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Direct Rail Services Northern Belle class 57 no. 57312 'Solway Princess' arrives into Rugby atop a mixture of mk1 and 2 coaching stock and 57305 'Northern Princess' on 18th June 2015 working 1Z51 London Euston-> Bangor Three Peaks Challenge charter train. The train paused at Rugby for a few minutes to pick up crew.
The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.
Mini Cord (Fibreglass) Mk.VI (1992) Engine 998cc S4 BMC A Series
Registration Number K 853 XUK (Luton)
MINI (BL) SET
www.flickr.com/photos/45676495@N05/sets/72157623797597842...
The Mini was universally popular and constructed in many marketplaces, a fibreglass version of the Mini Mark II was developed for British Leyland's Chilean subsidiary (British Leyland Automotores de Chile, S.A., originally the independent assembler EMSSA). The bodyshell mould was created by the Peel Engineering Company. Production began in 1970 and continued for a few years; these fibreglass Minis can be recognised by the missing body seams and by larger panel gaps. The Chilean market was never very large and the hyperinflation and political and social collapse led to the 1973 coup. The Arica plant was closed in 1974. The reason for the fibreglass body was to enable Leyland to meet very strict requirements for local sourcing, increasing to 70.22% in 1971
The fibreglass Mini built in Chile from 1970 until 1974 was not the only fibreglass version; in the summer of 1991, a fibreglass bodied Mini again entered production, this time in Venezuela. The Mini Cord was produced by Facorca, who intended to sell the car in the Caribbean and Central America, and also had plans for Brazilian assembly
Many thanks for a Supersonic
53,457.834 views
Shot 29.05.2016 at Gaydon Motor Museum, Transport Show REF 119-161
Ford Escort (5th Gen) (1990-97) Engine 1597cc S4 CVH
Registration Number K 434 XPM (Guildford)
FORD EUROPE
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
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
310061 is a rare sight at Crewe as it approaches the station from the Manchester line with what appears to be a service to Birmingham, 12th September 1981. As class 310’s were not usually seen north of Birmingham I suspect this is the return working of a last minute replacement service covering late running/failure of a Birmingham – Manchester service.
Unit History
On the completion of the West Coast Electrification into Euston in 1966 local and suburban services south of Birmingham were in the hands of forty nine, four car electric multiple units of class AM10. These later became class 310 and were built at Derby Carriage works between 1965 and 1967. They were the first EMUs to be based on the Mark II bodyshell, which featured semi-integral construction. They remained in service on West Coast Main Line duties (rarely operating north of Birmingham) until displaced by class 317 EMU’s in 1987. They were then cascaded to the London Tilbury and Southend lines displacing class 302 EMU’s (built in 1958) until again displaced, this time by class 357 EMU’s between 1999 and 2002 and withdrawn.
Canon AT1, Agfacolour CT18
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
Chevrolet Impala (2nd Gen) 4 door Sports Hardtop (1959-60) Engine 283 cu in (4637cc) Turbo Fire V8
Registration Number LTR 204 F (Southampton)
CHEVROLET SET
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As part of a GM economy move the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks and Oldsmobiles, and Pontiacs. Using a new X-frame chassis the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, nonfunctional front air intake scoops were added just above the grille,
he Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW)
The second series Impala 1959-60 now available in five different body styles two and four door hardtops, a two door convertable, a four door sedan and a two door coupe. 1959 was the only model year that the Impala appeared without the trademark six tail lights instead using large teardrop style lights .
Diolch yn fawr am 66,296,805 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,296,805 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-071
An aerial view of the EMD works at Longport in Staffordshire. Present are 56032, the bodyshell of 66048 with 56009 & 56077 alongside. In the centre is 66796, whilst nearest the camera are 08784 with a recently converted Class 69 ( possibly 69003) behind.
Official English Electric drawing of a three-car diesel train for the Egyptian State Railways (1950)
In 1950, the English Electric Company received an order from the Egyptian State Railways for new diesel multiple units, with the bodyshell and other parts coming from the Birmingham Railway Carriage and Wagon (BRCW)
Ten five-coach trains were built for the mainline service Between Alexandria and Cairo, with nine similar trains built for suburban use
For more information about this Egyptian State Railways diesel train, please visit this excellent website:
Ford Prefect 100E (1954-59) Engine 1172cc S4 SV Production 100,554
Registration Number 624 XUS (Glasgow)
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181
Introduced in 1954 as a four door Saloon along with the two door Ford Anglia 100E. Mechanically the Anglia's twin with unitary body, McPherson strut front dudpendion, semi-elliptics at the rear and hydraulic brakes.
The redesigned engine is still a long stroke flathead with cooling pump.
Ride, handling and stopping powers incmparably better than the outgoing sit up and beg models, but without its charachter.
Built on an 87 inch wheelbase which means narrow doors in the four door Prefect. Convex vertical barred grilles identify them from the front,
A few Anglias and prefects from 1956 on had Automatic transmission
With the arrival of the new and more expensinsive Ford Anglia 105E, a revised Prefect was launched as an entry level model, the new car retained the same bodyshell and overall looks, but was now powered by a smaller 997cc engine of 39bhp, The Prefect was redesignated as a 107E and was externally recognisable by plated side flashes
This car is a little odd, bearing the Popular model name on the bonnet, but is registered as a Prefect with the Prefect grille and four door body
Many thanks for a fantabulous
46,068,242 views
Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-179.
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 1975London 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 56,152,677 views
Shot 07.08.2016 at the 2016 Shugborough Classic Car Show) REF 121-718
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
"Take one Vantage Roadster bodyshell. Add a carbon-fibre grille, aero body components for high speed stability and lightweight forged alloy wheels. Insert a naturally-aspirated V12 engine of 6.0 litres capacity, driving the rear wheels via a bespoke 7-speed transmission. Then take a deep breath…and drive
That’s the formula for Aston Martin’s fastest-ever convertible. Externally, the V12 Vantage S Roadster is distinguished by the special carbon-fibre grille and bonnet vents. The latter not only help cool the V12 crammed into the engine bay but counteract high speed aerodynamic lift. Forged alloy wheels, wide profile sills and a boot lid spoiler complete the exterior mods, and Aston Martin offers a variety of graphic and colour options to make your V12 Vantage S Roadster stand out..."
Source: hrowen.co.uk
Photographed at Sharnbrook Hotel during Sharnbrook Supercar Sunday organized by PetrolHeadonism Club.
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Audi Quattro A1 (1983) Engine 2133cc S5 SOHC Turbo
Entrant, Driver Adam Marsden
AUDI SET
www.flickr.com/photos/45676495@N05/sets/72157623635550501...
The Audi Quattro first entered competition in 1980 Largely based on the bodyshell of the road-going Quattro models (in contrast to the forthcoming Group B cars), the engine of the original competition version produced approximately 304 PS (300bhp) In 1981 French female rally star Michelle Mouton became the first female driver to win a world championship rally, piloting an Audi Quattro
Over the next three years, Audi would introduce the A1 and A2 evolutions of the Quattro in response to the new Group B rules, raising the power output of the turbocharged inline 5-cylinder engine to around 350bhp The Quattro A1 debuted at the WRC 1983 season opener Monte Carlo Rally, and went on to win the Swedish Rally and the Rally Portugal in the hands of Hannu Mikkola.
This carcompeting in the major European and UK rallies and more recently featured on the James May TV Show Cars of the People
Thankyou for a massive 55,357,777 views
Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-389
Vanden Plas Princess 1500 (1974-80) Engine 1485cc S4 OC Tr. Production 11842
Registration Number VMA 96 W (Chester)
VANDEN PLAS ALBUM
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The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982 over three generations. The original styling proposal, by Harris Mann, had the same sleek, wedge-like shape of the Princess, but because British Leyland management, keen to control costs, wanted to install the existing E-Series engine and bulky heating system from the Marina, it became impossible to incorporate the low bonnet line as envisaged: the bodyshell began to look more and more bloated and tubby. With the Allegro, the BL avoided the full extent of badge engineering that had defined the marketing of its predecessor, it nevertheless introduced the upmarket an upmarket Allegro, branded as the Vanden Plas 1500/automatic. This featured a prominent grille at the front and an interior enhanced by a range of modifications designed to attract traditionally inclined customers, including: special seats upholstered in real leather, with reclining backrests; deep-pile carpets; extra sound insulation; a new instrument panel in walnut; walnut folding tables for the rear passengers; nylon headlining; and for the luggage, a fully trimmed boot. In 1974, a time when the UK starting price for the Austin Allegro was given as £1159 BL was quoting, at launch, a list price of £1951 for the Vanden Plas 1500, the Allegro name was not used.
The Venden Plas 1500 was based on the second generation (1975-79) Allegro, and like the Allegro featuring hydrogas suspension and in this guise transverse Maxi style overhead cam engines and a five speed gearbox.
Diolch am 97,662,715 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 97,662,715 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-346
The 2000 London-Sydney Marathon winner- Stig Blomqvist/Ben Rainsford
Built by Basil Green Motors - Johannesburg
5,0 Liter
V8
ca. 500-550 ex.
Built by Basil Green Motors of Johannesburg exclusively for the South African market, the 'Perana' is the only V8-engined Capri officially sanctioned by the Ford Motor Company. Basil Green used the Ford 302ci (5.0-litre) Windsor V8 engine, modifying the chassis and running gear to cope with the extra power, and the result was a high-performance car with an excellent power-to-weight ratio that was soon cleaning up in domestic racing. Indeed, so successful was the Perana that after a single season's dominance it was banned. For the road, the Perana came with 281bhp on tap and a top speed of 147mph. It was also extraordinarily flexible. How British and European enthusiasts would have loved to get their hands on the Perana, and Ford surely missed a trick by not offering such a car in other markets. It is estimated that around 500-550 were produced between 1970 and 1972. This Capri Mk1 to full house Perana specification cost in excess of AUD200,000 (approximately £116,000 at the current rate of exchange) to build in 1999, before winning the 2000 London-Sydney Rally driven by former World Rally Champion Stig Blomqvist and preparer Ben Rainsford. Since then, the Marathon rally coupe has participated in several other long-distance events. These include the 2004 London-Sydney Rally, 2004 Carrera Sudamericana Marathon, 2007 Classic East African Safari Rally, 2010 International Rally du Maroc and the 2011 Sol Rally Barbados. Specification highlights include a 302ci 'Windsor' Cobra type V8 engine; 'Jerico' type top-loader 4-speed gearbox; Marathon-specification bodyshell; full roll cage with side-bars; live five-link rear axle; all round disc brakes; rack-and-pinion steering; glassfibre bonnet; Perspex side windows; and Bilstein-damped suspension currently set up for 'Tarmac' events. An alternative Proflex-type Safari high-ride 'Gravel' suspension is included in the spares kit, together with a spare set of wheels. Offered with Ford dating letter confirming September 1969 manufacture of donor car, fresh MoT valid to August 2014, current historic vehicle eligible road fund licence and Swansea V5C, this unique Perana-specification Capri represents a wonderful opportunity to acquire a well-sorted car with a proven record in long-distance rallying that awaits preparation for the next long haul.
Metropole Classic Cars
Meubellaan 1
Druten
Nederland - Netherlands
June 2021
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
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
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
The GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato (Ercole Spada) of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's). The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1,108 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.
In 1972 the 1600 Zagato came out of which 402 units were produced. In this case the floorpan was unaltered from the 1600 Spider, so that the normal fueltank could be left in place. As a consequence, the 1600 Zagato is approximately 100 mm (3.9 in) longer than the 1300 JZ. This can be seen at the back were the sloping roofline runs further back and the backpanel is different and lower. The lower part of the rear bumper features a bulge to make room for the spare tire. The 1600 Zagato has numerous differences when compared to the 1300 Junior Zagato. If you ever see two side by side, have a look at the details. The last 1600 Zagato was produced in 1973 and the cars were sold until 1975.
(Wikipedia)
Jensen Interceptor III (1971-73) Engine 440cu (7212cc)
Production 3419
Registration Number KKP 718 L (Kent)
JENSEN ALBUM
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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.
Diolch am 79,998,019 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 79,998,019 amazing views, every one is greatly appreciated.
Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-678
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The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.
During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.
The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbf⋅ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.
Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.
The Maserati Merak (Tipo 122) was an Italian sports car introduced in 1972, essentially a junior version of the Maserati Bora. It substituted an all new Maserati designed quad-cam V-6 motor (also shared with the Citroen SM) for the Bora's larger V-8, resulting not only in a lower cost, but room for a small backseat and better handling due to lower weight and a better front/rear weight distribution.
Aesthetically, the Merak differed from the otherwise very similar Bora mainly in sporting open flying buttresses instead of the Bora's fully glassed rear, and the use of the Citroen SM dashboard on models produced before 1976.
The Merak went out of production in 1982.
History
Citroën era Merak
The first Merak was designed during the Citroën ownership of Maserati (1968–1975). It featured a 3.0 L (180 cu in) Maserati V6 engine with 190 PS (140 kW; 187 hp), also used in the Citroën SM.
The mid-engine Merak used the Bora bodyshell, but with the extra space offered by the smaller engine used to carve out a second row of seats, suitable for children or very small adults.
As for the Bora, certain Citroën hydraulic systems were used in the Merak; brakes, clutch, headlight pods. The Citroën SM's dashboard was also used in early Meraks (1972 to 1975)....
Wikipedia
Austin Allegro 1300SDL 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 1975London 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 54,627,382 views
Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-074
Meyers Manx Dune Buggy (1964-71) Engine 1600cc Volkswagen S4
Registration Number PAB 482 E (Worcestershire)
The Meyers Manx dune buggy is a small recreationally-oriented automobile, designed initially for desert racing by Californian engineer, artist, boat builder and surfer Bruce F. Meyers. It was produced by his Fountain Valley, California company, B. F. Meyers & Co. from 1964 to 1971, in the form of car kits applied to shortened chassis of Volkswagen Beetles. It dominated the sport of Dune Racing and was eventualiy also made available as a street oriented model. The original company folded shortly after Meyers departure, due to tax problems. New vehicles inspired by the original Manx buggy have been produced by Meyers's re-founded operation, Meyers Manx, Inc., since 2000.
The commercially manufactured Meyers Manx Mk I featured an open-wheeled fiberglass bodyshell, coupled with the Volkswagen Beetle H4 flat-four engine (1.2 L, 1.3 L, 1.5 L and 1.6 L, in different models) and a modified, RR-layout Beetle frame. It is a small car, with a wheelbase 141⁄4 inches (36.2 cm) shorter and lighter than a Beetle
Approximately 6,000 of the original Meyers Manx dune buggies were produced, but when the design became popular many copies (estimated at a quarter of a million worldwide) were made by other companies. Although already patented, Meyers & Co. lost in court to the copiers, the judge rescinding his patent as unpatentable, opening the floodgates to the industry Meyers started
Diolch am 74,707,534 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 74,707,534 amazing views, every one is greatly appreciated.
Shot 07.07.2019 at Cars in the Park, Beacon Park, Lichfield 143-074
These RHD cars had the same dashboards whether Chevrolet (Impalas and Bel Airs also made it to Australia; NZ took just Impalas) or Pontiac and only one dash design per bodyshell run so the 61-64 models had the one dash (a RHD version of the 1961 Pontiac layout) even though it changed annually in Canada and the 65-68s all had a 'transposed' version of the '65 Chevrolet dash. The RHD cars also had antiquated, short, 'clap-hands' wipers that almost met in the middle of the windshield rather than the parallel wipers of the LHD Canadian cars. Local radios, upholstery and two-speed heater/demisters were fitted - some Australian cars had local Frigidaire air conditioning.
Wikipedia
The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.
The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.
Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.
36,672 CL Valiants — including the last-ever Chargers — were built.
This Valiant wagon is created for the #mocaround49 challneg #vacationwagon
Northern 150225 stands in the platform at Salford Crescent working 2J04, 09:24 Wigan – Manchester Victoria, 13th March 2018. Salford Crescent is a relatively new station opening in 1987 as part of the Windsor link enhancements and I was involved at the time in some of the associated signalling works.
Unit History
150225 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 with front-end gangways. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150225 has always been based in the Manchester/Leeds area and I first came across 150225 twenty nine years ago at Manchester Piccadilly on the 17th February 1989.
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 Nomad two-door Hardtop Wagon shown here is considered to be a sub-variant of the Bel Air series, and was not available in any other trim level. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.
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.
Perth again on I suspect the same day as the photo of 27032.
This time we have Class 40 40173 on what is probably an Aberdeen to Glasgow service.
40173 is the loco whose bodyshell spent a long time on sleepers at Perth after withdrawl. It also worked the railtour to Portsmouth and Brighton which I travelled on and photos of which are on the stream.
Image from a negative in my collection by an unknown photographer.
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
Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 16v 137bhp Production 6,000,000 (all Golf Mk.2's)
Registration Number G 622 HCC )Bangor, Camarthanshire)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
Note this car has had its inner pair of headlamps removed
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. , it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc Inline-four engine developing 110bhp, joined in 1986 by the Golf GTi 16v with output increased to 137bhp the model was marked by discreet red-and-black "16V" badges front and rear In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs
1990 also saw the arrival of GTi G60 featuring the 8v 1.8 with a G60 supercharger
Diolch am 74,960,470 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 74,960,470 amazing views, every one is greatly appreciated.
Shot 07.07.2019 at Cars in the Park, Beacon Park, Lichfield 143-150
In faded-looking Network South East livery, Class 456 456003 was stood at London Bridge with a four-car service to Victoria via Peckham Rye on October 23rd 1999. There were 24 x 2-Car Class 456's (456001-456024) built at BREL York utilising the Class 150 type bodyshell in 1990/91.
Ford Consul Mk.II (1956-62) Engine 1703 S4 OHV Production 350,244 (all Mk.II)
Registration Number 799 UXT (London)
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The Ford Consul is a car that was manufactured by Ford of Britain from 1951 until 1962. The name was later revived for a model produced by Ford in both the UK and in Germany from 1972 until 1975.
The Consul Mk.II was launched in 1956, with the Ford code 204E, powered by a 59bhp four cylinder 1703cc engine, and again sharing the same bodyshell as the six cylinder Zephyr.
Restyled from the stubbier Mk.I, longer wheelbase, improved weight distribution and bigger engine helps boost top speed to over 80mph.
The roof profile was lowered in 1959 with the cars now referred to as low-lina and the earlier models retrospectically becoming high-line. The low-line also featured redesigned rear lights and much of the external bright work in stainless steel. Front disc brakes with vacuum servo appeared as an option in 1960 and were made standard in 1961, with the car titled Consul 375 from mid 1961 in order to avoid (unlikely) confusion with the Classic officially the Consul Classic
50 003 'Temeraire' and 50 001 'Dreadnought' are seen working 1V92 the 1428 York - Plymouth ( from Gloucester ) Vice HST, south through Stapleton Road, on Thursday July 28th 1983
They were both built by Vulcan Foundry.
50 003 entered service as D403 in January 1968.
LMWL LM Western Lines 12/01/1968
D05 Stoke Division 17/06/1968
CE Crewe Diesel 05/1973
Allocation recoded CE to CD 12/1973
BR Bristol Bath Road 03/1974
LA Laira 04/1974
Renumbered 50 003 15/04/1974
Named Temeraire on 9/5/78
Store 28/01/1979
LA Laira 28/01/1979
Returned to Service 17/09/1980
Store 01/07/1991
Withdrawn 15/07/1991
Stored at Laira until moved to Tavistock Junction Yard, Plymouth and noted dumped there on 15/9/91. Moved to MC Metal Processing, Glasgow on 4/4/92, and was broken up
on 30/4/92.
50 001 entered service as D401, in December 1967.
LMWL LM Western Lines 09/12/1967
D05 Stoke Division 17/06/1968
CE Crewe Diesel 05/1973
BR Bristol Bath Road 07/1973
Renumbered 50 001 21/03/1974
OC Old Oak Common 05/1974
LA Laira 04/1976
Named Dreadnought on 10/4/78
Store 12/04/1991.
Withdrawn 19/04/1991
Stored at Laira until moved to Exeter Riverside Yard in early January 1992, and then left on 9/1/92, and hauled to Booth Roe Metals, Rotherham, where it arrived the next day for
scrap.
The loco remained in the scrapyard, and was sold to Operation Collingwood in 9/95 for eventual restoration. Nothing came of this project, and the loco was resold to Booth Roe
Metals in 12/99. With scrapping looming, it was sold to Adrian Parcell, of Cotswold Rail, in 4/00, and was to be moved to Moreton-in-Marsh, and to be kept only as a bodyshell.
However, circumstances changed and it was cut up at Booth Roe Metals on 12/12/02.
I hope you enjoy looking through my Flickr images. Please consider helping me pay for my Flickr subscription, and to replace my scanner with something that'll produce better images from the past.
I'd like to rescan all of my older uploads in the fullness of time.
Any help will be greatly appreciated.
Thank you.
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number GLB 946 D (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.
Diolch yn fawr am 67,404,304 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,404,304 amazing views, enjoy and stay safe
Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-094
The Baby Deltic Project's replica Class 23 No. D5910 on display at the Barrow Hill 150th event on 28th August 2022.
The project is at an advanced stage of recreating a working example of the English Electric type 2 loco using a shortened Class 37 bodyshell and Class 20 bogies to house the sole surviving original Baby Deltic engine.
This Is The Rear Shell Of A First-Generation 1965 Ford Mustang Convertible Coupe Ragtop [76A], In “Dynasty Green”, One Of 73,112 Mustang Convertibles Built In 1965, And One Of A Grand Total Of 1,288,557 “Original” Mustangs Produced Between 1964-’66. The Entire Front Clip Of This Car Was Missing, As Were Several Parts Of The Interior And A Few Other Major Components.
At The Time, I Desperately Wanted To Salvage That Iconic Chrome Mustang Badge (Gas Cap) On The Rear As A Keepsake (I Was Just A Kid!), However I Was Told This Car Was “Being Worked On For A Customer”, This Car Was Still In The Yard At Least Three Years Later.
There Were Many Mustangs In This Yard Over The Years, In Fact They Had At Least A Handful Of Examples Of Every Single Generation Of Mustang For Quite A While, Including Mercury Cougars. There Were Even Some Very High-Performance Mustangs Such As V8 Boss 302s, 351s, And Even At One Point A Very Rare 1969 Mustang Mach 1 Boss 429, And Also A 1969 Mercury Cougar Boss 302 Eliminator.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number PBK 853 M (Portsmouth)
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
Many thanks for a fantabulous
46,372,350 views
Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-258
W111
Zoute Sale - Bonhams
Estimated : € 260.000 - 350.000
Sold for € 270.250
Zoute Grand Prix 2022
Knokke - Zoute
België - Belgium
October 2022
"If you feel obligated to ask about the price you not only will never understand the car, you have branded yourself incapable of ever appreciating its virtues even if someone gave you one." – Car & Driver on the Mercedes-Benz 280SE 3.5.
The fact that the esteemed American motoring magazine felt compelled to remark on the 280 SE's price is understandable when one considers that at $13,500 in 1970 it 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!
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 200km/h with 100km/h reachable in 9.6 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, air conditioning, 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 1959 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 'Flachkühler or 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. The company's last hand built convertible, these last-of-the-line classics are highly sought after by today's discerning Mercedes-Benz collectors.
One of only 1,232 Cabriolets produced, this automatic transmission Mercedes-Benz 280 SE 3.5 features a Becker Mexico radio, air conditioning, and power windows. The car was sold new to the United States and later exported to The Netherlands where it has been maintained in excellent condition. Subsequently, the Mercedes was sold to a Belgian car collector from Antwerp. We are advised by the current private vendor that there are no leaks and that the exhaust was replaced recently. The car drives very well and recently participated in several rallies, including one in Tuscany, Italy. One need hardly mention that it has proven very reliable. Offered with an illustrated valuation report from 2021, the car is matching numbers and its very striking colour combination is original.
Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580
Registration Number ABW 359 L
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Carrera name was reintroduced to in 1973, originally applied to the 356 Carrera and in turn came from Porsche class victories in the Carrera Panamerica races accross Central America in the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210bhp. With revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wheel arches. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be required to qualify for FIA Group 4 Class.
49 Carrera RS cars were built with 2808 cc engines
In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that pric
Many thanks for a fantabulous
50,826,310 views
Shot 23.04.2016 Shot at VSCC Spring Start Meeting, Silverstone REF 115-641
I had to pay a bit more for this kit than I usually spend. A few things have been put together, but quite neatly and the bodyshell hasn't been painted so it'll be an easy one to build.
The security at EMD Longport is certainly alert! The guard cat keeps tabs on my photography (through the fence of course) of 60014's bodyshell.
10-04-2026
56022 stands outside the shed at Wath, 17th April 1979.
Locomotive History
In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp, in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Brush sub-contracted the building of their thirty locomotives (56001 – 56030) to Electropuere in Romania. These thirty locomotives suffered from poor construction standards and although 56022 arrived in the United Kingdom on the 17th March 1977 it was not accepted into traffic until the 24th May 1977. This poor construction standard seems to have plagued these thirty locomotives as many were withdrawn from service early, with 56022 being withdrawn in November 1999. Stored at Immingham for almost eight years it was eventually transported by road to the Weardale Railway in September 2007, where it was eventually stripped and the bodyshell transported to EMR Kingsbury where it was broken up in February 2012.
Praktica LTL Ektachrome 200
One of the earliest editions of the mighty Ford Escort, a car of humble roots that soon became an icon for so many reasons!
The Ford Escort was a small family car that was manufactured by Ford from 1968 to 2004. The Ford Escort name was also applied to several different small cars produced in North America by Ford between 1981 and 2003.The first use of the Escort name was for a reduced specification version of the Ford Squire, a 1950s estate car version of the Ford Anglia 100E, though this did not sell well by comparison to the other members of the 100E family.
The Mark I Ford Escort was introduced in the United Kingdom at the end of 1967, making its show début at Brussels Motor Show in January 1968, replacing the successful long running Anglia. The car was presented in continental Europe as a product of Ford's European operation. Escort production commenced at Halewood in England during the closing months of 1967, and for left hand drive markets during September 1968 at the Ford plant in Genk.
Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims. At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany.
The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC's Austin/Morris 1100 was beginning to show its age while Ford's own Cortina had grown, both in dimensions and in price, beyond the market niche at which it had originally been pitched. In June 1974, six years into the car's UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the USA. It was also stated that 60% of the two million Escorts had been built in Britain. In West Germany cars were built at a slower rate of around 150,000 cars per year, slumping to 78,604 in 1974 which was the last year for the Escort Mark I.
Many of the German built Escorts were exported, notably to Benelux and Italy; from the West German domestic market perspective the car was cramped and uncomfortable when compared with the well-established and comparably priced Opel Kadett, and it was technically primitive when set against the successful imported Fiat 128 and Renault 12. Subsequent generations of the Escort made up some of the ground foregone by the original model, but in Europe's largest auto-market the Escort sales volumes always came in well behind those of the General Motors Kadett and its Astra successor.
The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or 3-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille – arguably the car's main stylistic feature. Similar Coke bottle styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) launched in 1970.
Initially, the Escort was sold as a 2-door saloon (with circular front headlights and rubber flooring on the "De Luxe" model). The "Super" model featured rectangular headlamps, carpets, a cigar lighter and a water temperature gauge. A 2 door estate was introduced at the end of March 1968 which, with the back seat folded down, provided an impressive 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the same engine options as the saloon, but it also included a larger, 7 1⁄2-inch-diameter clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969.
Underneath the bonnet was the Kent Crossflow engine also used in the smallest capacity North American Ford Pinto. Diesel engines on small family cars were rare, and the Escort was no exception, initially featuring only petrol engines – in 1.1L, and 1.3L versions. A 940cc engine was also available in some export markets, but few were ever sold.
There was a 1300GT performance version, with a tuned 1.3L Crossflow engine with a Weber carburetor and uprated suspension. This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge. The same tuned 1.3L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later, an executive version of the Escort was produced known as the 1300E. This featured the same 13 inch road wheels and flared wings of the Sport, but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings.
A higher performance version for rallies and racing was available, the Escort Twin Cam, built for Group 2 international rallying. It had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5L non-crossflow block, which had a bigger bore than usual to give a capacity of 1,557cc. This engine had originally been developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 production began. The most famous edition of the Twin Cam was raced on behalf of Ford by Alan Mann Racing in the British Saloon Car Championship in 1968 & 1969, sporting a full Formula 2 Ford FVC 16-valve engine producing over 200hp. The Escort, driven by Australian driver Frank Gardner went on to comfortably win the 1968 Championship.
The Mark I Escorts became successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time. The Ford works team was practically unbeatable in the late 1960s /early 70s, and arguably the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally being driven by Finnish legend Hannu Mikkola. This gave rise to the Escort Mexico (1.6L Crossflow-engined) special edition road versions in honour of the rally car.
In addition to the Mexico, the RS1600 was developed with 1,601cc Cosworth BDA which used a Crossflow block with a 16-valve Cosworth cylinder head, named for Belt Drive A Series. Both the Mexico and RS1600 were built at Ford's Advanced Vehicle Operations facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells utilising seam welding in places of spot welding, making them more suitable for competition.
After updating the factory team cars with a larger 1701 cc Cosworth BDB engine in 1972 and then with fuel injected BDC, Ford also produced an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0L Pinto engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.
This generation of the car eventually ended production in 1975, taking on a much more angular design for the next model year. The car would however continue to gain further fame in the hatchback war years of the 1980's, with the Ford Escort XR3i going head-to-head with the Volkswagen Golf GTi in the battle for the most powerful and greatest hot hatch. This would eventually evolve into what many consider the greatest European sporty Ford ever made, the RS Cosworth, a favourite amongst rally champions and yobbos everywhere!
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 Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.
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.
Allora Stratos Replica (1986-89) Engine 1995cc S4
Registration Number DOO 414 T (Chelmsford)
The Lancia Stratos HF (Tipo 829), was 2418cc (Dino V6) mid-mounted engine sports rally car designed by Marcello Gandini at Bertone and produced between 1973-78. The HF stands for High Fidelity. It was a very successful rally car, winning the World Rally Championship in 1974, 1975 and 1976 as well as victories as a race car five times the Tour de France Automobile. three editions of Giro d'Italia automobilistico. and the 1974 Targa Florio. Together with it being a fearsome, lighweight Motorsport weapon it was also available as a high performance road car. Instantly recognisable with its striking wedge shape and with only 492 examples built, it is now wildly exclusive and expensive. Sparking a rash of very desirable replicas, perhaps the most common being the excellent Hawk HF2000 and HF3000
This fantastic looking example is from Allora (Handmade Cars) of Bushey, Hertfordshire produced from 1986 to 1989. Handmade Cars was a British manufacturer of repica kit cars established by Stuart Gross in 1986 under the brand name Allora. The only model offered was was the replica of a Lancia Stratos .kits came with fibreglass bodyshell and chassis .The basis was a chassis from the Lancia Beta , which was, however, changed to a semi- monocoque. The suspension was also changed a lot. Various engines from AlfaRomeo , Ferrari , Lancia , Renault , Rover and Vauxhall Motors were available. The Allora is even more rare than the original with only around 13 kits built of which only two are on the road in the UK plus a third which has remained unbuilt, two further cars exist one in France and one in Germany
This car is owned and built by David Jowsey of North Yorkshire. The Stage One kit was purchased following David reading about it in a magazine article for £ 3750. At the time there were two kits available the Allora and the Transformer, from Frant in Sussex, using a Lancia Beta subframe. The Allora kit came fibreglass bodyshell, chassis, bulkhead, doors, centre section with dash, inner sills and all the nuts and bolts to put it together. The engine he sourced was 2-litre, twin-cam engine from a Lancia Beta with 160bhp when prepared by Guy Croft. The finished car retains the original Beta registration
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Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-346
Towards the end of the eighties Vauxhall then a subsidiary of General Motors (GM) decided that they wanted to take on the likes of BMW with its high performance M5 4-door saloon car. Vauxhall already had in its range the Carlton GSi powered by a 3-litre inline six-cylinder engine. Vauxhall asked GM for permission to develop a high performance version of the Carlton GSi. GM granted permission and Vauxhall then turned to another subsidiarity of GM, Lotus at Hethel in Norfolk. In 1989, a standard Carlton GSi built in Germany by Opel was sent to Lotus to improve it, Lotus always gave a code to any project, in this case it was 104.
Lotus took the standard 3-litre 24 valve DOHC petrol engine and fitted it with two Garrett T25 turbochargers and increased the capacity of the engine to 3.5-litre which produced 377bhp and 419 lb.ft of torque The standard five-speed gearbox was replaced with a ZF six-speed synchromesh gearbox which was fitted to Chevrolet Corvette ZR-1. The standard rear axle was replaced with a limited-slip differential unit from Holden both manufacturers mentioned were subsidiaries of GM. The standard suspension was replaced with the self levelling suspension from the Vauxhall Senator. The braking system was uprated, along with the fitment of larger rear wheels. Even the bodyshell was modified to seam welding from the standard spot welding this was to give extra strength to the body. The Lotus Carlton had a top speed of 177mph and a 0-60 time of 5.2 seconds and 0-100 of 11.5 seconds.
Vauxhall announced at the 1989 Geneva motor show that the Lotus Carlton would go on sale in 1990 with a price tag of £48,000 and available in one colour, Imperial Green. The car would sold in the UK as the Lotus Carlton and as the Lotus Omega in Europe. Opel built both cars in West Germany which were then shipped to Lotus to be modify. The plan was to build a total of 1, 100 cars, sadly this figure was never reached because of the resection and the Lotus Carlton got a lot of bad press about it's high top speed. A grand total of 950 were built with 286 Lotus Carlton cars sold in the UK the rest were Lotus Omega cars sold in Europe.
Today a prestige Lotus Carlton would fetch a price of £50,000. Without question the Lotus Carlton was a special car and an important part of Vauxhall's history.
My photograph shows a Vauxhall press car conventally parked over the M1 near Luton.
Copyright: Vauxhall Motors Ltd
Chassis n° 904-061
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2020
Estimated : € 1.600.000 - 1.800.000
Sold for € 1.917.500
While Ferdinand ‘Butzi’ Porsche is best known for his landmark 901/911 design, he also penned the beautiful 904 GTS coupe. This stunning two-seat, dual-purpose sports car was the first Porsche to wear an aerodynamic and lightweight glass-fibre bodyshell. Its powerplant was the sophisticated quad-cam, air-cooled, opposed four-cylinder engine carried over from the 356 Carrera, mounted amidships. A small number of late-production cars were fitted with six-cylinder engines from the 906. A total of 108 chassis were constructed by the factory, plus a few more later from spare parts.
The Kardex of chassis no 904-061 states that it was completed 4 March 1964 and delivered to its first owner through Glöckler of Frankfurt on 8 April. Finished in Signal Red with a blue cloth interior, this chassis was fitted with engine number P99045 (Type 587/3) and gearbox number 904061 (Type 904/0). Its Kardex indicates the car was retained by Glöckler until at least September, by then having accrued 6,500 km. Historical records show the car being sold to a Portuguese enthusiast, believed to be a Mr Dos Santos, who drove the car on a tour of Portugal. Around 1969 the car was acquired by noted French driver Raymond Touroul.
According to Rolf Sprenger and Steve Heinrichs’s Porsche Carrera: The 4-Cam Motor and the Early Years of Porsche Motorsport, Touroul raced with this 904 at a handful of events in period, including with co-driver Pierre Pagani at the 1969 Tour de France, where the car retired. Touroul appeared at the Coupes de Vitesse at Montlhéry in May of 1971, finishing 4th overall. He raced twice at Albi, finishing 3rd overall in 1971 and 3rd in class in 1972, which was his final listed event in the car.
Circa 1980 the car was restored and repainted in its original Signal Red and trimmed in cream leather. By 1988 the car reportedly had accrued barely 13,000 km. By the late 1990s, the car had been purchased by enthusiast and collector Alain Salat. In 2000 it was entrusted to a marque specialist, who repainted the car Silver Metallic and installed a new black interior. The original four-cam engine was found to have been damaged and was replaced by a period-correct, magnesium-cased, twin plug, Type 906 two-liter, six-cylinder engine. In 2007 it was purchased by the current owner. He decided to restore the original engine to its former glory, yet did not fit it to the car in an effort to preserve it for future use. This engine is now out of the car, has been dyno tested, and is offered complete with flywheel, cooling turbine, carburettors, and ignition system. Following the restoration, the car appeared at the 2010 Le Mans Classic.
The car is supplied with its FIA Historic Technical Passport issued in 2008, a significant history file, and a second set of wheels. Presently showing 24,000 km, believed to be original, and benefitting from a clear ownership history, this 904 is one of the most original examples RM Sotheby’s has had the pleasure of offering. It is ready for vintage touring and rallying, with its amazing Type 906 six-cylinder engine, or, should its fortunate next owner desire, it could be restored to factory original specification with its original four-cylinder engine, offering truly the best of both worlds.