View allAll Photos Tagged Hatchback
My mom at age 20 and the car she learned how to drive with, my father's 1973 Pontiac Ventura hatchback. It had a Pontiac 350 V8 but very few options otherwise... (manual steering and brakes!)
The BX was designed by Marcello Gandini for Bertone Studios and presented in 1982.
The Millésime-Series was introduced in 1990.
1769 cc Diesel engine.
Production BX: Oct. 1982-1994.
Original old French reg. number: Nov. 1990 (Isère).
Number seen: 2.
Allemond, Le Clôt, (Isère, Fr.), Route du Clôt, Aug. 3, 2019.
© 2019 Sander Toonen Amsterdam | All Rights Reserved
1979 Vauxhall Cavalier 2.0 GLS Hatchback - BHH 3T - seen at the 41st Scottish Borders Historic Motoring Extravaganza, held at Thirlestane Castle, Lauder, Scotland, June 2013.
The Daewoo Lacetti is a compact car produced by the South Korean manufacturer Daewoo since 2002. The first-generation Lacetti was available as a four-door sedan, a five-door hatchback or a five-door station wagon. The sedan and wagon were designed by Pininfarina, and the hatchback by Giorgetto Giugiaro. The hatchback, known as Daewoo Lacetti5 in South Korea, was introduced in 2004. The original Lacetti was also sold under the Daewoo Nubira name in Europe, whilst Chevrolet marketed the car under the Nubira and Lacetti nameplates in various countries.
In November 2008, the second-generation Lacetti was launched under the name Daewoo Lacetti Premiere, being a badge-engineered version of the Chevrolet Cruze—though co-developed by GM Daewoo and Chevrolet. It was produced under the Daewoo marque until the beginning of 2011, when the latter was discontinued, but it continues production under the Chevrolet and Holden brands.
Canada
The Lacetti was available in Canada as the Chevrolet Optra in two models, a four-door hatchback (the Optra5), and an Optra wagon, all in LS or LT trim levels (2005 wagon only had base or LS trim levels). The sedan was available for model years 2004 and 2005, but was removed for 2006. All are powered by the 2.0-liter inline-four D-TEC engine, rated at 119 hp (89 kW) at 5400 rpm and 126 lb·ft (171 N·m) of torque at 4000 rpm, driving the front wheels through either a five-speed manual transmission or a four-speed automatic. Despite its compact size and the 2.0-liter engine, fuel economy was poor rated at 10.7 and 7.4 L/100 km (22 and 32 mpg-US) for city and highway driving, respectively, which was worse than mid-size cars like the Toyota Camry or Honda Accord, considering that the Optra was a compact car.[10]
The car was positioned as a versatile and fun to drive but affordable budget compact family car. Brakes are disc, front and rear. The Optra slotted between the Cobalt and the Aveo, and it replaced the Daewoo Nubira.
Chevrolet Optra5 (Canada)
Independent suspension, 15-inch wheels, and CD player were standard on the LS sedan, with optional ABS and air conditioning; the LT adds standard air conditioning and cruise control, standard fog lamps on both LS and LT, and an optional sunroof. The sedan is rated as an Ultra Low Emissions Vehicle.
What happens when you take a compact front-wheel drive family hatchback, rip out the engine from the front, strip out the back seats, and put a 252 BHP 2,946 cc V6 engine in the back instead, setting it up so that it drives the rear wheels? You get this.
This is the RenaultSport Clio V6. It discards practicality with reckless abandon, eschewing such niceties as fuel economy, seating, luggage capacity, a tight turning circle, and soft ride comfort. This is a sports car, not for getting your weekly shopping. It's for taking to the track, or for driving down twisty back-roads.
At the time this Phase 2 model was launched (in 2003), it was the world's most powerful production hot hatch. It will accelerate to 60 MPH in 5.9 seconds and can attain a top speed of 153 MPH. The V6 engine being situated just a short distance behind the driver, and driving the rear wheels instead of the front wheels, gives this car a much different driving experience than the standard Clio.
There were only 1,309 examples of the Phase 2 model built between 2003 and 2005. This example was registered in 2004. Being as rare as they are, they seem to hold their value very well - as I write this (July 2023), most seem to be selling for between £30,000 and £60,000.
This car was parked in a row of other sports cars, on display, as part of Peterhead Week.
Laser S hatchback -- quite the head turner in its day. I remember seeing one on the streets of Melbourne on a visit in 1995, but I don't remember seeing any when I returned in 2000. Maybe not a big seller in Oz?
It has been said that Lino like nothing better than a tan-coloured SAAB.
Not any old SAAB though, but one which reflects the true nature of the auto manufacturer prior to the purchase (and starvation) by General Motors.
This last true SAAB, of course, was the 9000, first launched in 1986, in the hatchback form you see here.
The project was a collaboration between SAAB, FIAT (and also its Lancia luxury brand), and Alfa Romeo. The Project, named 'Type 4' or 'Tipo 4' in Italian, provided the basis for the 9000, Croma, Thema and 164 models, respectively.
Alfa Romeo was presently held as a State-owned concern, but was purchased by the FIAT Group leading up the 164's launch.
The SAAB 9000 was probably the most successful of the Type-4 cars, being exported from homeland Sweden around the world, notably to the US, where there was a modest, but dedicated appetite for the quirky Swede.
The SAAB 9000's interior reflected SAAB's research in aeronautical instrumentation and ergonomics. And the car was obviously spacious, being the first car to meet the EPA's 'Large' car classification - a benefit of the front-wheel-drive packaging and large hatchback trunk.
SAAB's 'do things differently' manner also expressed itself in the turbocharged four-cylinder engine fitted to the 'Turbo' version of the car. SAAB would later be the first manufacturer to adopt a turbo-only model range.
The SAAB 9000 was to undergo a number of modifications during the production series. A conventional four door Saloon was added a couple of years after the launch of the hatchback, and the model received detail changes making the nose 'pointier', and the tail fitted with high-mounted, full-width tail lamps and reflectors.
Once GM purchased their shareholding in SAAB, they first replaced the aged 900 model with a GM-Europe Vectra derived model of the same name (soon changed to 9-3), and followed this with a 9000 replacement, in Sedan and Wagon form, named the 9-5.
By this stage, most of the SAAB quirkiness had been watered down, along with the traditional customer base, such that, as part of the GM bankruptcy, SAAB was sold of to boutique Dutch Supercar builder Spyker, foundering, with the assets then sold on to Chinese industrialists. In China, the second generation SAAB 9-3 is sold under the NEVS nameplate.
'Views in Camera, 2017'; Photographs taken around the Sheffield area in the last year, Part II - 223Mby MP4 video
** This is a 6min video so has to be downloaded to see the full version as only 3 minutes are shown in the Flickr interface.
** For non-Pro Flickr users, the download limit appears to be 3 minutes on download as well, and so there is a link here-
www.rail.tightfitz.com/Video/Views_in_Camera_-_II-conv.mp4
to obtain the full version for non-Pro users, right click the link and select 'Save Link As' to save the file to the desktop.
Well, the Xmas and New Year festivities are over, we managed just one day of snow, last Friday, the 29th December and since then, bad weather has arrived in the form of 'Storm Eleanor' prevails and we have had a couple of days of heavy rain and high winds, for the UK that is. As my end-of-year Flickr 'Xmas Card', this time around its the second part of the 'Views in Camera' piece, the last was uploaded on August 31st and the scene commenced at a cold and wet Woodhead Tunnel portal, last January, see-
www.flickr.com/photos/daohaiku/36942529635/
This, follow-up set, is an eclectic miscellany of shots taken between the end of August last year near, after the last video was finished and this one commences in an area just north-east of the centre of the city of Sheffield, close to the River Don in Neepsend, Shalesmoor and Millsands, commencing 3rd September, through to late October last year. The bulk of the 2nd half of the video was shot in the Millsands area of Sheffield on one late, sunny Sunday morning on 15th October and, like much of Sheffield, this area has seen a large down-turn in the once thriving heavy industries over the last 30 or so years. Some of these buildings are still in use, others have been re-used/purposed, and others demolished so this set of pictures is an attempt to grab a a record of what's left, before it goes forever. An earlier review of the desperate scene in Sheffield from the early 1980s to 1990s can be found in Adrian Wynn's great book on the subject, 'A View of Sheffield', published by Pickard Communications in 2007 and is highly recommended for a good view of what the changing scene was like in those days. In addition, Berris Conolly, another local photographer, has two books out, 'River Don, Seventeen Bridges' from views in 1989 & 2009 and 'Sheffield Photographs 1988-2008', published in 2008, see-
The video is in approximately 10 sections and is in chronological order of the 66 images taken and whilst there is some reference to the railways in this second video, most of the material is related, post the 1980s and 1990s changes, with what is still left to photograph from those times. As such this was series was prompted by the book indicated above, Adrian Wynn's book on Sheffield, from pictures taken in the late 1980s and early 1990s and theses provided a location for some of the shots here, to see for myself, how much things had changed over the past 30 years. I was thinking today, whilst gearing up to prepare this narrative, that Adrian has captured some very good historical records of the area which can be seen in the video; this not only being just a record but containing very pointed and stark political comment on those times.
1. Langsett Road. The very first shot can be found in Adrian's book with what was then, a boarded up derelict building next to the Masons Arms with the first of the three boards seen in his shot declaring- 'For Thou Can not Worship Both Money and The Lord. Evil Thatcher. Pension Snatcher' and on the third board, off to the right, 'For God's Sake, Vote Labour'. As the photograph shows here, the area to the right of the Mason's Arms has now been re-developed though the pub is still in the same style, if not in livery. Another obvious change in this, when compared to Adrian's shot in 1990, the 'wires are up', as the Sheffield SuperTram now plies this route along Langsett Road. The red brick section of the building on the right was where the first painted caption declared the choices between money and the Lord...
2. Burgoyne Road. These shots were taken whilst moving south-east along Langsett Road and this is another of the pictures which features in Adrian's book. The site is now bereft of the St. Bartholomew's Church which at the time of the 1989 picture was stood at the bottom of the road with, behind it then, the towering edifice of one of the Neepsend gas holders with folk atop the then popular 'Sheffield Ski Slope' visible. The church at that time was in the process of being demolished and so the gas holder was easy to see; since then, a year or so ago, that gasholder has now also been demolished and the Sheffield Ski Slope has also gone, gutted by fire a few years ago; the land is currently being considered for redevelopment into another sports facility. As a tribute to the old church, on the left at the side of the white Mercedes hatchback, stands the St. Bartholomew's Church centre.
3. Love Street. Moving towards the River Don and an area centred on one of Adrian's pictures taken on 'Love St', the street itself still extant and still with many old buildings around it, though from the look of some of them now; their time must be coming soon. The John & Matthew Woollens building can be seen in the third shot on the right, 'Bone Cutters' by all accounts but that went out of business as long ago as 1874 after which it became a Signage business run by one of the Woollens family, Edwin James, from Rotherham. The 2nd of the 3 'Love St' pictures shows the one most corresponding to Adrian's shot of the 'Cherry Flan' cafe which stood on the corner where the railings mark the edge of the car park. In his picture from 1992 and in this one, the still extant and thriving, Sheffield Workhouse, now called 'Mayfair Court', with many a flat up for sale within... also known as 'the Doss House' it was built in 1908 for single, down-and-out men... Also in the 2nd picture, some 'wag', has put up a poster for 'The Lady Boys' from Bangkok, appearing in Sheffield from time-to-time, this for two weeks at the end of November, 2015. To the left of the 'Lady Boys' sign is the land once occupied by the Britannia Works which were off to the left of the 'Cherry Flan' in Adrian's picture but the works are featured elsewhere in his book. The last shot of the 3, looks back along 'Lurve Street' and shows the 'new builds' which have gone up here-abouts behind the old 'Woollens Signs' building.
4. Well Meadow Street. Another series of shots prompted by one of Adrian's pictures, this time its the area around Well Meadow Street and this has changed, and is still changing, significantly. Adrian's picture in 1992, had its own pastel, colourful feal to it, taken in flat light and the 1st picture here, of a set of 9, reflects less of that feel but at least the buildings are being renovated and the view, apart from the 'yellow' roller door in the earlier picture, is pretty much the same; the roller door was at the bottom of the road where now palisade fence has been erected. Already on the lower right, some of the buildings have been let out with the area at the top of the street having been redeveloped into flats. The houses on the left which were actually derelict by 1992 with the windows boarded up, are finally being renovated; its good to see this happening where its still possible to retain the old history of the place. The second shot shows a closer view where the yellow roller door into the works of Samuel Peace & Sons Ltd. once stood, the area has now been opened out though the fence is a rather ugly replacement. The 3rd, 4th & 5th shots show the view up Well Meadow Street, which here runs parallel to Netherthorpe Road, and looks towards the new student accommodation near the large intersection at Western Bank and the University of Sheffield. The 6th shot looks back along the full length of the redevelopment with more graffiti'd hoardings up on the left, in preparation for more land to be given over to student accommodation and such like. In the 7th shot, the wooden canvasses erected around derelict land along Brownell Street, are an ideal location for the graffiti artists to have a field-day with their tagging and in some respects it does brighten up an otherwise glum area. The last 2 in the set of 9 at this location look back from the other side of the palisade fence seen earlier, and now on the site of the old Samuel Peace & Sons Ltd. Steel & File manufacturers; the University Arts Tower is in the background looking up Meadow Well Street once more. The final shot, to confirm where we are, with the presence of the camera, and me I guess, attracting some suspicion from the owners of the 'Hot Chilli' food establishment, who were clearly concerned about what was going on, until I explained what it was all about, and showed them, a copy of Adrian's 'A View of Sheffield', which resulted in them being highly interested in same picture from 1992. A link to more information about this important area and its conservation, can be found here-
www.sheffieldhistory.co.uk/forums/topic/7358-well-meadow-...
5. Cornish Street. In the same year, Adrian photographed the area closer to the River Don and the next 4 shots show the current scene along Cornish Street, Neepsend, it too not having changed much in layout since the earlier picture from 1992. There has however, been a good deal of 'tidying up' undertaken when compared to the derelict scene which pervaded many places in Sheffield in the 1980s and early 1990s. Serendipitously again, as walking along the street to find the same view as the earlier picture, and some 'interest' came along in the form of 'woman and child on bike', peddling along away from the river behind us, with the George Barnsley & Sons works, 'the world’s largest producer of files and cutting tools for the shoemaking industry', over on the right. Again, in Adrian's 1992 picture, the building was already in a sorry looking state with windows on the ground floor boarded up and the street and pavements looking worse than they do here. The house ahead of the cyclist at that time was also boarded up but now it has been re-opened and that area, right next to the river is looking, once more, to be on the up-and-up. The chimney stack in the background is now part of Cornish Place and from Wikipedia-
'...The building was formerly the factory of James Dixon & Sons, a Britannia metal, Sheffield plate and Cutlery manufacturer. In the late 1990s the disused building was cleaned and converted into apartments, it is regarded as the most impressive cutlery works that still stands in Sheffield[1] and rivals the cotton mills of Lancashire and the West Riding in terms of architectural quality and heritage. The most impressive parts of the building are the east and west ranges which have Grade II* listed status while the rest of the works have the lower Grade II rating. The 'Cornish' in the buildings name is thought to derive from the manufacture of Britannia metal which is made up of 93% tin which came from Cornwall...'
Moving around the corner and the state of the main building can be seen in the next 3 of the 4 pictures taken here. There are also further details about George Barnsley & Sons', here-
www.bcd-urbex.com/george-barnsley-sons-cornish-works-shef...
and here-
www.aworldinruins.co.uk/george-barnsley--sons
6. Bardwell Street. Not far away, and venturing closer to the railway in this part of the town, the next 5 pictures are centred around the Bardwell Street area and this road passes along under the MSLR's line form Sheffield Victoria, via Woodhead, to Manchester Piccadilly or, it did once! The first of the 5 pictures shows the well graffiti'd building which was once occupied by the Cannon Brewery and is now set to become ... more student accommodation; though the process seems a little slow. The next shot of the 5 reflects the one most closely resembling Adrian Wynn's shot, one of the oldest in his book and taken in 1982 and in his shot, being 1982, the Woodhead line is electric overheads are still present, complete with cables, but not for very much longer. Some of the buildings along Bardwell Street have also been demolished so it was difficult to get this shot exactly correct, the two camera lenses were also of somewhat differing focal length. The older picture was taken with at a wider focal length with the camera further along the road towards the railway over-bridge; this I didn't do as all the detail would then have been missed out due to the demolition of the buildings on the left in the present picture. There are still lots of identifiable features between 1982 and this, taken in October last year, 35 years apart, the arch of the MSLR's railway bridge being just visible at the end of the wall of the building on the right. The line formation is now of course overgrown with birch trees along its sides, but with the single line to Deepcar still present and in use, carrying the nightly steel train from the Aldwarke steelworks for rolling at Stocksbridge Works. Graffiti tag'ers have been out and about again, festooning the derelict parts of buildings with their bright artwork and with the 'House Skate Park', just around the corner near the black car, opposite the old Canon Brewery building, the Skating building also suitably decorated, see the shots in the end-of-last-year video, here-
www.flickr.com/photos/daohaiku/24276897661/
and the last of the 5 pictures in this series. The last two pictures of the 5 are taken from close to the indoor, 'House Skate Park' at the end of Bardwell Street and the line of the MSLR's Woodhead route can be clearly seen, being demarked by the line of tree-growth, marching up the 1-in-100 slope to the left and up towards Woodhead Tunnel. The panorama in the last of the 5 shots shows the end of Bardwell Street, now Road of course, in Neepsend with House Skate Park on the right, with its colourful outside adornments and yet more derelict buildings on the left. It seems devastating removal of old industry in and around Sheffield has left a nightmare of a problem for the planners to find a new use for, particularly the vast spaces of land these firms once used to occupy on the periphery of the town and closer to the centre, old Victorian buildings which also be dealt with, in one way or another; usually by demolition and re-use.
7. Burnaby Street. Another five shots taken on the bank up to Walkley and once more reflecting a shot taken by Adrian in his book 'A View of Sheffield - pictures from 1982-1992', this one taken in 1982 on Burnaby Street when much of this area was being re-developed on a grand scale to renew time-expired, and unwanted, 1960s housing. It took a while to try and get the angle exactly correct with respect to the 1982 which features, along with a single house being demolished in the centre foreground, the still extant U-shaped block of flats at Regent Court, painted white and right next to the River Loxley which flows into the River Don at Hillsborough. From the angle of the shadow of the northern-most, left, section of the 'U' shaped structure, I walked along the top of the bank until the angle matched and these 5 shots show the change in fortunes of the whole area since Adrian took his picture in 1982. The scene in the background of the 5 pictures looks over northwards towards Owlerton and Wadsley Bridge and the line of the Woodhead Route, the Stocksbridge Branch as it now exists. The 3rd and 4th of the five pictures is clearly getting closer but in Adrian's shot, the end of the U-shaped building has its 'top' facing the camera so clearly this shot isn't quite far enough along to the north. These pictures pan around to the north-east a little and reveal the hill rising to the Ski Slop area on the far right at Parkwood Springs but still the angle isn't quite right. The last of the shots, in my view, is just about spot-on. The end of the white Regent Court building is now facing directly towards the camera and at a realistically good angle down the bank towards the building; the re is even a somewhat similar house in the centre foreground, not in the process of being demolished, which doesn't look unlike the style of the one in the 1982 picture. This last picture was taken on the steps leading down to Hammerton Close from Lonsdale Lane withing spitting distance of Burnaby Street. The woodland in the left background of this picture are on the outliers of Beeley and Great Hollins Wood which runs on the north side of the Stocksbridge branch line through Middlewood and Oughtibridge and on through Wharncliffe Side to Deepcar and the exchange sidings at Ellen Wood which allows steel stock to be taken into the Samuel Fox steelworks at Stocksbridge.
8. Graffiti Millsands Area. Another derelict site on a fast-filling out area right next to the river at Millsands, a colourful extravaganza of graffiti tagging art which will be liked and hated in equal measure. This is a series of 18 shots taken at the derelict building site which sat amidst a plethora of old industrial businesses which were also festooned about the Sheffield area.. Here, this site was in and surrounded by- the Eclipse Patent Roof Glazing Works, the Don Confectionary Works, Millsands Forge & Rolling Mills, next to the river of course, and the Eclipse Lantern Works; Eclipse being, I guess the outfit that still makes hack saw blades. The artworks/tags here are set about a site which at this time during the middle of October, was still resplendent with Buddleia and other vegetation which, along with the still extant signage form past uses and the red brickwork, all conspired to make a garden scene with the paraphernalia of Sheffield's continued re-development, rising in the background. And this can be seen to good effect in the last shot in the series of 18 where a local heads towards the river with the old Eclipse Lantern Works behind her to the left and the Eclipse Glazing works off on the far left; the Lantern Works have now been partly taken over by car rental firm, EuropCar. I enjoyed photographing this area and liked the feel which was brought about by the combination of all the elements, old and new, constructed or natural and with the added bonus of reminders of past 'do's and dont's'...
9. The River Don Area. From the Graffiti on Bridge St. to the River at Millsands and yet more iconic buildings, with the odd hark back to the past once again, taken from Adrian Wynn's book. Almost the last picture in that book, taken looking towards the old Bridgehouses Goods depot, see-
www.disused-stations.org.uk/s/sheffield_bridgehouses/
west of the then closed Sheffield Victoria Station, is somewhat reflected in the 1st of the set of 18 pictures here, taken walking along the riverside and back. This first of 3, rendered in B/W, showing the Aizlewood Mill, with the Victoria Station site in the background, shows the changes in just over 30 years, the most noted changes being the closure of Victoria Station and the complete removal of the Bridgehouses Goods Depot, part of one of the goods depot buildings pokes into the picture of Adrian's, taken in 1986; the land on which the Goods Depot was located is still up for sale. The 2nd of the 3 shots shows a wider view along the river with, in turn, the Harlequin Public House, which the GCRS uses for their Sheffield meetings, the Aizlewood Mill and beyond that, the 'New Testament Church of God' building. At far left, the green bridge, installed when the Sheffield ring road was built, carries the now single line through the Victoria Station site, up to Deepcar; a set of arches which comprise the Wicker Arches, march off towards the right from the bridge. The last of the first three in the set of 18, is a close up of the old and new bridges, the older one carrying the lines to the north-west and just above this bridge deck is the northern portal of the Spittal Hill Tunnel, see-
www.flickr.com/photos/134774261@N07/33357890945
which carried 'Fiery Jack', the shunting locomotive with its 4 wagons between the Midland's Wicker Station, off to the right near the tall background building, and at this end, connecting with the MSLR's line to Manchester. The 1986 picture in Adrian Wynn's book, due to the complete lack of vegetation around the station site in those days, clearly shows the western portal of the tunnel, just under the Bridgehouses Goods building awning. After this, further views along the river from Nursery St., a close-up of the splendid Aizlewood Mill followed by Riverside House and then a view looking towards the railway bridge over the main road at Wicker. Following on from that, a short tour of the splendid structures which stand at the side of the River Don and the Upper Don Walk; the first showing the scene crossing Blonk St. bridge and looking towards Lady's Bridge and West Bar with the Exchange Brewery, occupied by the Tennant Brothers at one stage and with, in the 1960s and 1970s, that distinctive odour of fermenting hops, pervading the air in this area. Looking the other way, east towards Attercliffe and in the background on the arches, the Midland Main line passes over the River Don with the red-brick Victoria Hotel just beyond the white pedestrian bridge. A B/W rendition follows showing the scene looking past the Holiday Inn Express and the road up to the old Victoria Station site which is now blocked from view, taken in August 2017. Immediately following this shot, a very similar shot taken on my old Praktika film camera during the Sheffield Rag week 'goings on' in mid-September, 1968; the whole of the area then was open to view up to the Victoria Station site with Victoria Station Road running along the back beneath the series of black poster awnings; only the far left one having anything pasted on it... maybe 'SAVE OUR STATION'! The Effingham St gasometer is in the background and the square chimney close to the station site can be seen and this artifact is still in-situ today. The general state and mess the River Don was in at this time can be easily seen and its not clear to me whether it was a good idea wallowing around in the filth that was terms a river; much has changed since this time of course and now the River Don is 'clear as a bell'. The means of access, for those in the 'Rag Week Boat Race', can be seen and as I recall, this was my last picture here before heading off and delivering the goods, i.e. all the money I had collected for the 1968 Rag Week Magazine, full of useful venue information, advertising and to be frank, shear filth in terms of the cartoon jokes! Moving back along Castlegate now at the other side of the river and the splendid buildings on the eastern side of the river come into view, this glorious red/grey brick edifice at either side of Lady's Bridge was
Castle House but is now, partly, 'Cut Price Carpets' complete with 21st century appendage, a satellite dish; neglecting that, didn't the Victorians do well! The weir at Lady's Bridge is next, looking back towards the Victoria Station site and this one, for me, is very appealing in its colour and grandeur. Now on the opposite side of the river to earlier, some of the less impressive structures, still extant, one with square chimney, a soupçon of graffiti and green metal window frames. The 'New Testament Church of God Family Life Centre' now occupies a building not far from its rather impressive church, with two folk sat chatting over 'stuff' alongside the slowly flowing water of the Don; a beautiful scene. And, lastly is this almost final set, the camera now points once more across the river to the Aizlewood Mill on the right and the The Harlequin Freehouse on the left and under normal circumstance, that's where I would have headed next except there was a further shot I thought it worthwhile attempting to take to complete this second series of the 'Views in Camera'.
10. Rutland Road. Parkwood Springs. Unfortunately, the shot I had anticipated taking, from the site of the old Neepsend Engine Shed just off Rutland Road, which in the past had been easily accessible by walking across a piece of open ground, had now been completely taken over by a new-build industrial building and not only that, the space was all nicely palisaded off, the building occupying the whole of the space. This was just behind the camera in this final shot and, as luck would have it, on the other side of the road, 'there's a picture there', flashed straight into mind as a building on Botsford St., just a 'stones-throw' north of the M.S.L.R.'s now single line formation to Deepcar, was in view and with suitable brick-work, graffiti and blue van, probably makes a better picture than the rather mundane one I was thinking of showing just a set of rails disappearing towards the Sheffield Victoria site! Some heavy gradient filtering required in this one as the sun continued in full throttle and the shadows split the scene in half still, a worthy piece to end this 2nd of the 'Views in Camera' Video...
Although I have used as reference, 'A View of Sheffield, pictures 1982-1992' and this has been useful, there are many more images from this period in Adrian's book which speaks of the enormous changes which were taking places in Sheffield in the 1980s and 1990s and I can only recommend this for further viewing; the half dozen or so 'Then' pictures which I have used as reference, reflecting on a small portion of that 35 years ago vista.
A very Happy New Year to all interested views, many thanks for the comments and information provided over the last year, appreciate it all and am looking forward to a new, but maybe differently-accented, 2018...
E.& O.E.
in 2019 a modernized Fabia Rally Evo2 was introduced, a car that improves the considerable abilities of the first version even further. It is fitted with an upgraded 1,6-litre engine with more power, and lots of other new features. After scoring 5 manufacturers' and 4 world champion titles between 2015 and 2019, Skoda Motorsport now mainly focuses on supporting customers teams and talented young drivers, such as the Belgian team Sébastien Badoret and Thomas Walbrecq.
1.620 cc
4 In-line
288 hp
Exposition : Å koda 125 Years
18/12/2020 - 24/01/2021
Autoworld
Brussels - Belgium
December 2020
In the 1980's, the German Golf GTi was kind of the hill when it came to Hot Hatchbacks. It had seen off the days of conventional sports cars such as the Austin-Healey and the MG, and it appeared nothing could stop it. That is until France retaliated with the Peugeot 205 GTi, a car that literally rewrote the rule book!
The 205 began life as a humble little French family car back in 1983, being designed by Gerard Welter, although his styling is often confused for that of Pininfarina, who in reality only did the Cabriolet version. It is often credited as the car which turned Peugeot's fortunes around. Before the 205, Peugeot was considered the most conservative of France's "big three" car manufacturers, producing large saloons such as the 504 and 505. The genesis of the 205 lay within Peugeot's takeover in 1978 of Simca, which had the necessary expertise in making small cars. Early 205s used the X engine (commonly nicknamed the Douvrin "Suitcase Engine") from the older Peugeot 104, although these were later (1987-1988) replaced with the newer XU and TU-series engines, which were of PSA design.
Engines ranged from 954 cc to 1905 cc engine displacement, in carburettor or fuel injected petrol and diesel versions. Its use of the now standard PSA Peugeot Citroën suspension layout of MacPherson struts at the front, with torsion bar suspension rear suspension, that made its début in the Peugeot 305 estate, was a key ingredient of the success of the 205. This is fully independent using torsion bars (Torsion spring) and trailing arms. It is very compact and was designed to minimise suspension intrusion into the boot, giving a wide flat loadspace, while providing excellent ride and handling.
It was launched on 24 February 1983, falling narrowly short of the European Car of the Year award due to the similar sized Fiat Uno. The 205 however was to enjoy a life of much greater significance thanks to a little secret that Peugeot had up their sleeve. A simple three letters, GTi.
In 1984, the company unleashed the 205 GTi 1.6 upon the masses, being powered by a 104hp XU5J engine. Coupled with the car's renowned handling and lightweight design it was quicker, more responsive and much more upbeat than the Golf GTi, but that's before we get to the best part of it all.
In addition to the conventional GTi, Peugeot also created a Rally version, the 205 T16 (Turbo 16), for use in the up and coming sport of Group B Rally Car racing. To correspond with the rules of Group B rallying, the company had to produce 200 road-going examples of the car, this rule being enforced to stop larger car companies from simply building an overpowered one-off. This could also be enforced by rally versions being based on existing production models. Peugeot decided to base the Group B rally car on the two door version of the 205. The engine fitted to the car was a new mid-engined, turbocharged XU unit producing 197hp, and the gearbox was donated from a Citroen SM. The car had all wheel drive, and the body was modified by the automotive design team known as Heuliez. The rear was completely rebuilt to take sheet steel profiles and tubes for structural rigidity, as well as a tube frame to carry the front suspension.
Apart from the general outward appearance, the only thing the 205 T16 and the regular production 205 had in common was the Windscreen Frame. Upon its début in 1985, the car was almost like pitting a Saturn V rocket against the opposition, with phenomenal speed and grip at its disposal it absolutely trashed the competition. During its 3 years of rallying the car competed in the 34th, 35th and 36th 1,000 Lake Rally in Finland, the 33rd and 35th Lombard RAC Rally in Britain, the 35th and 36th International Swedish Rally, the 53rd Rallye Automobile de Monte Carlo, the 15th and 16th AWA Clarion Rally of New Zealand, the 32nd and 33rd Acropolis Rally in Greece, the 30th Tour de Corse - Rallye de France, the 5th Marlboro Rally Argentina and the 19th Rallye de Portugal Vinho do Porto, of which it yomped home victories in 1985 and 1986.
The only thing that beat the car's phenomenal speeds were the crowds that came out to watch it race, it simply set the world of Rallying ablaze. This car was simply unstoppable, and very soon all the other car manufacturers were in their workshops trying to design cars to try and beat it. Lancia arrived on the scene with the Delta S4, Audi joining the fray with the short-wheelbase Quattro, British Leyland even showed up with a heavily modified Metro. The party was, however, brought to an abrupt and fatal halt in 1986 when Ford retaliated with their RS200. Disaster struck at the 1986 Rallye de Portugal, where an RS200 came off the track and slammed into a wall of spectators, injuring 30 and killing 3. Within weeks Group B rallying was banned, and the 205's time in the sports spotlight came to a premature end.
The 205 GTi however remained a favourite, as well as the regular 205 for the masses until it was discontinued in 1998, being replaced by the 206. In all, 5.3 million of these cars left the production line, and you'll be able to find a fair few of them on the streets, thanks largely to their dependable nature and practical compactness.
Caught this BYD prototype car at the intersection of Diagonal Road and Sturt Road in Marion.
I'm assuming this is their new Dolphin hatchback based on what I have seen in the news from the automotive world.
It doesn't seem to be on any Australian registration. What is in the place of number plates, are a pair of photos of a Chinese number plate reading "B6601" placed on what looks to be a table or some sort of flat surface.
A larger and better cut photo of that same number plate can be seen affixed to the rear window.
As you may be able to tell, I don't photograph cars from China and that is because I do not have an interest in them. As for this one, I never see a prototype out on the road so, I definitely wanted to take it's photo no matter where it's coming from.
The Mazda Lantis is a series of two cars sold in Japan from 1993 to 1996. In the rest of the world it was also known as 323F, Astina, Allegro Hatchback or Artis Hatchback.
The Mazda Lantis used Mazda's CB platform, which means close relations to the Eunos 500/Xedos 6 and the 1994-1997 Mazda Capella. It was an FF layout car with either a manual or automatic transmission.
The body variant is what Mazda called a "4-door coupé", which in common terminology is a 5-door hatchback. In Europe the 5-door hatchback was designated BA, but was actually almost identical to the CB, and had little to do with other B platforms.
The 5-door was sold as the Mazda 323F in Europe, Artis in Chile and Allegro Hatchback (HB) in Colombia and a few other countries of Latin America. This model was penned by Ginger (Arnold) Ostle, who worked for Porsche before arriving at Mazda, and thus fans consider the 5-door to be closely related to the 4-door Panamera.
The Mazda 323F features power steering, electrically adjustable mirrors, central locking and power windows. Another noticeable feature are the frameless windows, similar to the Nissan Presea.
By the time the cars premiered in August 1993, Mazda's multi-brand strategy had become difficult to sustain, so both Lantis variants were released to Mazda, Efini and Eunos dealerships. Sales in Japan were lacklustre throughout the Lantis' production run, but the 323F proved to be immensely popular in Europe and some Latin America countries, where it sold in reasonable numbers right until it was discontinued.
The rare Type-R version of the Mazda Lantis was sold in Japan only and could be obtained in Europe and other parts of the world through import. The Type-R features a front lip, side skirts, a whale-tail spoiler (also featured on the Ford Sierra RS Cosworth and Ford Escort RS Cosworth), coloured front indicators and other modifications.
The name Lantis is created from the Latin phrase "Latens Curtis", which roughly translates as "To secretly shorten".
Although the 323F lacks a badge indicating which engine is fitted, the V6 version is easily recognizable since it is the only 323F with 5 stud hubs.
The regular 1.5 and 1.8 litre injection engines are very suitable to fit an LPG installation.
[Text from Wikipedia]
en.wikipedia.org/wiki/Mazda_Lantis
This miniland-scale Lego Mazda Lantis / Astina Liftback (1994) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
The Lantis - known as the Astina ins Australia, is definitely one of my favourite cars from the period, particularly for a small family car. Though rare in other parts of the world, a much higher percentage of the vehicles sold here were equipped with the 2.0 litre V6. I had not heard of the bewinged 'Type-R' until doing research for this model build.
The Favorit dates from 1987 but had its West-European debut in Amsterdam in 1989. It was the first FWD Skoda. The body was designed by Bertone. After the take-over of Skoda by the Volkswagen Group in 1991, many technical and quality improvements were carried out. A total of 783.167 hatchbacks and 219.254 breaks have been produced.
1.289 cc
4 In-line
54 hp @ 5.000 rpm
Vmax : 148 km/h
Exposition : Å koda 125 Years
18/12/2020 - 24/01/2021
Autoworld
Brussels - Belgium
December 2020
The Alfa Romeo Arna (Type 920) is a small family car produced by the Italian manufacturer Alfa Romeo Nissan Autoveicoli S.p.A. between 1983 and 1987. The company was founded on 9 October 1980 as a 50:50 joint venture between the Italian Alfa Romeo S.p.A. and the Japanese Nissan Motor Company.
History
On October 9, 1980, Takashi Ishihara of Nissan and Alfa Romeo President Ettore Massacesi signed a memorandum in Tokyo for increased cooperation between their two firms, and revealed their intent to create a joint production venture called AR.N.A. S.p.A. (Alfa Romeo Nissan Autoveicoli). Italian Prime Minister Francesco Cossiga endorsed the deal, despite political and auto-industry opposition, because he hoped to bolster the fortunes of the state-owned manufacturer, which had a cult following but was losing money.
The immediate priority of Alfa management, including Massacesi and managing director Corrado Innocenti was to field a competitor in the increasingly lucrative family hatchback market sector where the compact Volkswagen Golf and Lancia Delta were proving successful, and they hoped an alliance with Nissan would bring a competitive model to market quicker and cheaper. During that period, European countries were engaging in protectionism to guard their domestic car industries, with France even banning the import of Japanese-made vehicles. Working with Alfa Romeo, who controlled a respectable amount of European auto sales at the time was seen as a good hedge for Nissan and a chance to establish a foothold in the European market.
Alfa Romeo Arna 5-door
For the joint venture, a new plant was constructed in Pratola Serra, near Naples. The body panels of the car were constructed in Japan by Nissan, then shipped to Italy for final assembly.
The product of the relationship was launched at the 1983 Frankfurt Motor Show; the car's name was an acronym meaning Alfa Romeo Nissan Autoveicoli. The Arna was essentially a twin of the N12 series Nissan Pulsar / Nissan Cherry (also known as the Nissan Cherry Europe in selected European markets and the Nissan Pulsar Milano in Japan), but featured Alfa Romeo engines carried over from the Alfasud, as well as an Alfa transmission and front suspension. It did however use an independent rear suspension from Nissan. Italian-built cars badged as Nissan Cherry Europe can be readily identified by their rear lighting clusters, which match those of the Arna rather than the Japanese-built Cherry.
While British Leyland and Honda had a limited partnership in the United Kingdom at that time, the Nissan-Alfa Romeo alliance was the first of its kind between a European and Japanese automaker with joint investment into manufacturing and development. It was feared by the European Economic Community and ironically, Alfa's future parent Fiat, that the success of this partnership would be a Trojan horse for Japanese automakers to unfairly compete in Europe and decimate the European automotive manufacturing industry.
However, such fears were quickly allayed upon the Arna's release when it became obvious that the Arna exhibited the worst qualities of each of its parents. The Arna featured tempestuous mechanicals and indifferent build quality courtesy of Alfa Romeo. married to a Nissan body of questionable build and frumpy styling, with insipid handling common to Japanese cars of the time. This mismatch of technical strengths served to kill the sales of the Arna very rapidly. The Arna is listed as number 26 in the Richard Porter book, "Crap Cars".
By 1986, Alfa Romeo's parent company, the Italian-government owned Istituto per la Ricostruzione Industriale was suffering from heavy losses, and IRI president Romano Prodi put Alfa Romeo up for sale, with Fiat ultimately emerging as the new owner of Alfa. Fiat's first decision was to cease Arna production due to its poor reputation and poor sales, and to terminate the unsuccessful Alfa Romeo-Nissan alliance. Production ceased in 1987 with Fiat intending to strengthen the competitiveness of the Alfa Romeo 33 as Alfa's entry in that segment.
Models
The Arna was initially sold as a 3-door L and a 5-door SL and was fitted with the Alfasud 1.2 boxer engine (63 PS). In 1984, a 3-door TI version, with an 86 PS (63 kW; 85 hp) 1.3 litre boxer-four engine, was introduced, which was capable of reaching 170 km/h (110 mph) top speed. In November 1984 (model year 1985) came a more powerful 1.2 engine in the same trim configurations with 68 PS (50 kW; 67 hp), while there were no external differences there were light alterations to the interior. Later, there were also some TI trim cars built with 1.5 litre engines, sold also as the Nissan Cherry Europe GTI. The more powerful 1.5 TI/Cherry GTI had a top speed of 175 km/h (109 mph). The TI version was discontinued halfway through 1986.
[Text from Wikipedia]
en.wikipedia.org/wiki/Alfa_Romeo_Arna
This Lego miniland-scale Alfa Romeo Arna Ti Hatchback (Type 920 - 1983), has been created for Flickr LUGNuts' 90th Build Challenge, - "Fools Rush In!", -
to the subtheme - "Lemon Fresh Scent". The 90th build challenge presenting 13 different subthemes to choose to build to.
Vauxhall Cavelier (Mk.II) 1.8 Hatchback (1981-88) Engine 1796cc S4 Family II
Production 807,624 (all Mk.II models)
Registration Number C 345 UMV (London SE)
VAUXHALL SET
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The second generation Vauxhall Cavelier was launched in August 1981, as a front wheel drive car, using the same underpinnings as the Opel Ascona C. on the J body platform. During its model years it was available as a 2 or 4 door Saloon, Convertible, 5 door Estate and 5 door Hatchback, and with four cylinder engines of 1256cc, 1598cc, 1796cc and 1998cc. This model was part of GM's family of compact J-cars, along with the new Opel Ascona, the Australian Holden Camira, the Brazilian Chevrolet Monza, the Japanese Isuzu Aska, and the North American Chevrolet Cavalier, Pontiac Sunbird, Buick Skyhawk, Oldsmobile Firenza and Cadillac Cimarron.
In the UK it proved a huge sales succcess, with sales topping 100,000 in 1982, overtaking the new and radical Ford Sierra.and was Britains second best selling car in 1984 and 1985, behind the smaller Ford Escort.
Over the course of the model's lifetime, there were two facelifts mirroring changes made to the Ascona - firstly for the 1985 model year which saw revised eggcrate grilles, modified rear lamp clusters, new steering wheels, upgraded equipment, new upholstery options and different instrument graphics
And in 1987 for the genarations last model year the grilles and rear lamp clusters revised again in a style similar to the larger Senator model together with further improvements to equipment levels. A new 2.0L engine option became available on CD, SRi and GLS trim, whilst the availability of the fuel injected 1.8L unit was extended down to L trim.
Diolch am 81,244,277 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 81,244,277 amazing views, every one is greatly appreciated.
Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-318