The 340R is a special edition of the Lotus Elise, built in 2000. Just 340 were made, all sold before they were manufactured. It uses a custom built bodyshell with no roof or doors.

Ultimate Cup Series

Car: LEGEND CAR

Powered by Yamaha 1200/1250cc - Horsepower 122 HP

Drivers: GRAND Alain

The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s

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

Registration Number OJH 717 D (Hertfordshire)

FORD UK SET

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

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

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

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

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

 

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

 

Thanks for a stonking 63,630,942 views

 

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

     

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

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

Production (approx) 100

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

 

TVR ALBUM

 

www.flickr.com/photos/45676495@N05/sets/72157623722776067...

 

The TVR 390SE is a sports car designed and built by TVR. It was introduced in October 1984. It featured many novelties not found in other Wedge TVRs TVR Engineering worked with Andy Rouse, a Rover Tuning specialist to produce a blueprinted engine, turning out an extra 85 bhp taking it to a claimed 279 PS, with an engine capacity of 3905cc high lift camshafts, gas flowed cylinder heads with large valves and Cosworth machined pistons. A stronger clutch, limited slip differential and wider Yokohama tyres were fitted to help get the extra power down onto the road.

 

The styling of the car became more aggressive with a deeper front air dam, and a rear under body aerofoil. Subsequent updating saw the bodyshell gain flared wheel arches and different sills. Ventilated front disc brakes and fifteen inch wheels were part of the package as well. A Series 2 car appeared in 1988 with the most obvious difference being a rounder nose.

 

Production of the modified Rover V8 was handled by different engineering companies throughout the car's life with most units being produced by North Coventry Kawasaki (NCK); which company was subsequently purchased by TVR to become their in-house engine division, TVR Power

 

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

 

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

 

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

 

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

 

Registration Number D 305 APL (Guildford)

PANTHER ALBUM

 

www.flickr.com/photos/45676495@N05/sets/72157626070175132...

 

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

 

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

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

Nicely finished though the cockpit was a little narrow.

 

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

 

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

 

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

 

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

 

W111

 

Zoute Sale - Bonhams

Estimated : € 75.000 - 100.000

Sold for € 83.375

 

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

 

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

 

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

 

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

 

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

 

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

 

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

 

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

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

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

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

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

Mini 1000 Mk.III (1969-76) Engine 998cc S4 Tr OHV

Registration Numberx VVW 979 L (Essex))

MINI (BL) ALBUM

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

  

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

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

 

Diolch am 86,596,575 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

 

Thanks for 86,596,575 amazing views, every one is greatly appreciated.

 

Shot 29.08.2021 at Thoresby Car Show, Thoresby, Nottinghamshire Ref. 151-105

  

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

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

HALDANE ALBUM

www.flickr.com/photos/organize

 

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

 

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

 

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

 

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

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

 

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

 

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

 

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

   

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

 

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

 

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

 

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

 

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

 

Information care of Wiki.

The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.

 

The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.

 

The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.

 

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.

 

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).

Ultimate Cup Series

Car: LEGEND CAR

Powered by Yamaha 1200/1250cc - Horsepower 122 HP

Drivers: SONNTAG Maxime

The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s

Jaguar F type Project 7 (2016) Engine 5000cc Supercharged V8

Production 250 limited maximum

Registration Number VK 15 MZJ

JAGUAR SET

 

www.flickr.com/photos/45676495@N05/sets/72157623671588245...

 

The Project 7 is based on the F-Type Convertible, and is powered by a 5.0-litre supercharged V8 engine, generating a maximum power output of 575 PS (423 kW). With production limited to 250 the car was considered Jaguars most powerful ever production car, alongside the simularly powered F-Type SVR.

 

Its bodyshell is of aluminium, visually it features an 'Aero Haunch' behind the driver, similar to 1950s D-Type, a quad exhaust and a fixed rear spoiler. The project 7 has a claimed 0–97 km/h (0–60 mph) acceleration time of 3.8 seconds and a top speed of 299 km/h (186 mph). The Project 7 was penned by Italian-Brazilian designer César Pieri who apparently accidently showed his sketch to Jaguar chief-designer Ian Callum. The concept then became a functional prototype and eventually reached production

 

Diolch am 78,016,441 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 78,016,441 amazing views, every one is greatly appreciated.

 

Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1282

   

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

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

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

Registration Number CLN 149 B (London)

FORD UK SET

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

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

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

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

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

 

Thankyou for a massive 55,606,312 views

 

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

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

Registration Number not visable

CHEVROLET SET

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

 

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

 

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

 

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

 

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

 

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

 

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

    

Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885 (comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.)

Registration Number WAC 787 (Warwickshire)

FORD UK SET

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

 

The 300E was introduced in 1954, based on the Ford Anglia and Prefect 100E saloon cars. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the estate car versions of the line with shorter doors and a smaller overall length than thw Saloon. Initially only produced with a 5cwt (250kg) carrying capacity, the range was increased with the addition of Standard and Deluxe 7cwt (350kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume.

 

Diolch am 75,674,273 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 75,674,273 amazing views, every one is greatly appreciated.

 

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-408

     

Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082

Registration Number WYR 591 G (London)

WOLSELEY ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623738922097...

 

The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.

 

Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.

 

The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The Mark II version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.

 

Diolch am 93,177,854 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 93,177,854 amazing views, every one is greatly appreciated.

 

Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-469

 

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

From Wikipedia:

 

"Jaguar 420 and Daimler Sovereign (1966–1969)

From Wikipedia, the free encyclopedia

Jump to navigationJump to search

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"

25011 stabled at Ayr MPD, 27th March 1976.

 

Locomotive History

25011 is one of a batch of twenty five locomotives of sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These 25 locomotives received the uprated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors and used an almost unchanged bodyshell as the latter class 24’s. As the class 25/0’s were intended for freight traffic none were equipped with steam heating boilers. All this sub class were built at Darlington works and 25011 entered traffic as D5161 in August 1961 and like the rest of the sub class it was delivered to Thornaby MPD. It was to spend the next ten years on predominantly Teeside freight duties until transferred to Eastfield in October 1971. In May 1974 it transferred across to Haymarket and in February 1975 it was one of four class 25/0 (25006/07/08/11) transferred to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket. Tinsley was now briefly the home depot for all of the 25/0 sub class until August 1975 when a reshuffling of motive power took place to deal with the mass withdrawals of the class 24 fleet and as part of this reshuffle 25005-25014 were transferred back to Scotland (Eastfield). In October 1976 25011 was transferred to Haymarket its final transfer. Withdrawal of the class 25/0 sub class commenced in December 1975 with 25015 so it was with some surprise that in August 1978 25011 made a visit to Derby works for a casual repair. Even more surprising was that on release it was allocated to a number of workings which took it initially to Bristol and then on to Exeter and finally Paignton before heading back home to Scotland. The end for the class 25/0 fleet came in December 1980 when the last six (25002/05/06/07/10/11) were withdrawn. Following withdrawal 25011 was dumped at Millerhill until towed to Swindon works where it was broken up in March 1981.

 

Praktica LTL, Orwochrome UT18

Ford Escort 100E (1955-61) Engine 1172cc S4 SV Production 33,131

Registration Number WEL 225 (Bournemouth)

Ford (UK) Set

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

 

The 100E Escort and its sister car the Squire 100E were two door four seat small Estate cars. There had previously been Utelicon conversions of the Ford 5cwt van, but these were Fords first factory built small wagons.

related to the Ford Prefect 100E four-door saloon, sharing the same 1,172 cc (71.5 cu in) Ford sidevalve 36 bhp (27 kW) engine and other parts, they used the short doors of the four door Saloon because the bodyshell was optimized for use as a panel van (which was marketed as the Thames 300E). The rear door was in two pieces split horizontally. The rear seat could be folded flat to convert from a four-seater to a load carrier.

The Squire was the more expensive of the pair, better trimmed and competing in the same market sector as the Hillman Husky and Austin A30 / A35 based estate, both significantly more popular in the UK than longer estates at the time. Until 1957 the Squire featured wood trim pieces screwed to the sides of the vehicle

The Escort was a cheaper option, which proved more popular with 33,131 sales against 17,812 of the Squire. a mechanically identical estate car but based on the cheaper Ford Anglia, rather than the Prefect.

 

Diolch am 97,255,780 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.

 

Thanks for 97,255,780 amazing views, every one is greatly appreciated.

 

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-096

  

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

 

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

 

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

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

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.

  

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

Production 12,066

Registration Number RUT 513 G (Leicestershire)

TRIUMPH SET

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

 

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

 

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

 

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

 

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

 

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

 

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

     

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.

Plymouth Barracuda (3rd Gen) (1970-71) Engine 402 (6682 cc) cu in V8

Race Bernies V8s and Historic Outlaws

Driver 48 Matt Snowball

Decals Plymouth

PLYMOUTH SET

www.flickr.com/photos/45676495@N05/sets/72157623690509863...

 

The Plymouth Barracuda is a two-door car that was manufactured by Plymouth from the 1964 to 1974 model years, the first generation (1964-66) was based on the Plymouth Valiant, the second generation (1967-69) was also based on the Valiant though heavily redesigned.

 

PLYMOUTH CUDA - Matt Snowball.

This remarkable car is a racing replica of one of the two Cuda's built for Plymouth by and raced by Dan Gurney's AAR (All American Racing). It seems Chrysler were keen to promote their new for 1970 Plymouth ’Cudas and Dodge Challengers and engaged Gurney to create two cars to be driven by Dan and Swede Savage, the cars would take 50 AAR employees more than 75,000 hours to construct the Challenger and three ’Cudas for the 1970 season, using bodyshells straight from the production line. Matt Snowball's took one year.The 1970 season was the only time all the major auto manufacturers competed in the Trans Am series. Gurney raced ’Cuda number 48 alongside team-mate Swede Savage in 42. After just two races Chrysler cut the budget which stopped development and forced Gurney to become a one-car team. Gurney largely left the driving to Savage who raced 10 of the 11 events managing three poles, a couple of fastest laps and a best finish of 2nd at Road America.

The remarkable story of Matt Snowballs creation of this unique car is best told in this splendid article from CLASSIC AMERICAN magazine - enjoy

www.classic-american.com/the-man-who-built-himself-a-dan-...

 

Diolch am 98,075,840 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 98,075,840 amazing views, every one is greatly appreciated.

 

Shot 18.09.2022, at the MSVR Club Car Championships, Donington Park, Leicestershire 165-055

Seen at the MG Owners' Club headquarters in Swavesey.

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

    

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

  

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

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.

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

  

Derby Carriage Works - 1992.

A stripped bodyshell resting on containers at a bodyshop.

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.

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.

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

Production 1570

Registration Numner 191 KM

ROLLS ROYCE SET

 

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

 

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

 

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

 

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

 

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

 

Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-444

 

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

Registration Number JLB 231 N (London NW)

LOTUS SET

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

 

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

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

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

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

 

Thankyou for a massive 55,763,532 views

 

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

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

 

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

 

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

 

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

A stripped shell mounted on a trestle.

Chassis n° AM 117 718

 

Zoute Sale - Bonhams

Estimated : € 125.000 - 150.000

Sold for € 195.500

 

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

 

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

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

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

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

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

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

 

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

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

 

German registration papers

Restoration record book

FIVA Identity Card

Automotoclub Storico Italiano Certificato

Copy of old Italian Libretto

Original owner's manual

Copy of Maserati Bora spare parts list

 

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

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.

 

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

     

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

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