan was moved upmarket and was now christened La Grande Bug. Similar to the Big Beetle of 1974, La Grande Bug was available in blue or green metallic paint in the U.S. and blue, green or gold metallic in Canada and was equipped with the same features as the 1974 Sun Bug. Mid-year, the Love Bug was introduced for North America: based on the standard Beetle, it was available only in Phoenix Red or Ravenna Green (both colors shared with the VW-Porsche 914) with all exterior trim finished in matte black. A price leader, the Love Bug retailed for less than a standard Beetle. The "Volkswagen" script on the engine lid of all North American Beetles was replaced with a "Fuel Injection" badge.
In 1976, the 1303/La Grande Bug was discontinued, with the larger body continuing only in convertible form. To make up for the loss in North American markets, the standard Beetle was upgraded, regaining some of the features that were removed in 1971. In addition, the 2-speed ventilation fan was included, previously available in North America only on the larger Beetle. The automatic stickshift option was discontinued as well.
1977 models received new front seats with separate head restraints. This was the final model year for the Beetle sedan in North America. The convertible was offered in a Champagne Edition in triple white with the padded deluxe steering wheel, burled elm-grain dash trim and (110 mm wide sport wheels. Approximately 1,000 Champagne Editions were produced.
WIKIPEDIA
Humber Sceptre II (1966-67) Engine 1725cc S4 OHV
Production 11,983
Registration Number LFM 184 D (Chester)
HUMBER SET
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The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.
For 1966 the model was upgraded as the Sceptre II with a larger 1725cc engine and an Automatic option, and revised front end styling.
A Humber Sceptre Mk II series was tested by Motor magazine, published April 1966, with performance figures of a top speed of 94.8mph, a 0-60 mph time of 12.5 seconds and 19.5 seconds for the standing quater mile
Diolch yn fawr am 71,253,366 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 71,253,366 amazing views, enjoy and stay safe
Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-362
Singer Chamois (1964-70) Engine 875cc S4 OC
Registration Number KGT 991 D (London)
SINGER SET
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The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.
In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.
In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened
In 1969 the Chamois was updated with the addition of twin headlamps
Many thanks for a fantabulous
46,717,218 views
Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-398
Production: 1 of 1983 (1992-1995)
After Rover took over MG from British Leyland, they wanted to build a new open sports car: the MG F. Prior to the introduction of the MG F, in order to revitalize MG's brand awareness, it was decided to build a small series of sports cars equipped with a Rover V8 had to come.
That became the MG RV8. A British Heritage bodyshell was used. Broadly speaking, the car resembles an MG B. However, newly modeled front and rear fenders were fitted, a hood with a nice bump on it, leather interior, wooden dashboard, specially made rear lights and wheels, a 3.9 ltr. V8 engine with 190 HP and 320 Newton meters of torque, a rear axle with a limited slip differential, reaction arms and a newly designed front axle with, as well as the rear, telescopic shock absorbers.
The front and rear bumpers have also been redesigned and are made of plastic. All MG RV8's are right-hand drive. A total of 1983 units of the MG RV8 were produced. The chassis numbers start at 000251 to 2251. This is chassis number 1331.
This MG RV8 was delivered new in the Netherlands on March 20, 1995 to the first Dutch owner. It is said that this MG RV8 was on the RAI Exhibition as a show car.
In 2008, MG Specialist Jos van der Wouw took over this RV8 from the first owner and converted the car from right to left hand drive. This was done in a very professional manner and Jos van der Wouw converted a total of approximately 14 RV8's and had all the experience. The car was then sold to the second owner, where the car remained in the family until this year.
Source: wheelsbylex.nl/occasions-kopen/35960242-mg-rv8-4-0-v8-lhd...
British Classic Car Club Day 2023
Expo Houten, the Netherlands.
Ford Escort (5th Gen) (1990-97) Engine 1597cc S4 CVH
Registration Number K 434 XPM (Guildford)
FORD EUROPE
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The Escort Mark V was launched in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension Initially the 1.3 L HCS, 1.4 L and 1.6 L CVH petrol and 1.8 L diesel units were carried over from the old model.
The 5th Generation however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling. The engines which had been carried over from the previous generation largely unmodified were also heavily criticised for their poor refinement. In early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i
Stung by the criticism of the original Mark V Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH.
Diolch am olygfa anhygoel, 65,151,633
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 65,151,633 views
Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-477
Seen in Crawley, West Sussex.
Current owner for 30 years.
OUF 216R
✓ Taxed - Tax due: 1 April 2018
✓ MOT Expires: 27 October 2017
Vehicle make: TOYOTA
Date of first registration: August 1976
Year of manufacture: 1976
Cylinder capacity (cc): 1587 cc
Fuel type: PETROL
Export marker: No
Vehicle status: Tax not due
Vehicle colour: WHITE
Number of owners: 2
Current owner since Sep 1987
Mileage at last MOT: 57,999
Mileage since previous MOT unknown (Stuck odometer)
Advisories in recent years include:
- heavy rust formed at underside of body
- body panel(s) corroded to excess but not within the prescribed areas. n/s/f o/s/f
-various body corrosion
-corrosion at offside rear inner sill
-various underside corrosion
-corrosion at rear axle brake pipes
-vehicle body shell heavily rusted.
-excessive corrossion detected at offside & nearside inner sill sections not considered to be supportive panelling
-vehicle bodyshell is heavily corrodded
-offside & nearside panel sections outside prescribed areas corroded to excess
- plated repairs in seat belt prescribed areas have been covered in underseal
- BODY VERY RUSTY AND REPAIRED WITH TAPE
Ford Escort Mk.II Sport (1975-80) Engine 1598 S4 OHV Crossflow Production 631,828 (in the UK - over 2 million worldwide)
Registration Number KUE 572 V (Dudley)
FORD of BRITAIN SET
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The Escort Mk.II was launched in 1975, redesigned with a more square shaped body on the existing Escort underside and running gear. Built in Britain at Halewood and a number of other countries. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed "Brenda" during its development, The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs
The "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "RS Mexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for a hitherto untapped small car luxury market, and "base / Popular" models for the bottom end.
A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given.
In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest.
As with its predecessor, the Mark II had a successful rallying career. All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L (1,593 cc) OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Crossflow. A new model was released, the RS1800, which had a naturally aspirated 1,833 cc. The works rally cars were highly specialised machines. Bodyshells were heavily strengthened and characterised by the wide wheelarch extensions, and fitment of four large spotlights for night stages. The Mark II Escort continued its predecessor's run on the RAC Rally, winning every year from 1975 to 1979 and racing in a variety of other events around the world.
Diolch yn fawr am 67,340,911 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,340,911 amazing views, enjoy and stay safe
Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-071
Jaguar XJ12 Broadspeed (1977) Engine 5343cc V12
JAGUAR SET
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Built at a tricky time for Jaguar with falling sales and boardroom schisms, the Broadspeed Jaguar was created to contest the European Touring Car Champioships.
Ray Broad of Broadspeed was handed two cars to develope into Touring cars, to tackle tje big engined Ford Capris and BMW CSLs, racing in the ETC. Broads preferance had been to develope the XJS but Jaguar decided the XJ a more suitable candidate, and the 2 door XJC was given the nod over its four door counterpart. The engine was a Jag 5.3-litre V12 (dry sumped from 1977) with racing pistons and independent injection,and an oil cooler but otherwise relatively standard, but the changes that were made created an output of 550bhp, and an ear drum shattering noise, driving through a standard manual gearbox casing with close-ratio gears a racing clutch and a solid mounted, oil-cooled rear axle.
The body was heavily reworked. It was much heavier than its rivals the bodyshells were even acid dipped to strip of some of the weight. But despite efforts to reduce the weight the car was still 1.5 tons after early tests, Lockhead were approached to improve braking and produced some bespoke eight-piston callipers for the front and four pots for the rears. But the cars were beset with problems, despite an excellent driver line up of Dereck bell, Dave Hobbs and Tim Schenken.
It was the fastest car on the grid, normally racing of pole position and set fastest laps but were simply unreliable and BL pulled the plug.
Many thanks for a Marmalising
51,976,076 views
Shot 15.05.2016 at the Gaydon Motor Museum, Warwks REF 117-032
In its West Midlands PTE livery, 312204 was stood at Preston with the Saturday Only Birmingham International to Lancaster service on September 26th 1987. This short-lived Summer Saturday out-and-back working brought the extremely rare sight of one of the small batch of Class 312/2 units (312201-312204) to Preston. The small fleet of four units were built at BREL York in 1976 primarily for use on the busy Birmingham New Street to Birmingham International route. Based on the BR Mk.2 bodyshell, they were the last EMU's built for BR that had slam doors. Driving Trailer Composite Open Lavatory (DTCOL), complete with its first class saloon, M78048 featured here, was the last Class 312/2 car built, and subsequently was the last slam-door multiple unit car constructed for use on the BR network.
The 312/2's would eventually transfer to Great Eastern services before they were withdrawn in 2003/2004.
Jaguar (XJ40) XJ12 6 litre Sovereign (1986-94) Engine 6000cc Jaguar V12
Chassis No: SAJJHALS3AR698810
Registration Number L 161 FNB (Manchester)
JAGUAR ALBUM
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Designed by George Thomson and Roger Zrimec under Doug Thorpe, the project XJ40 was developed at a cost of £80 million the car was designed in house after a Pininfarina design was rejected. It was the last car to be developed independently by Jaguar (prior to its takeover by Ford), and also the last to have been developed largely within the lifetime of the company's founder Sir William Lyons, who died shortly before its release. After very considerable delays the car was finally released in 1986, the controversial square headlights in all but the entry level cars . In 1989 under Ford control the model was revised. available with a choice of two variants of the straight-six AJ6 powerplant - the 2.9-litre SOHC unit (a derivative of Jaguar's legendary V12) or the 3.6-litre DOHC engine. By 1989, Jaguar had been bought by Ford who changed the engine offerings to a 3.2-litre DOHC, a 4.0-litre DOHC one, or the 6.0-litre Jaguar V12 (introduced December 1992 and said to offer c.310bhp with the four-speed automatic 'J-gate' transmission. They also replaced the often unreliable digital dashboard with conventional analogue instruments. As with previous generations of the XJ6, the most opulent versions carried the Sovereign badge.
The XJ12 was given the model code XJ81 and was debuted at the 1993 Amsterdam Motor Show. The XJ40 bodyshell was allegedly engineered to prevent fitting V-configuration engines, in particular the Rover V8, which British Leyland management had desired; this delayed the introduction of the V12-powered XJ12 until 1993 as the front structure of the XJ40 had to be extensively redesigned. Powered by a 6.0-litre version of the Jaguar V12 engine mated to a GM 4L80E 4-speed automatic gearbox. It could be identified by the XJ12 or Double Six badge on the rear and a V12 emblem on the glovebox. The XJ12 used the quad round headlamps, black radiator grille vanes, and a gold growler badge on the radiator grille top, while the Daimler received the rectangular headlamps. Early cars used stainless steel window frames, on later cars they were changed to black
This car was supplied new via Mead of Bolton to Ingersoll Rand (Sales) Ltd,
Chassis No: SAJJHALS3AR698810
Registration Number L 161 FNB (Manchester)
Supplied new via Mead of Bolton to Ingersoll Rand (Sales) Ltd,
This car was offered for sale by auction, at the H+H, Pavilion Gardens Buxton, 27.04.2022 with an auction guide price of £ 10,000 to £ 12,000
Diolch am 93,494,951 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,494,951 amazing views, every one is greatly appreciated.
Shot 27.04.2022 at the H+H Auction, Pavilion Gardens, Buxton 159c-020