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.

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

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.

Lotus Elite (Type 83 - 2nd Gen) (1980-82) Engine 2174cc Lotus 912 S4

Production 2535 (Both 1st and 2nd Generation)

Registration Number LCL 852 V (Norwich)

LOTUS ALBUM

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

The first generation type 75 Elite was designed by Oliver Winterbottom and introduced in 1974 as a replacement for the Lotus Elan Plus 2. considerably larger four-seat Type 75 and later Type 83 Elite. were designed to take Lotus upmarket and move away from its kit-car past. The Elite has a shooting brake body style, with a glass rear hatch opening into the luggage compartment. The Elite's fibreglass bodyshell was mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. The Elite was the first Lotus automobile to use the aluminium-block 4-valve, DOHC, four-cylinder Type 907 engine that displaced 1,973 cc and was rated at 155hp. The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L Esprit power-plants, the naturally aspirated 912 and the turbocharged 910.

In 1980 the Type 75 was replaced by the Type 83, also known as Elite Mk.2 Its engine was increased to the larger 2174cc, Lotus 912. The chassis was now galvanised steel and the five speed BMC gearbox was replaced by a Getrag Type 265 unit. The vacuum-operated headlights of the earlier model were replaced with electrically operated units and the Elite was now fitted with a front spoiler, a new rear bumper and brake lights from the Rover SD1.

Lotus Elite (Type 83 - 2nd Gen) (1980-82) Engine 2174cc Lotus 912 S4

Production 2535 (Both 1st and 2nd Generation)

Registration Number LCL 852 V (Norwich)

LOTUS ALBUM

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

The first generation type 75 Elite was designed by Oliver Winterbottom and introduced in 1974 as a replacement for the Lotus Elan Plus 2. considerably larger four-seat Type 75 and later Type 83 Elite. were designed to take Lotus upmarket and move away from its kit-car past. The Elite has a shooting brake body style, with a glass rear hatch opening into the luggage compartment. The Elite's fibreglass bodyshell was mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. The Elite was the first Lotus automobile to use the aluminium-block 4-valve, DOHC, four-cylinder Type 907 engine that displaced 1,973 cc and was rated at 155hp. The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L Esprit power-plants, the naturally aspirated 912 and the turbocharged 910.

In 1980 the Type 75 was replaced by the Type 83, also known as Elite Mk.2 Its engine was increased to the larger 2174cc, Lotus 912. The chassis was now galvanised steel and the five speed BMC gearbox was replaced by a Getrag Type 265 unit. The vacuum-operated headlights of the earlier model were replaced with electrically operated units and the Elite was now fitted with a front spoiler, a new rear bumper and brake lights from the Rover SD1.

Diolch am 84,637,178 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 84,637,178 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-258

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

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.

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!

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

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

Posche 911Carrera RS (997) (1995-96) Engine 3800cc Flat 6 twin 296bhp

Registration Number M 70 RSL (Cherished number, relating to the car, first allocated from Clackmannanshire)

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels

The Carrera RS is a lightweight variant of the Carrera, powered by a a naturally aspirated 3.8 liter engine generating a maximum power output of 300 PS (221 kW; 296 hp) featuring lightweight pistons, dual oil coolers, big intake valves, Varioram variable-length intake manifold, a modified Bosch Motronic engine management system and lightened rocker arms. Driving through a six speed G50/31 manual gearbox with shortened gear ratios on the lower three speeds. With larger ventilated disc braking with four piston calipers and a limited slip differential The exterior is easily distinguishable from a normal Carrera by a large fixed rear wing, small front flaps and 3-piece 18 in (457 mm) aluminum wheels. A seam welded body shell with an aluminum bonnet supported with a single strut was used along with thinner glass. On the interior, the rear seats were removed, and special racing seats along with spartan door cards were installed. Sound proofing was also reduced to a minimum. The suspension system used Bilstein dampers and the ride height was lowered for improved handling.

Diolch am olygfa anhygoel, 62,399,647 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,399,647 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-588

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.

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.

6V09 Tinsley - Coton. The scrapyard on the right is itself being scrapped. It used to have an Aston Martin bodyshell on its roof; guess that has not been scrapped!

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.

Porsche Carrera RSR (1974) Engine 2993cc H6 Production 49

Race Number 51 John Fordy

Registration Number RSR 888 H (Cherished vehicle related number originally allocated for issue from Kincardineshire)

PORSCHE ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

RS stands for Rennsport in German meaning Racing Sport and the Carrera name was reintroduced from versions of the 356 model that were victorious in the Carrera Panamerica road races of 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 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a ducktail rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), 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 made to qualify for the vital FIA Group 4 class.

Diolch am 83,018,606 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 83,018,606 amazing views, every one is greatly appreciated.

Shot 17.07.2021 at Shelsley Walsh (Classic Nostalgia), Worcestershire 147-155

On a bitterly cold mid winter evening 312022 waits to depart for Royston from the suburban train shed at Kings Cross, 17th February 1978.

Unit History

312022 is one of a batch of twenty six, four car units built at York works between 1976 and 1978 for the Great Northern outer suburban services following electrification. The class 312 was the last class of multiple unit to be constructed with the British Rail Mark II bodyshell and slam doors. This latter feature contributed to their relatively early withdrawal. During the late 1980s the 312/0 units moved to the Great Eastern for outer suburban services from Liverpool Street following the delivery of new class 317 units for Great Northern outer suburban services. On transfer 312022 became 312722. In 2003 First Great Eastern acquired new class 360 units to replace the last of the slam door stock and the class 312 units were gradually removed from traffic with the last units being withdrawn in March 2004.

Praktica LTL, Ektachrome 200

Gas Turbine locomotive 18000 stands in the shed at the Didcot Railway Centre, 29th July 2016.

Locomotive History

In 1946 the Great Western Railway ordered from Brown Boveri of Switzerland a prototype gas turbine locomotive. However the locomotive did not arrive at Swindon Works until February 1950, well after the Great Western Railway had been nationalised as part of British Railways. 18000 spent its working life under test hauling express passenger trains from Paddington before being officially withdrawn in December 1960. The engine proved to be un- reliable and expensive to operate and was competing with diesel hydraulic and diesel electric powered locomotives of a more proven design. After withdrawal the locomotive was offered to the European Office for Research and Development and moved back to Switzerland, where the gas turbine was removed and the locomotive modified for use as a testbed for experiments on rail-wheel interaction. Once these experiments were concluded the locomotive was put on display outside the Mechanical Engineering Testing building in Vienna in 1975 and was eventually secured for preservation in the UK in the early 1990s initially being stored at Crewe Heritage Centre. The current aim is to carry out body side repairs and to conserve the locomotive bodyshell as a static display.

Derby Carriage Works - 1992.

56097 moved up to make room for the bodyshell off 56312

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.

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.

TVR Vixen S3 (1968-70) Engine 1700cc

Production 438 (723 Vixen S1 to S3)

Registration Number YLW 708 H (London)

TVR SET

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

The Vixen was a hanbuilt, glass fibre bodied with a tubular frame chassis as used in the Grantura 1800S. he chassis used double wishbone suspension at both ends, and disc brakes at the front (with drums at the back.) and was significantly lighter than its mainstream competition.

The Vixen Series 1 was introduced in 1967 as an evolution of the discontinued 1800S with the same chassis with a change toa Ford (Kent) 1599cc engine, in the same trim as the unit from the Ford Cortina GT developing 88bhp. The bodywork was also slightly revised, with the bonnet having a broad flat air intake scoop. The rear of the car with fitted with the round Cortina Mark I tail lamps

The S2 followed in 1968 with the longer wheelbase chassis (90 inch) from the TVR Tuscan V8. The bonnet was restyled again, with some early cars having a prominent central bulge, and later cars having twin intake ducts at the front corners of the bonnet. The tail lamps were updated from the round Cortina Mark I style to the newer wraparound Mark II style, and the body was bolted rather than bonded to the chassis the interior was improved to give a more quality feel.

The Series 3 was introduced in 1970 The heat extraction vents on the flanks behind the front wheels were decorated with "Aeroflow" grilles borrowed from the c-pillars of the Ford Zodiac Mark IV and its Ford engine was now in the same tune as the Ford Capri with 92bhp,Instead of wire wheels, cast alloy wheels were fitted as standard.

The Series 4 followed in late 1972 using the TVR M Series chassis and Vixen bodyshell

Diolch am 76,435,687 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 76,435,687 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-599

Coachwork by Heuliez

Renault 25 Phase 1 converted into Phase 2

Estimated : € 8.000 - 12.000

Sold for € 20.468

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Rare armoured version

- Particularly luxurious finish and equipment

- Used by Raymond Lévy, CEO of Renault

Keen to add a luxurious, extended-wheelbase version of the 25 to its range, Renault turned to the coachbuilder Heuliez, based in Cerizay, which had experience of working on models for other manufacturers. The version produced by Heuliez, which was lengthened by 23cm from the B-pillar back, was presented at the 1984 Paris Motor Show as the Renault 25 Limousine. Entirely built by Heuliez, some 830 Limousines were produced, making it a rare model.

The Limousine presented here is even more exceptional, as it is an armoured version with a reinforced bodyshell and special glazing, used in period by Raymond Lévy, Renault’s CEO. It should be noted that the vehicle registration document does not mention the armouring and that there has been no change to the gross vehicle weight rating.As well as having additional space and a small folding seat fitted as an extension to the centre console and facing the rear passengers, it features all the refinements specific to this very up-market model: separate rear seats in quilted leather, footrests, special lighting, wide armrests and special storage compartments ...

Externally, it is a phase 1 model which has been converted into a phase 2 version by replacing the front of the car; the Heuliez logo appears on the wide central pillar and the front bumper is fitted with two small flag holders, but the wheels (apparently from a Safrane) aren’t consistent with the original model. Its history file includes a note from the communications department, allocating the car in October 1995 to the Heritage department, although at the time it was still in the management car pool. We know that in June 1993 it had covered 45,151km. The odometer was reset to zero when the car was partially restored, and it still has its original registration document from 26 September 1985 in the name of ‘RNUR’ (the state-owned holding company for Renault) as well as its original registration number 7704 NK 92.

In decent condition and needing a service before being driven again, this very special Renault 25 will certainly appeal to lovers of rare and original models.

The sad sight of 50022 "Anson" removed from its bogies, its bodyshell awaits the cutters torch at Vic Berry, Leicester 1st of May 1989.

50022 had been withdrawn from Laira shed in September 1988, and had ceased to exist by the end of June 89

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

Trundling south through the greenery of Sutton Park with a late running intermodal service from Bescot to Wembley is DB Schenker Class 66, 66025.

One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.

But is it really deserving of such a bum rap?

By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.

Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.

Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.

Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.

Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.

Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.

Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.

The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.

The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.

The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.

Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.

However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.

The Fiat Tipo (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.

The Tipo was initially available only as a five-door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later also used in Alfa Romeo and Lancia models.

It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear wheel drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.

The top of the range was the 2.0 Sedicivalvole (16 valves).

The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era.

With the front corridor connection door partly open on a sultry evening, Class 442 'Wessex' 2415 in worn Network South East livery with temporary South Western Trains (SWT) branding, was stood at New Milton whilst working the 15.50 London Waterloo to Poole service on May 28th 1998.

Based on the BR Mk.3 bodyshell the 24 x 5-car units were introduced in 1988. SWT withdrew the entire class in 2007 when their duties on the South Western main line from Waterloo were operated by new Class 444's built by Siemens. Following their use on Gatwick Express services and some use on the Brighton Line, 18 of the fleet have now passed to South Western Railway for use between Waterloo and Portsmouth. Unit 2401 holds the World speed record for an electric train powered from a live rail, 108 mph acheived on April 11th 1988.

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

W113

Zoute Sale - Bonhams

Estimated : € 85.000 - 125.000

Sold for € 161.000

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

"Some cars don't change, they just get better. The Mercedes-Benz 280 SL, latest version of a line that began as the 230 SL in 1963, is the same as ever, just better," concluded Road & Track after testing a 280 SL in 1968. "For those who value engineering finesse and high-quality construction, it's alone in the field," enthused the highly respected American motoring magazine. At the same time, its manufacturer considered the 280 SL "a Grand Tourer in the traditional sense" and "a unique combination of sports car performance and saloon car comfort (a Mercedes-Benz saloon naturally)".

These attributes help explain the 280 SL's phenomenal success, particularly in the all-important North American market, where the optional automatic transmission was considered an essential feature by the majority of customers. The fact that it looked like 'sex on wheels' helped enormously too, of course. In addition, the 280 SL's essential user-friendliness broadened its appeal beyond the traditional sports car-enthusiast market, and many celebrities and film stars owned 280 SLs.

The last of a popular and highly successful line began with the 230 SL of 1963; the Mercedes-Benz 280 SL was introduced in 1967, powered by a new 2.8-litre six-cylinder engine that produced 180bhp, 20 horsepower more than the preceding 250 SL's. The 280 SL's 200km/h top speed was not more significant, but it was remarkably quicker off the mark. Its 0-100km/h time of 10 seconds is a whole second better than its predecessor's.

Autocar was full of praise for the 280 SL's effortless performance: "Those going abroad will be pleased to know that the 280 SL can sustain 160km/h with ease and still have a good bit in hand for surging up to 192km/h when traffic and conditions permit. All the time, the engine is smooth, and it has a sweet song to its exhaust note, which starts as a deep throb and builds up to a busy hum at maximum revs."

Christened 'Pagoda' after their distinctive cabin shape - devised by French designer and classic car enthusiast Paul Bracq - these SL models were amongst the best-loved sports-tourers and today remain highly sought after by collectors.

This superb manual transmission 280 SL Pagoda was ordered new by Mr John I. Clark from Winsconsin, USA, in April 1971 as a European delivery including US equipment from the Mercedes Factory in Sindelfingen for the total price of $7731 (invoice on file). Ordered in April 1971 in Germany, this Pagoda was registered in 1972 in the US for the first time and is believed to have stayed with its first owner for over 40 years. According to the US-Title, the 280SL remained with the Clark family until shortly after Mr. John I. Clark's death in 2014. After its return to Europe in 2016, this Pagoda has been converted to European specification with the correct headlights, taillights, speedometer, etc. Furthermore, it benefits from a complete, no-expense-spared restoration carried out in Belgium between September 2017 and September 2018 by renowned marque specialists, Top Classics. The car has been refinished in its original and highly desirable exterior colour of Dark Blue (904). The interior has been fully re-trimmed in contrasting natural leather (originally black) and features luxurious bouclé carpeting. The black Sonnenland three-layer soft-top is new, while additional insulation in the doors and floor make for an enhanced and more comfortable driving experience.

Once the car had been dismantled, the bodyshell was sand-blasted and any areas of corrosion repaired before applying the first coat of epoxy primer. The suspension and rear axle were overhauled and powder-coated, and new shock absorbers fitted all around. The braking system was renewed in its entirety, including the handbrake mechanism and a completely new fuel system installed (tank, pump, fuel lines, etc.). The exhaust system is new throughout. The original engine and gearbox likewise have been completely overhauled, a new cylinder head was installed at the same time we've been advised. All the brightwork has been re-chromed to the highest standard, while new colour-matched wheels shod with whitewall tyres complete the picture. The whole process has been nicely documented in the car's file together with some older correspondence, invoices including the original purchase invoice from new, MB-Datenkart. The car comes with the old US title dated 1972 from its first owner and current Belgian registration documents as well as recent technical inspection. An exceptionally well-restored Mercedes-Benz 280 SL 'Pagoda' with hardtop presented in beautiful condition and hardly 650 kms driven since its extensive restoration.

...with a later bodyshell.

Leeds registration

Ford Escort Si (5th Gen) 3 door Hatch (1990-97) Engine 1794cc S4 Zetec

Registration Number P 307 CRC (Nottingham)

FORD (UK) SET

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

The Escort Mark V Hatch and Estate and sibling the Ford Orion Mark III Saloon arrived 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 carried over from the earlier models. The new car was not well received by the Motoring Press critised for its mediocre handling and 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 Specifications were improved and the Escort was now available with items such as power steering, electric windows, central locking, electronic antilock brakes, and air conditioning..

Stung by the critiscm of the original Mk.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. Fuel injection was now standard on all petrol models, Also new for 1993 were 1.3 L and 1.4 L CFi petrol engines and 1.8 L diesel engines. Ford introduced a four-wheel-drive variant of the RS2000, offering much improved handling over its front-wheel-drive cousins. A first for the Escort also saw the introduction of all disc brakes on all four wheels as standard on all RS2000 and XR3i models.

The crash structure was also improved, featuring side impact bars, a reinforced safety cage, improved crumple zones, front seat-belt pretensioners and airbags..

In September 1993, the Orion name was dropped, with the saloon taking on the Escort badge. The XR3i was discontinued a few months later.

Thankyou for a massive 58,321,069 views

Shot 30.04.2017 at Catton Hall Car Show REF 125-403

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

Coachwork by Zagato

Chassis n° 000590

Zoute Sale - Bonhams

Estimated : € 60.000 - 90.000

Sold for € 93.150

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

"With little in the range of much performance intent, out of nowhere Alfa Romeo showed something called the ES30 design study at the 1987 Geneva motor show. The Alfa Romeo SZ was born. Those of a younger disposition might know Alfa Romeo products to be attractive, but underwhelming to drive. Well, the SZ was the other way around. Affectionately nicknamed 'Il Mostro', Alfa Romeo's Frankenstein shocked for many reasons, not least its brutalist styling." – evo magazine.

Reviving its tradition of building special-bodied Alfa Romeos, including the original SZ (Sprint Zagato) competition coupé of the late 1950s and early 1960s, Carrozzeria Zagato unveiled the outrageous new SZ at the Geneva Salon in March 1989. Under development for the preceding 19 months, the SZ was a joint project that also involved the styling departments of both Alfa Romeo and its parent company, FIAT, whose Robert Opron, formerly with Citroën, was responsible for the initial sketches. There are examples of other Opron-inspired masterpieces – the Citroën SM and Citroën CX – in this very sale. Opron's colleague Antonio Castellana was largely responsible for the final styling details and interior. The SZ lacked Zagato's characteristic 'double bubble' roof, while it has been suggested that its controversial styling resulted from early experiments with CAD/CAM (computer-aided) design. The SZ was built at Zagato's factory at Terrazano di Rho.

Originally typed 'ES 30' (Experimental Sports 3.0-litre) but known popularly as 'Il Mostro' (The Monster) the aggressive-looking two-seater coupé eschewed the rounded styling and aluminium-alloy coachwork hitherto associated with Zagato's high-performance Alfas in favour of an angular bodyshell crafted in lightweight moulded plastic - alloy roof excepted - which was bonded to the floor pan of the existing Alfa 75. Nowadays, smaller multiple light sources are relatively commonplace, which makes the controversial SZ, with its two clusters of three small headlights, recessed into the wide front grille, a design was ahead of its time.

Lessons learned from the latter's IMSA racing programme influenced the SZ's suspension, which endowed the car with superlative handling and roadholding, some drivers recording lateral cornering forces of up to 1.4G during testing. Suspension development was overseen by engineer Giorgio Pianta, formerly team manager of the FIAT and Lancia works rallying teams. There were Koni adjustable hydraulic dampers all round and power assisted steering, but no ABS.

Powering the SZ to its highly respectable 245km/h top speed was a 210bhp version of Alfa's superb 3.0-litre four-cam V6. Designed by Giuseppe Busso, Alfa's V6 is widely recognised as one of the finest power plants of recent times, and it is certainly one of the most glorious sounding sixes ever.

The SZ's excellent performance was achieved thanks partly to the body's exceptionally low drag coefficient of 0.30 Cd, the product of many hours spent in FIAT's wind tunnel. The engine was mounted longitudinally and drove the rear wheels via five-speed manual transaxle transmission.

Demand for the 1,000-or-so SZs scheduled for series production greatly exceeded supply. There was also an even rarer open spyder version: the RZ. By the time production ceased, Zagato had built only 1,036 SZ coupés, and today this rare and highly individual supercar is much sought after

The limited edition Alfa Romeo SZ was only manufactured in left-hand drive form, and this pristine example was delivered new in its native Italy and first registered in 1994. It has covered fewer than 1,300 kilometres from new. As such, it is presented in wonderful condition both inside and out. Importantly, it is accompanied by a set of original owner's manuals, car cover and Italian registration papers. A wonderful opportunity to acquire one of these ultra-rare Zagato-built Alfa Romeos that can only become increasingly collectible.

W111

Chassis n° 111.027-12-004473

Les Grandes Marques du Monde au Grand Palais 2020

Bonhams

Parijs - Paris

Frankrijk - France

February 2020

Estimated : € 300.000 - 350.000

Sold for € 299.000

"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 280SE'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 Coupe!

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, 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 '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, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

One of 1,232 Cabriolets produced, this Mercedes-Benz 280 SE 3.5 has the desirable floor-shift gearbox. This car was delivered new to the Cremer family in Schwarzenfeld, Germany and was first registered on 6th July 1971. The car later changed hands officially but stayed in the family, moving to Dr Gottfried Cremer in 1982 while keeping the same registration, 'NAB-L403'.

Sold to renowned collector Heiko Seekamp of Bremen in 1987, the Mercedes was purchased in 1999 by a Mr Wolfram Kruse, remaining in Germany. In 2007 the car was re-sprayed in a darker shade of blue and then in 2014 was sold to the current owner who returned it to its original and striking light blue colour scheme.

The accompanying DEKRA inspection/taxation report of 2017 confirms the Cabriolet's excellent condition and makes the following observation: "The car seems to have been restored to a very high standard with a recent professional re-spray in the original colour scheme, seemingly to excellent standard. Paint is hard to fault with a very good finish, paint thickness shows uniform results."

The report found the interior to be "lovely presented, with beautifully patinated seats and new carpets. Original dashboard and revised/restored correct switch gear (in working order). The dark blue soft top is new."

The engine started and ran instantly with no heavy smoke, and the report's overall conclusion was that the Mercedes had been restored to the highest standards, was presented in excellent condition, and was ready to be used.

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.

Lancia Flavia 2000HF Coupe (1969-73) Engine 1991cc HO4 OHV Production 6791 (+ 15025 Saloons)

Registration Number LNG 602 L (Norfolk)

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Lancia 2000 (Tipo 820) is a series of automobiles produced by Lancia between 1971 and 1975. Designed as a four door Saloon by Lancia Engineers under Piero Castagnero prior to the companies aquisition by the Fiat Group, and was a dirct evolution of the Lancia Flavia. The 2000 sedan kept the central part of the body (roof, doors, interior) and the entire drivetrain (except for some improvements to the fuel injection) of its predecessor, the second series of the Flavia, changes were made to the front and rear of the body where the designers updated its looks the tail was squared and simplified, and the nose lost its separate air intake and headlamp nacelles. The mechanics retained most of the Flavia's specifications including the front-wheel drive, 1991cc boxer engine, independent suspension and disc brakes all around, with vacuum-assist and split-circuits (called "Superduplex" by Lancia).

The Lancia two door 2000 and 2000 HF Coupé was designed by Pininfarina, who manufactured the cars bodyshell. The interior is also the work of Pininfarina bearing a close resembleance to that of the Ferrari 330 GT. The cosmetic changes to the 2000 Coupé were largely confined to a new grille (matte black instead of chrome) with headlamps incorporated into the now wider intake, new bumpers (with rubber strips on the HF), and the tail was shorn of its vestigial tailfins, with a raised and squared decklid. The Lancia 2000 and 2000 HF coupé were technologically advanced for the day with features such as 5 speed transmission, power assisted steering and electronic fuel injection on the 2000 HF.

The 2000 and 2000HF Coupé are considered to be some of the last true Lancia cars

Many thanks for a fantabulous

46,374,149 views

Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-265

Peugeot 304 (1969-74) Engine 1288cc S4 OC Tr Production 1,178,425 (all variants)

Registration Number UUL 28 M

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

Launched at the 1969 Paris Motor Show to fill a gap in the mid sized car market. Based heavily on the Peugeot 204 sharing the same floorpan, running gear and bodyshell running gear and bodyshell but with different nose styling and larger more powerful engines but a reprofiled nose style and larger more powerful engines. Pininfarina styled Coupe and Cabriolet bodies took over from their 204 equivalents in 1979.

This car was offered at the H+H Brooklands Auction, 8th March 2014 with an Estimate of £ 4 - 6000, selling for £ 4,480

This car was restored in 1990 and has been dry stored since then finished in Pharaoh Gold with black trim

A big thankyou for an incredible 23.7 Million views

Shot 06:03:2014 at Brooklands REF 101-503

Barons Classic American Auction info:

The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a five-speed gearbox, revised suspension geometry, taller ride height, a taller final drive and wider tyres. The body was now all-steel and seated 2+2 passengers. Some of the Zagato's most unusual features were lost; the bonnet was now hinged at the front and the spare wheel compartment hatch was deleted.

Sport 1.3S (Tipo 818.650/651): 1970-72. Same engine as Series 1 1.3S but five-speed transmission. Very early versions of these Series 2 cars were fitted with Series 1 bodyshells with a separate spare-wheel hatch, smaller rear lights and aluminum bonnets and doors. Later versions have all-steel bodyshells, no spare wheel hatch and larger rear lights.

This 1975 1.3S was imported from Italy and has participated in the Giro d'Italia, a classic car rally organised once every four years that only totally original classic cars are eligible for.

Buster Lang's All-American Classic, Custom, Hot Rod & Bike Show

Sandown Park, Esher, Surrey

13th-14th August 2016

TVR Tina (1967) Engine 875cc S4 OC

Registration Number UTU 108 J (Cheshire)

TVR SET

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

Martin Lilley acquired an ailing TVR in 1965 and set about a rejuvenating the company., The TVR Tina was born out of an idea to produce a less expensive car and drive up sales. Based on a Hillman Impt Sport, and designed by Trevor Fiore’, subsequently built by Italian coachbuilder Fissore, this Coupe and a Convertible version were unveiled at the 1966 Turin Motorshow, called Tina after race driver and TVR employee Gerry Marshalls daughter,.and with some modifications to the nose of the Coupe, to appease US Regulations (the target market if the cars were to be viable) they made their UK debut at the 1966 London Motoshow. The Tina proved a mild sensation with customers offering cheques for a place on the waiting list.

Just the coupe was shown at the Turin Motor Show in 1967 and TVR said that production would commence in early 1968, each car priced at £998.00, all taxes included. On of the problems facing any prospective builder was that the bodyshell was to be fabricated out of fibreglass and then bonded to the steel Imp subframe and this wasn't practical and a metal body would be too heavy for the planned engine.

But (there has to be a but) TVR needed a financial partner in order for the project to take off, who could cope with the anticipated volumes required. after failed consultations with Rootes, Jenson and Aston Martin the car never went into production and the 2 prototypes faded into obscurity

Gerry Marshall aquired this Coupe in 1989 with a view to restoring it, but his race carreer and other commitments did not allow the necesssary time, Tina Marshall inherited the car in 2005 and set about the painstaking task of researching original pictures and drawings and with help, including David Hives who had a hand in building the car has brought it back its Motor Show heydays

Many thanks for a fantabulous

48,823,062 views

Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-553

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

Many thanks for a Marmalising

51,119,593 views

Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-017

Under a big sky, An almost new Class 155, 155344 in West Yorkshire PTE livery had just passed through Salwick station whilst running between Preston and Kirkham with a Leeds to Blackpool North service on September 24th 1988. Based on the Leyland National Bus bodyshell modules and assembled at Workington, each coach of a two-car 155 'Super Sprinter' was 23 Metres long and were the first BR second generation DMU's to feature sliding plug doors. There were forty-two units built, with 155301-335 for use on Provincial Services, whilst the final seven 155341-347 were built for the WYPTE. Soon after their introduction there were incidents of doors opening whilst units were in motion. The whole fleet of 42 units were subsequently grounded. Leyland and BREL reworked the fleet at the now-closed Steamport Museum at Southport, where two roads were used inside the former MPD for the work to be carried out.

The 35 Provincial units would eventually be split-up and converted to Class 153 single units, with the work being done at the Hunslet-Barclay factory at Kilmarnock in 1991/92. The seven WYPTE 155's were not included in the conversion programme and eventually passed to Northern.

155's are now rare visitors to Preston and Blackpool.

Wolseley 18/85 Mk.II (ADO 17) (1969-72) Engine 1798cc S4 OHV Production 35,597 (all 18/85's)

Registration Number NJL 182 H (Lincolnshire - Parts of Holland)

WOLSELEY ALBUM

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

First introduced in 1964 the BMC ADO17 is the model code used by the British Motor Corporation (BMC) for a range of front wheel drive cars in the European 'D' market-segment of larger family cars, manufactured from September 1964 to 1975. The car was initially sold under the Austin marque as the Austin 1800, then by Morris as the Morris 1800, and by Wolseley as the Wolseley 18/85. Later, it was marketed with a 2.2 L engine as the Austin 2200, Morris 2200 and Wolseley Six. Informally, because of the car's exceptional width and overall appearance, these cars became widely known under the nickname Landcrab

The upmarket Wolseley 18/85 was based on the Austin 1800 and uprated with walnut facia, leather trim, individual front seats, and power steering inclusive. The Automatic versions have have facia mounted selectors.

The Mk.II from August 1968 has a restyled interior and reclining seats and a high performance S version was introduced with twin Carburettors and larger brakes. The Wolseley retained its unique rear lights. Other changes included a higher second gear and final drive ratio for the manual transmission, and conventional suspension bushes replaced the far superior roller bearings fitted to the Mark I. The compression ratio was increased and maximum power output boosted by 5 bhp to a claimed 86 bhp.

In 1969, the sills and doors from the 1800 (with Mark II exterior handles) were used on the bodyshell of the otherwise new Austin Maxi; apart from that, both models have little interchangeability.

The Mark II was replaced for 1972 by a Mark III version with the Wolseley dropped from the range

Diolch am 87,812,464 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 87,812,464 amazing views, every one is greatly appreciated.

Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-437

(BL) Mini Cooper (Mk.III) (1969-76) Engine 1275cc S4 Tr BMC A Series

Registration Number YJT 456 M (Bournemouth)

Mini (BL) Set

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

The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows. Suspension reverted from hydrolastic to rubber cones on cost grounds.

In 1969, the simple name Mini completely replaced the separate Austin and Morris brands

Diolch am olygfa anhygoel, 62,235,966 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,235,966 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-498

Ford Escort Mk.II (1975-80) Engine 1297cc S4 OHV Production 631,828 (in the UK - over 2 million worldwide)

Registration Number FCT 656 V (Boston, Lincilnshire)

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.

Production ended in Britain in August 1980, other countries following soon after.

Many thanks for a Marmalising

51,242,366 views

Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-054

Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC

Production 12,400

Registration Number CSU 419 (Re-registered 1986, on a date related number, first allocated to Kincardineshire)

MORRIS SET

www.flickr.com/photos/45676495@N05/sets/72157623690377489...

The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.

The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.

The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.

The design was shared with Nuffield Organisation stable-mate Wolseley as the 6/80

Many thanks for a fantabulous 32,706,700 views

Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-204

Chassis n° 1E1944

Coachwork by Lynx

This car started life as number 3 short nose D Type built by LYNX in 1977. The car was then converted by LYNX into a LYNX XKSS in the 80s.

Bonhams : The Autumn Sale 2020

Estimated : € 250.000 - 350.000

Sold for € 184.000

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

"The factory fire in February 1957 extinguished the career of the XK SS, a road-going sports car based on the D-Type. As a result of the hiatus in production, and dislocations of plans for new product lines as important as the 3.4 saloon, the XK SS was abandoned. It was a cruel fate for a car that was a true thoroughbred, made in the image of the Le Mans winner, and one of the classic might-have-beens of motoring history." – Eric Dymock, The Jaguar File.

One of the rarest Jaguars of all, the XK SS was a spin-off from the D-Type racing programme. To satisfy the FIA's sports car regulations, the D-Type had been built in numbers greatly exceeding the demand for such a specialised piece of racing equipment, and conversion to road trim was viewed as the best way of clearing unsold stocks, hence the XK SS. The idea of a road-equipped D-Type is credited to Jaguar works driver Duncan Hamilton, who fitted a windscreen and hood to his ex-factory 1954 Le Mans car ('OKV 1') in 1956.

Modifications to make the D-Type acceptable for road use included installing a seat and door on the passenger side; removing the division between driver and passenger; fitting a full-width wraparound windscreen; and heat-shielding the side-exit exhaust system. A mohair hood and detachable side screens provided weather protection, and, as twin fuel tanks and the spare wheel occupied the boot space, a luggage rack was provided on the tail. The 3.4-litre XK engine remained pretty much to racing specification, producing around 250bhp, which, in a car weighing just 18cwt (914kg), made for electrifying performance. Production commenced during the winter of 1956, but the loss of a number of bodyshells in the fire at the Brown's Lane works in February 1957 severely curtailed the XK SS programme, with the result that only 16 had been made when production ceased in November of that year.

Testing an XK SS in 1957, the esteemed American motoring journal Road & Track recorded figures of 5.2 seconds and 13.6 seconds for the 0-60mph and 0-100mph times respectively, which are none too shabby even by today's standards. With an estimated top speed in excess of 150mph, the XK SS remained the fastest catalogued Jaguar sports car for many years.

Like many other legendary sports cars, the Jaguar XK SS inspired a number of imitations. An acknowledged master in this highly specialised field is the Sussex-based firm of Lynx Engineering, which enjoys an international reputation for accuracy and quality second to none. The car we offer is the third chassis manufactured by Lynx and the first of the exclusive series of only nine such replicas built to Jaguar XK SS specification (see email correspondence on file from Lynx and the company's co-founder Chris Keith-Lucas). Its history is known from new; indeed, this XK SS served as Chris Keith-Lucas's wedding car!

Built in the late 1980s, this XK SS takes its identity from a 1967 Jaguar E-Type, chassis number '1E1944', which was registered in the UK as 'PEH 670F'. Of riveted aluminium sheet, the coachwork conforms to the original method of construction. Unlike the original, however, the Lynx XK SS is powered by a larger, 3.8-litre XK six fitted with triple-Weber induction and a stainless-steel sports exhaust system. (Its original engine was a 4.2-litre XK unit taken from a Series 1½ E-Type.) Finished in British Racing Green, the car also features competition wheels and a nicely patinated black leather interior.

Previously owned by Roland Urban, founder of the French Jaguar Drivers' Club, the XK SS was completely overhauled in the early/mid-2000s and was purchased by the current vendor in 2008. In 2009 the engine was overhauled by Paris-based Cecil Cars, while earlier this year the car received new tyres and the carburetion system was overhauled as part of a general check over (see invoice on file for €4,617 from Prestige Garage in Vence, South of France). Offering breathtaking performance with classic Jaguar style, this beautifully executed XK SS re-creation comes with valid French Carte Grise.

310090 is working a northbound local service to Birmingham New Street and approches Birmingham International, 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.