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

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

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.

Lada 1200 (VAZ-2101) (1970-82) Engine 1568cc VAZ-2106 S4

Registration Number YFA 827 S (Stoke on Trent)

LADA SET

www.flickr.com/photos/45676495@N05/sets/72157623795811036...

The VAZ-2101 Zhiguli , commonly nicknamed Kopeyka (for the smallest Soviet coin, 1/100 of the Ruble), widely exported to West under the Lada name. The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. The lightweight Italian Fiat 124, had won the European Car of the Year award in 1967, sold under licence for Soviet production it was heavily modified to survive Russian driving conditions Among many changes,, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI with a modern OHC, its suspension was raised and the bodyshell made of thicker, heavier steel with reinforcement in key chassis areas. The car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, auxiliary fuel pump and improved soundproofing.

VAZ were forbidden from selling the car in competing markets alongside the Fiat 124; however exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer 131 Mirafiori model. In the UK it was sold from May 1976 until May 1979 and it was the second Lada car to be sold in this market. Although starting to be slowly replaced with its successor, the VAZ-2106 already from 1976, it remained in production until 1984. It was the first VAZ model to be discontinued, in spite of not being the oldest one.

VAZ-2103 (1972-1984) — 4-door saloon was equipped with 1,452 cc (88.6 cu in) straight-four. Compared to the Fiat 124 Special, modifications were done to suspension, carburetor, and some other parts in order to satisfy the wide range of Russian climate conditions. All of these models were adapted to local roads and had a suspension able to provide a comfortable ride even on tough gravel roads. The more expensive VAZ-2103 was considered a prestigious model, and was very popular among Soviet white-collar workers. The estate version VAZ-2102 was also available equipped with engine VAZ-2103 (1.5 L) and panel also known as Lada 1500 Combi (VAZ-21023, 1500 DL Estate).

Diolch am 80,479,153 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 80,479,153 amazing views, every one is greatly appreciated.

Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-088

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Ford Escort Mk.II Sport (1975-80) Engine 1598 S4 OHV Crossflow Production 631,828 (in the UK - over 2 million worldwide)

Registration Number KUE 572 V (Dudley)

FORD of BRITAIN SET

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The Escort Mk.II was launched in 1975, redesigned with a more square shaped body on the existing Escort underside and running gear. Built in Britain at Halewood and a number of other countries. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed "Brenda" during its development, The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs

The "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "RS Mexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for a hitherto untapped small car luxury market, and "base / Popular" models for the bottom end.

A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given.

In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest.

As with its predecessor, the Mark II had a successful rallying career. All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L (1,593 cc) OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Crossflow. A new model was released, the RS1800, which had a naturally aspirated 1,833 cc. The works rally cars were highly specialised machines. Bodyshells were heavily strengthened and characterised by the wide wheelarch extensions, and fitment of four large spotlights for night stages. The Mark II Escort continued its predecessor's run on the RAC Rally, winning every year from 1975 to 1979 and racing in a variety of other events around the world.

Diolch yn fawr am 67,340,911 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,340,911 amazing views, enjoy and stay safe

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-071

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.

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.

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

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

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'.

Sent to the Isle of Wight in 1992 as pair of 'Spare Cars', 483010 was a pair of a stripped-out bodyshells on bogies, with the windows plated-over and finished in a base blue livery with yellow panels at the cab ends. Their original London Transport identities had been 10139 & 11172, both cars being new way back in 1939. On July 23rd 1999, the pair of sun-bleached cars were dumped minus their bogies awaiting their fate at Ryde St Johns Road.

Thirty-one 101s were converted by Land Rover with artistically styled bodyshells for the 1995 Sylvester Stallone film Judge Dredd. Land Rover is supposedly the world's only surviving vehicle manufacturer in 2139 when the film is set, and the green oval logo can be seen on the side of the vehicles, known as "City CABs". Several of these prop vehicles still exist in driveable condition and are often seen at Land Rover events.

Wikipedia

www.talkingpix.co.uk/Reviews - Judge Dredd.html

Austin Allegro 1.3 HLS Mk3 (1979-82) Engines 1275cc. S4 Tr.

Registration Number SWK 701 W (Coventry)

AUSTIN ALBUM

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

Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 97,128,814 amazing views, every one is greatly appreciated.

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-022

Renault 5 (Phase 2) Raid Turbo (1988-91) Engine 1397cc Turbocharged S4

Registration Number H 979 KON (Birmingham)

RENAULT ALBUM

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The Renault 5 is a supermini car produced by Renault from 1972 to 1996 over two generations as a Hatchback with three or five doors. The first generation (also known as the R5 or Le Car), which was made from 1972 to 1985 designed by Michel Boue. The second generation R5, marketed as the Renault 5 (or Supercinq, Superfive), launched in October 1984 was designed by Marcel Gandini as as three door Hatchback, right hand drive models were available in the UK from January 1985. Although it closely resembled the first generation car, the bodyshell and platform were completely new, based on the platform of the larger Renault 9 and 11.

The Ranault 5GT Turbo was launched in in 1985 based on the second-generation Renault 5, known for its aggressive character and lighter build, powered by a 1.4-litre engine with a Garrett t2 Turbocharger of 115 bhp and weighing just 850kg, it featured grey plastic side skirts and bumpers and was known for its turbo lag, foll.wed by a violent power surge. Produced 1985-87 (it became known as the Phase 1) it was lighter and considered more hardcore than what was to follow.

The Phase 2 was produced 1988-91 and was slightly more refined Its power increased slightly to 120 bhp, and it had new body-coloured bumpers and smoother styling. As well as having a revised cooling system and improved carburettor, the interior was updated, offering more comfort.

Diolch am 99,250,352 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 99,250,352 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-368

Used to promote a bodyshell tilter.

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

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.

I have no clue as to what this tripped bodyshell might be. Looks to be a saloon with the rear bulkhead, but otherwise?.....

Singer Chamois (1964-70) Engine 875cc S4 OC

Registration Number KGT 991 D (London)

SINGER SET

www.flickr.com/photos/45676495@N05/sets/72157623722487129...

The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.

In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.

In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened

In 1969 the Chamois was updated with the addition of twin headlamps

Many thanks for a fantabulous

46,717,218 views

Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-398

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!

In the gloom that is the 1960's designed London Euston, a pair of Virgin Trains Class 390's are prepared for their next high speed runs to the north.

Since their introduction in 2002, the Class 390 tilting Pendolino sets have revolutionised services on the West Coast Mainline, bringing about an entirely new level of speed onto a route notorious for its laboriously winding route. But with such a technological leap, the Class 390 has sadly paid the price for its image due to what it was replacing.

The idea of a tilting train on the West Coast Mainline was however not a new one to Alstom when they developed the Pendolino sets in the late 1990's, with the concept being toyed way back in the early 1970's. British Rail first pioneered the concept of the tilting train with the ill-fated Advanced Passenger Train or APT of the mid-1970's. The idea was to create a train that could shift its centre of gravity whilst moving around sharp bends at high speeds, similar to how a motorcyclist leans into corners. This was to not only allow the train to travel at higher speeds on winding track without fear of it falling over, but also to improve passenger comfort levels and stop people being pressed against the windows when taking corners!

The original APT was a Gas-Turbine unit that operated on the Midland Region out of London St Pancras, and was later followed by the Class 370 electric multiple unit that began trials on the West Coast Mainline from 1980. A truly brilliant concept, the APT showed the world that the idea of a tilting train could be possible, that is, when it worked. The Class 370 was marred by teething problems and reliability issues, mostly consisting of the fact that the tilting mechanism wouldn't work properly or there would be just general train faults. Coupled with the winter of 1981, the worst winter for many years, and the train's image was damaged beyond repair. Even while developments were looking promising, and with only a few million Pounds required to complete the project, the British Government pulled the plug and the APT was axed in 1986, with only one complete set remaining as a rather sorry museum piece. The train of the future had become a thing of the past.

But the developments of the APT were picked up by none-other than Fiat Ferroviaria, who, following the failure of their British rival, developed their own and much more successful tilting train, the ETR-401 Pendolino, which began operations in 1988. This was later translated into a fleet of 15 ETR 450 production units which became the first revenue earning tilting trains.

In 2000, Fiat Ferroviaria was acquired by Alstom, who has been building their legendary tilting trains ever since. This coincided with the formation of Virgin Trains following privatisation of British Rail in 1994. As part of Virgin Trains' franchise requirements in 1997, the company intended the replacement of the ageing BR stock of the 1960's with a new fleet of high speed trains that would reduce journey times and up travel quality. As such, Virgin turned to Fiat Ferroviaria and later successor Alstom to provide them with a derivative version of the company's latest tilting Pendolino, the ETR 460.

Fiat Ferroviaria supplied much of the content of the Class 390 units, including the bodyshell and the bogies, while final assembly was carried out at Washwood Heath. The tilting technology was developed by SIG Switzerland (later Fiat-SIG, today Alstom). Two electromechanical actuators are used per car to achieve the desired tilting angle on curved stretches of track. The train can tilt to a maximum of eight degrees, at which point one side of the cabin train is 380 mm higher above the track than the other. In contrast to other Fiat Ferroviaria tilting trains which use hydraulic tilting actuators, the electromechanical systems offers lower maintenance cost and higher efficiency.

The new trains were intended to run at 140mph, but the West Coast Main Line modernisation programme, which was an upgrade to the infrastructure to allow faster line speeds, ran over budget. Consequently, plans were scaled back, and in a manner reminiscent of the introduction of the InterCity 225, the lack of signalling upgrades resulted in the maximum line speed being restricted to 125mph. Although this (and 140mph) are well below BR's hopes for APT of 155mph, it does match the maximum speed of 125mph for the APT in passenger service (although one APT set reached 162mph in testing).

The fleet was introduced into passenger services from London Euston to Manchester Piccadilly on 23rd July, 2002, to coincide with the opening of the 2002 Commonwealth Games in Manchester. Over the next few months they took over the Manchester services, and were soon introduced on routes from London to Liverpool Lime Street, Birmingham New Street, Wolverhampton and Preston.

With the start of Class 390 operations, the writing was very much on the wall for the ageing sets of trains it was replacing, and thus the Class 390's image began to be somewhat tarnished amongst the railway purists. First to go were the Class 86's of the 1960's, proud high-speed locomotives that were once the mainstay of the WCML, withdrawn from service in 2003 following both the introduction of the Class 390's, and the Class 220/221 Voyager units on Cross-Country services. Next were the newer Class 90's of 1989, replaced in 2004 once Class 390's had been allocated to routes north of Preston. The final locomotive hauled trains were provided by the Class 87's of the 1970's, which held strong until final replacement in 2005, bringing an end to locomotive hauled services on the West Coast Mainline. From then on, the Class 86's have mostly been scrapped, whilst Class 90's were transferred to Anglia to replace their Class 86 fleet. Class 87's on the other hand have since been exported largely to Bulgaria, the few remaining here in the UK either being scrapped, placed in storage, or made into museum pieces. This left a great deal of animosity towards the Class 390's by the railway enthusiast community, who, even after 10 years, still have a strong hatred towards these trains.

The service improvements however are something that can't be taken away from the Class 390's as these trains have taken the original and comparatively sluggish 110mph top speed and translated it into the extremely fast 125mph running speed that BR had dreamt of for years. In September 2006, the Pendolino set a new speed record, completing the 401 mile length of the West Coast Main Line from Glasgow Central to London Euston in 3 hours, 55 minutes, beating the 4-hour-14-minute record for the southbound run previously set in 1981 by the Class 370 APT. The APT however retains the ultimate speed record for this route, having completed the northbound journey between London Euston and Glasgow Central in 3 hours 52 minutes in 1984 which included a 5-minute delay due to a signal fault.

Since then the Pendolino has become very much a staple of high speed train travel in the UK, and still looks good even 15 years after the first ones hit the test tracks back in 2001.

The Class 390 was put to the test however with 390033 'City of Glasgow', which was written off after the Grayrigg derailment of February 23rd, 2007. The accident had been caused by a points malfunction, which, after a failure to inspect by Network Rail, changed the direction of travel from normal and thus resulted in the entire set derailing and plummeting down an embankment at 95mph. The sturdy design and robust nature of the Class 390 has been attributed to the fact that only one person, an elderly lady, was killed in the disaster, whereas if the previous MkII carriages had been involved, the death-toll could have been much higher. As said, the unit was written off, and the less damaged rear carriages of the set now reside at the Crewe Training Centre and are used for the instruction of drivers and train crew. The subsequent destruction of one of the units led to Virgin Trains reinstating a loco-hauled service to cover its diagrams, this being in the form of a hired Class 90 (usually from Freightliner), a set of 9 MkIII coaches, and a Driving Van Trailer. This train operated covering diagrams until November 2014, when it was retired and transferred to Greater Anglia.

Since 2007 the Class 390's have had their fleet enhanced from the original 53 sets to 57 with the addition of 4 new units between 2011 and 2012. The introduction of these new sets coincided with the extension of 31 sets to 11-cars, with new carriages built and imported from Alstom's factory in Italy, the first routine 11-car InterCity train to operate in the UK since the 1970's.

Today the Class 390's continue to ply their merry trade, and remain vital parts of the UK's high speed network, bringing Glasgow, Manchester, Birmingham, Liverpool and London closer together than they've ever been before.

Lada 1200 (VAZ-2101) (1970-82) Engine 1198 S4

Registration Number VOY 414 L (London C.)

LADA SET

www.flickr.com/photos/45676495@N05/sets/72157623795811036...

The VAZ-2101 "Zhiguli" , commonly nicknamed "Kopeyka" (for the smallest Soviet coin, 1/100 of the Ruble), widely exported to West under the Lada name. The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. The lightweight Italian Fiat 124, had won the European Car of the Year award in 1967, sold under licence for Soviet production it was heavily modified to survive Russian driving conditions Among many changes, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI with a modern OHC, its suspension was raisedand the bodyshell made of thicker, heavier steel with reinforcement in key chassis areas

The VAZ-2101 (1970–1982) was the first of the Lada variants, powered by an 1198cc engine of 59bhp, a maximum speed of 140 km-h (87 mph) nd 0–100 km/h (0–62 mph) in about 20 seconds, the cars had soft suspension for local road conditions. The 2101 (and its first modifications) opened a new era in Russian motoring. Unfortunately, the Togliatti plant could not supply the consumer demand and people had to wait for years to get a chance to buy the car. Exports began 21 February 1971, to Yugoslavia, followed by Finland, Holland and Belgium. Cars were also exported to Cuba, where Raul Castro used one as his personal transport until 2006, Angola and Canada.

The 21012--right-hand drive saloon with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market). Production of the 1300cc version continued into 1988 when it was replaced by the updated Lada Riva

Diolch yn fawr am 71,291,168 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 71,291,168 amazing views, enjoy and stay safe

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-387

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.

Ford Cortina Mk.V (1979-82) Engine 1593cc S4 OHV

Registration Number KBD 45 Y (Northampton

FORD UK ALBUM

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

The Cortina was launched just ahead of the 1962 London Motor Show, under the project name Archbishop, as either a 1198 cc or 1499 cc as a two or four door saloon or five door estate and the more sporting 1499 cc GT or the Lotus Cortina of 1600 cc Twin Cam. Its Cortina name was inspired by the the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. The Cortina remained in constant production over five generations from 1962-1982

The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.

Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.

The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.

Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this body style was available up to Ghia V6 level on overseas markets).

Diolch am 94,407,504 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 94,407,504 amazing views, every one is greatly appreciated.

Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-201

Humber Sceptre II (1966-67) Engine 1725cc S4 OHV

Production 11,983

Registration Number LFM 184 D (Chester)

HUMBER SET

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.

For 1966 the model was upgraded as the Sceptre II with a larger 1725cc engine and an Automatic option, and revised front end styling.

A Humber Sceptre Mk II series was tested by Motor magazine, published April 1966, with performance figures of a top speed of 94.8mph, a 0-60 mph time of 12.5 seconds and 19.5 seconds for the standing quater mile

Thanks for a stunning 59,883,567 views

Diolch am 59,883,567 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin

Shot 28.05.2017 at the Smallwood Vintage Rally, Love Lane Farm, Betchton, Sandbach REF 127-151

The scrap bodyshell of Class 66 No 66048,a derailment casualty that used to wear Eddie Stobart livery as James The Engine, has been purchased by Electromotive Longport from the Rotherham scrapyard of C F Booth.It has been put on two stands minus the bogies .Not sure what Electromotive intend to do with it.

Ford Zephyr Mk.II (1956-62) Engine 2553 cc S6 OHV Production 350,244 (all Mk,II)

Registration Number OSK 916 (Caithness)

FORD (UK) SET

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

The Ford Zephyr is an executive car manufactured over four generation between 1950-72

The Zephyr Mk.II was launched in 1956, with the Ford code 206E, powered by a six cylinder engine of 2553cc, and again sharing the same bodyshell as the four cylinder Consul.

Both restyled from the stubbier Mk.I, with a longer wheelbase, improved weight distribution and bigger engine with a top speed of 88mph

The roof profile was lowered in 1959 with the cars now referred to as low-lina and the earlier models retrospectically becoming high-line. The low-line also featured redesigned rear lights and much of the external bright work in stainless steel. the difference being 1.75 in (44 mm) being cut from the height of the roof panel. The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel.

Diolch am 77,251,517 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 77,251,517 amazing views, every one is greatly appreciated.

Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-920

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 Citroën LN was introduced in 1976 as a combination of the bodyshell of the Peugeot 104 Z Coupé with the 602 cc air-cooled two-cylinder engine of the Citroën 2CV. Later models, called LNA, had larger water-cooled engines. Production of the LN(A) ended in 1986.

Best viewed 'Original' size.

Ilford (IL) EMU depot 'Open Day' 20/05/1989.

Royal Mail liveried class 302 (formerly AM2) EMU 302990.

The 302s were based on the standard BR Mk1 bodyshell and were built for the LT&SR line between 1958 & 1960 at Doncaster and York Works.

The class was withdrawn in 1999 after around forty years in service.

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.

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

Production 250 limited maximum

Registration Number JR 65 PRO (Cherished number, reserved for special allocation)

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

Thanks for a stunning 61,902,693 views

Danke für 61,902,693 Aufrufe, sehr geschätzt

Merci pour 61,902,693 vues, très apprécié

Bedankt voor de 61,894,465 views, zeer gewaardeerd

Gracias por 61,902,693 visitas, muy apreciado.

Grazie per 61,902,693 visualizzazioni, molto apprezzato

61,902,693 ビューありがとうございます、ありがとうございました

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-315

InterClassics 2020

Maastricht, the Netherlands.

Production: 1 of 500 (2007-2009)

The Alfa Romeo 8C is a supercar produced by Italian automaker Alfa Romeo between 2007 and 2009.

It was first presented as a concept car at the 2003 Frankfurt Motor Show and later released for sale for the 2007 model year.

The name refers to the eight-cylinder (Cilindro in Italian) engine (8C) and Alfa Romeo's racing pedigree (Competizione, Italian for 'Competition').

Alfa received over 1400 orders for the 8C after the official announcement that the car would enter production. However, only 500 customers ended up with the 8C Competizione and an other 500 with the 8C Spider.

The production version is very similar to the concept; the biggest difference to the exterior being the rear-hinged hood. Other minor changes included the front lights, which used Xenon lamps, a standard wiper system, a mesh side vent, and the rims, which had a design that mimicked the cloverleaf logo. The car came standard in Alfa Red or Black. Pearl Yellow and the Special Competizione Rosso, was also available as an option. Paint upon sample colors were also available for an additional charge. Therefore, the 8Cs where produced in a wide range of colors including, white, Maserati range: Fuji White, Blue Avio, Blue Oceano, Ferrari range: Blue Pozzi, Vinaccia (Aubergine), and special Alfa Romeo historic color Grigio Nuvolari.

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.

It is fitted with specially developed 20-inch tires: 245/35 at the front and 285/35 at the rear, fitted on perforated rims in fluid moulded aluminium.

The 8C brakes have been called "phenomenal" by Road & Track magazine, with a stopping distance of 32 metres (105.0 ft), when travelling at an initial speed of 97 kilometres per hour (60 mph). The official top speed is announced to be 300 kilometres per hour but it might be higher, with estimations that it could be around 306 kilometres per hour (190 mph) according to the Road & Track magazine. An Alfa Romeo engineer also stated that it is faster than the announced top speed.

On top of this supercar performance there is the best exhaust sound you can imagine.

Source: www.dreamgarage.nl

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

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

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.

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

Old Oak Common's 47 510 'Fair Rosamund' arrives at Bristol Temple Meads on an Up Passsenger, on June 1st 1980.

She was built by Brush as D1954, entering service on November 11th 1966.

TOPS info:-

47510 OC E XA.

LMWL LM Western Lines 11/11/1966

D16 Nottingham Division 11/1966

LMWL LM Western Lines 11/1966

D05 Stoke Division 17/06/1968

D16 Nottingham Division 04/1970

D01 London Division 03/1971

D16 Nottingham Division 05/1971

D05 Stoke Division 06/1971

87A Landore 02/1973

Allocation recoded 87A to LE 05/1973

Renumbered 47 510 1/2/1974

OC Old Oak Common 03/1978

Named Fair Rosamund at Old Oak Common TMD on 23/3/79 without ceremony.

The nameplates were removed on 11/9/84.

HA Haymarket 10/1984

Renumbered 47 713 24/1/1985

Named Tayside Region at Dundee station on 17/5/85.

ED Eastfield 01/10/1987

Nameplates were removed in 7/88

Badly damaged by fire 6/88, moved from Scotland to Doncaster Works 28/6/88, damage considered too severe to repair.

Store 04/07/1988

Withdrawn 11/07/1988

Moved from ZF Doncaster Works to Vic Berry, Leicester on 21/4/90. It was on the big stack in 5/90, then by 3/6/90, only the bodyshell was left and this was scrapped by 1/7/90.

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I hope you enjoy looking through my Flickr images. Please consider helping me pay for my Flickr subscription, and to help me buy-back some of the 4000 of my slides from the past that I'd like to get back.

I'll rescan all of my older uploads in the fullness of time.

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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.

Class 312/1 312795 was stood at Southend Victoria after arrival from London Liverpool Street on May 1st 1980. Based on the BR Mk.2 bodyshell, the 312's were constructed at BREL York and were the last BR EMU's built that had slam doors. The 59 x 4-car units were built between 1975-1978. The last of the Great Eastern batch of units would bow out in 2004, replaced by class 321's and 360's. The stylish 312's seemed to be withdrawn prematurely, the oldest being in service just twenty-eight years. Fortunately a pair of class 312 coaches have survived (ex 312792) and are now at the Colne Valley Railway in Essex.

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.

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

Diolch am olygfa anhygoel, 61,997,456 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stunning 61,997,456 views

Danke für 61,997,456 Aufrufe, sehr geschätzt

Merci pour 61,997,456 vues, très apprécié

Bedankt voor de 61,997,456 views, zeer gewaardeerd

Gracias por 61,997,456 visitas, muy apreciado.

Grazie per 61,997,456 visualizzazioni, molto apprezzato

61,997,456 ビューありがとうございます、ありがとうございました

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-346

LOCATION:- Derby Litchurch Lane

DATE:- 18.06.2001

'Networker Classic' prototype, what would of been the BR class 424 seen here stored at Litchurch Ln Works in Derby.

This vehicle was originally a 4-CIG driving trailer 76112. The "Networker Classic" concept involved rebuilding Mark 1 design Southern Region EMUs of Classes 411, 421 and 423 to meet current crash-worthiness standards. This involved building a new bodyshell on the existing chassis, but keeping the original electrical and motor equipment. Therefore, the aim was to produce a 'new' unit at one quarter the cost of manufacturing a train from scratch. The rebuilt units would have had a life of at least fifteen years, thus saving considerable amounts of money when replacing old stock. However, for some reason the project was not successful, and train companies turned to new-build trains of Classes 375, 376, 377, 444, 450, 458, and 460 from various manufacturers.

Renault 5 GT Turbo (1986-91) Engine 1397cc S4 OHV

Registration Number E 244 FFG (Brighton)

RENAULT SET

www.flickr.com/photos/45676495@N05/sets/72157623690632985...

The second generation R5, marketed as the Renault 5 (or "Superfive"), was launched in the SuperMini category October 1984 The bodyshell and platform were completely new (the platform was based on that of the larger Renault 9 and 11), and R5 aesthetic remained; styling was by Marcello Gandini. The new body was wider and longer with 20 percent more glass area, more interior space, and a lower drag coefficient (0.35). The biggest changes were adoption of a transversely-mounted powertrain from the 9 and 11 and MacPherson strut front suspension. The five-door version arrived in May 1985.

The Renault 5 GT Turbo was introduced as a hot hatch version in Februar 1985. t used a modified four cylinder, eight-valve Cléon 1397 cc engine, a pushrod unit dating back to the 1962 original (in 1108 cc form). It was turbocharged with an air-cooled Garrett T2 turbocharger. Weighing a mere 850 kg (1,874 lb), and producing 113bhp (115 PS) permitting it to accelerate from a standstill to 60 mph (97 km/h) in 7.5 seconds. To differentiate it from the standard 5, it came with blocky plastic side skirts. Turbo lag was an issue, along with poor hot starting, and was considered rather difficult to control. The same engine was used, with similar issues, in the Renault 9 and 11 Turbos. The regular 43-litre (9.5 imp gal) fuel tank was considered too small for the thirstier Turbo and so a 7-litre (1.5 imp gal) supplementary tank was installed at the rear left of the car, and the 5 GT Turbo also received an oil cooler, suspension upgrades contributed tp a lower ride height

In 1987, the facelifted Phase II was launched changes included water cooling for the Turbo extending the life of the Turbo, a new ignition system which increased the engines RPM boosting output to 118bhp 120 PS.

In late 1991 the Renault 5 GT Turbo was discontinued, superseded by the Clio 16V and the Clio Williams.

Thanks for a stonking 64,857,245 views

Shot 05.05.2018 at Donington Historic Festival, Donington Park, Leic Ref 133-322

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

A mixed line-up of traction at EMD Longport; 56303, 56081 and 66048 are seen occupying the left-hand siding, with 08523, 69003 'The Railway Observer' & 69007 'Richard Trevithick' on the right.

10-04-2026

310055 is working a northbound local service to Birmingham New Street and has called at Lea Hall (between Coventry and Birmingham), 17th September 1979.

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.

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

Four car class 312 EMU 312782 stands at Liverpool Street, 23rd February 1981.

Unit History

The class 312 EMU’s were built in three batches (between 1975 and 1978) for outer suburban passenger services. They were the last class of EMU to be constructed using the Mark II coach bodyshell, and also the last EMU’s built with slam doors. This latter feature contributed to their relatively early withdrawal. 312782 is from the first batch of nineteen units built at York works in 1975/76 for Great Eastern services out of Liverpool Street. It was originally numbered 312102 and it is recently ex-works and has lost its all over “suburban” rail blue livery in favor of “inter-city” blue/grey and has been renumbered 312782. It remained on Great Eastern duties until the late 1980’s when it transferred to London, Tilbury and Southend services from Fenchurch Street. It was displaced on these duties by class 357 Electrostar units and was withdrawn in 2003.

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