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'They're on the main'.... Well, I had bee planning to go out for a shot of the 86/6s on their current Saturday morning workings and when I saw that a pair of 90s had been allocated to 4L97, I decided to have another half an hour in bed before heading to Westwood Road for a shot of 4L93 in the nicely diffuse lighting.
Freightliner racing green class 86 no. 86614 powers up the main line at Westwood Road, Atherstone, in multiple with powerhaul liveried classmate no. 86637 on 6th June 2020 working 4L93 Crewe Basford Hall- Felixstowe freightliner.
86614 rolled off the production line in May 1966 as E3145 from 1990 to 1992 it was named 'Frank Hornby'. 86637 appeared slightly earlier in December 1965 as E3130.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
After a couple of weeks in the hands of class 66s, the 4L60 and 4M45 circuit has today returned to 86/6 haulage.
Freightliner racing green class 86 no. 86639 heads up classmate no. 86614 north past Dordon Hall Farm, Grendon, working 4M45 Felixstowe- Garston freightliner on 14th July 2020.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
Finally briar... YAAAAAS, there's no doubt that she is the true queen of this line and although her outfits is the most busy and detailed of them all the off with their head girl is lookin pretty of the chain!!!! if it isn't totes obvi already pics not mine
Freightliner racing green class 86 no. 86604 leads classmate no. 86609 north at Forders Lane, off Marston Lane (Nuneaton), working 4M87 Felixstowe to Trafford Park intermodal on 15th October 2020.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
Freightliner racing green class 86/6 no. 86608 (E3180), formerly 'St. John Ambulance', leads classmate no. 86607 (E3176), formerly 'The Institution of Electrical Engineers', north on the slow line at Atherstone working 0Z48 Wembley Receptions 1-7 to Crewe Basford Hall light locomotives on 7th January 2021.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans. The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos. Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there. The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported. The 86/6 subclass is limited to 75mph and were used on Freightliner trains on a daily basis working as pairs until 2021. The DFNC pool contains eight class 86 locomotives, still available for service after 56 years. From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
In what can only be described as a rather significant downpour, I captured 4M87 at my usual location on Westwood Road.
Freightliner class 86 no. 86609 leads classmate no. 86608 north at Westwood Road, Atherstone, working 4M87 Felixstowe- Trafford Park freightliner on 8th July 2020.
I believe that 86609 is the oldest 86 currently in service, rolling off the production line in July 1965 as E3102.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
Reed beds by the north wall in Minsmere RSPB at sunrise. I'd like to dedicate this photo to all the volunteers who were absolutely brilliant throughout the week of my "pilgrimage" -even noticed some of them on Unsprung !
Copyright © 2015 Martyn William
Soul surviving Freightliner class 86/6 no. 86632 powers south at Canley working 0Z90 Crewe Basford Hall to Northampton light locomotive route learning run on Tuesday 16th February 2021.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and were used on Freightliner trains on a daily basis working as pairs until 2021. The DFNC pool contains two class 86 locomotives, still available for service after 56 years.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After my trip to Kettering, I then headed straight to Rugby to capture the cans on 4S88 and just about made it in time.
Freightliner Powerhaul liveried class 86 no. 86637 stands at Rugby during a driver change with similarly liveried classmate no. 86622 on 20th October 2020 working 4S88 Felixstowe to Coatbridge Intermodal.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
Yet another pair of 86/6s on the main, but completely ruining the shot I had set up in my head and ending up with a less than satisfactory result. The 86/6s passed through Rugby station on the slow line, but came to a stop at the signal in the distance. After a procession of Pendolinos, the signal gave the road and the 86s crossed over onto the down main to overtake 4M46, which was sitting at Brinklow awaiting the road north on its journey to Hams Hall.
Freightliner class 86 no. 86608 leads classmate no. 86632 north on the main past Cathiron on 8th June 2020 with 4M87 Felixstowe- Trafford Park Freightliner. The liner was overtaking 4M46, which was sitting in the loop at Brinklow.
86608 has the distinction of being converted to work Freightliner trains solo as 86501 from May 2000 to 2016. 86501 frequently turned up covering for class 90s but suffered several fires and was regularly pronounced 'dead' before its re-emergence as 86608, a standard 86/6 in 2016.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
Here is one of my two lovely valentines gift from my sweet heart!
She is holly o'hair in the spring unsprung version!
I really admit she is gorgeous. My favorite of the line, She will be a great addiction to my collection :) (since I have basic holly too) ^_^
Half an hour later, and racing north through Lichfield Trent Valley with an intermodal freight from Felixstowe to Trafford Park is veteran AC electric Class 86, 86632 and an unidentified classmate.
For a time it was the flagship of those early days of Electric traction on the Midland Region, but today few remain in nocturnal freight operations. The 100mph Class 86's were by far the most numerous of the original electric traction for British Rail, but their decline has been pronounced as many now languish in silent storage or have met their end at the cutter's torch.
The Class 86 was a culmination of developments pioneered by the original AC electric locomotives that formed the backbone of British Rail's Modernisation Plan in the late 1950's and early 60's. As part of the electrification of the West Coast Mainline, a new fleet of electric locomotives were commissioned to various manufacturers, these being the Class 81, 82, 83, 84 and 85. While the Class 81 and 85 were quite successful, and would see active service in the 1980's and 1990's, the Class 82, 83 and 84 were noted for their unreliability, largely due to their manufacturer's inexperience at building electric locomotives.
The Class 86, originally dubbed the AL6, took elements from each to create the perfect flagship locomotive, including the bodyshape and wheel design. The AL6 however also brought to the table its own innovative design features, including quieter cooling fans, the lack of a second pantograph and the fitting of four AEI 282AZ 900hp Traction Motors, with an overall power output of 3,600hp on the original locomotives.
The Class 86's made their first official appearance on the West Coast in August 1965, and eventually all 100 locomotives would be in service with BR after a 24 month construction run, making it the most numerous class of electric locomotive in the UK, an unbeaten record. However, initial problems came with regard to the AL6, largely due to the position of the axle-hung traction motors, which would cause damage to the tracks due to the additional unsprung mass. To solve this, new flexicoil springs were added in 1969 to help support the traction motors, this eventually being placed onto all members of the class.
By 1970, several variants of the class had been created for various purposes. 86/0 locomotives were unmodified members without flexicoil springs, and were restricted to 80mph; while 86/2 were modified with flexicoil springs, and could operate at the locomotive's top speed of 100mph, putting them in good stead for passenger services. A later variant was the Class 86/1, modified with 5,000hp traction motors as a testbed for the upcoming Class 87's, which would be the flagship electric locomotives for passenger trains out of London Euston.
Even following the introduction of the Class 87's in 1974, the Class 86's still held a prominent role on the West Coast Mainline for both passenger and freight operations. Their influence was widened in time thanks to the electrification of routes out of London Liverpool Street towards Cambridge, Harwich, Norwich and Ipswich. Class 86's began operations there during the mid to late 1980's, and became the prime motive power for express services along the Great Eastern route towards Anglia. This coincided with the addition of TDM or Time-Division Multiplexing, which allowed the locomotives to be controlled by cab-control cars. On the West Coast Mainline, streamlined Class 82 Driving Van Trailers made an appearance after 1988, while on the Great Eastern, converted MkII carriages called DBSO's, or Driving Brake Standard Only, were brought in from Scotland after they were displaced from Edinburgh to Glasgow expresses by Class 158 DMU's.
By the 1990's, a majority of the Class 86's were still in service on freight and passenger workings. Class 86/2's worked express passenger services, whilst Class 86/4's were reclassified into 86/6's for use on freight as part of the new Freightliner and Railfreight Distribution services. For a brief time, several 86/2's were allocated to freight, and these were renumbered 86/5's, but were quickly returned to InterCity. By the mid-1990's, the Class 86's were truly at the peak of their powers, operating InterCity services out of two major London terminals, and being the backbone of both freight and parcels services on the West Coast Mainline north of London, as well as on the Great Eastern to the east.
However, as privatisation began in the late 1990's, new operators were quick to outline their new plan for replacing the nearly 40 year old locomotives with newer stock. The Class 86's were split into several companies, with passenger 86/2's being divided amongst Anglia Railways, Virgin West Coast and Virgin Cross Country. Freight operator EWS inherited 15 locomotives from the Parcels sector, whilst 30 locomotives went to the newly formed Freightliner company.
As mentioned however, commitments to the new franchising system meant that old stock had to be replaced in order to improve service reliability, and the Class 86's were singled out for retirement more than the other classes. Virgin Cross Country were the first to retire the locomotives, their fleet of 19 locomotives used between Birmingham, Manchester, Liverpool and Scotland being retired in September 2002 along with all loco-hauled Cross-Country services. Some Class 86's would continue to find service with Virgin's West Coast Mainline arm, but the end was nigh for these locomotives as well, the last being retired in September 2003.
Anglia's Class 86's held on for another year, but as Virgin replaced its loco-hauled stock with new Class 390 Pendolino units, displaced Class 90's, which were much younger and more reliable, began working on Anglia's services out of London Liverpool Street. Coupled with the change in franchise from Anglia to National Express' 'One', and by September 2005 nothing remained of the Class 86, the very last Class 86 hauled intercity train taking place on September 17th, 2005, with 86235 doing the honours.
EWS also quickly retired the Class 86's, due largely to the removal of the Mail Train contract in 2003, but also due to the introduction of Class 66's to operate most freight diagrams.
Freightliner however continue to maintain a sizable fleet of locomotives for their freight operations on the West Coast and Great Eastern Mainlines, with 14 of these 52 year old locomotives still in active service with the company. Today they're quite hard to find in the daytime, but in rare instances you may be lucky enough to catch one running very late or very early.
Other Class 86's include ones exported to Bulgaria, of which 6 have currently been so far together with several Class 87's. Many Class 86's however continue to languish in storage, mostly at Long Marston base in Worcestershire, as well as many having been scrapped or stripped for spares donors.
Class 86's have also had their fair share of accidents, perhaps more so than other UK locomotive classes. The first such accident was in January 1975, when 86209 collided head-on with Class 83, 83003, killing one, though the 86 was eventually recovered and returned to work. Also in 1975, 86006 and 86242 suffered a devastating crash at Nuneaton, when the two electric locomotives entered a temporary speed restriction at high speed causing a derailment that killed 6 and injured 38.
Another very serious incident was the Colwich rail crash of September 19th, 1986, when 86211 and 86429 collided head-on, resulting in the death of one of the drivers and the destruction of both locomotives.
In 1996, 86239, hauling a Mail Train, collided with the rear of a freight train near Stafford and ended up in a back garden, writing off the locomotive and killing two Royal Mail staff aboard the mail train.
The last major crash of the Class 86 was in 2003, when 86631 and 86611 crashed into a stationary freight train at Norton Bridge, the force of the impact snapping the leading locomotive in half. Thankfully there were no fatalities, but both locomotives were written off.
Officially, three locomotives have been preserved here in the UK, but even these still see regular revenue earning work. 86259 'Les Ross' was purchased by the eponymous owner in 2008, and is a regular operator on the mainline working railtours for Vintage Trains. Two other Class 86's, 86101 and 86401, have been returned from preservation to help operate the Caledonian Sleeper service from London to Scotland. Though mostly used for Empty Carriage workings, they do sometimes operate the full route between London and Glasgow/Edinburgh.
Today, the Class 86's, though over 50 years old, still prove themselves reliable and charming electric locomotives, and true pioneers in their own right. A design that may date back to the late 1950's, the flexible nature of these engines has helped them stand the test of time, and one hopes they see continued use well into the future.
AC Locomotive Group owned, Serco Caledonian Sleeper liveried, GBRf operated class 86 no. 86101 'Sir William Stanier F.R.S.' arrives into Rugby platform 3 on 12th March 2015 to keep 92032 and 57307 company with 0Z86 Willesden T.M.D.-> Willesden T.M.D. locomotive/ route familiarisation trip.
I've been after a photo of 86101 for a long time, I now have around 200 to choose from, the joys of continuous shooting!
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans. The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos, 86101 remains in the country as part of the ACLG collection and should be moving to Warrington soon for ice breaking duties. Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there. 86701 and 86702 were also preserved by the ACLG however, it is looking like they will be exported in the new year. The 86/7 subclass was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After nearly 50 years of service, 13 locos remain in service with Freightliner and 1 with ETL. The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs. 86501 is the only 86/5, it was converted from an 86/6 in 2000 as an experiment with regearing being carried out. It can handle the same load as two 86/6s and frequently turns up on Class 90 turns.
Eurythmics was on in the car on the way to Rugby and I couldn't resist the title.
Freightliner racing green class 86 no. 86632 stands at Rugby during a crew change on 26th August 2020 in multiple with powerhaul classmate no. 86637 whilst working 4S88 Felixstowe- Coatbridge liner. Every flat on the service was empty due to issues at Felixstowe because of the inclement weather.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
A repeat shot from last week, but with different locomotives and a slightly better composition with the 'Northampton' station sign between the two class 86s.
A detailed view of the number one end of Freightliner class 86s no. 86609 and the number two end of 86604 coupled together atop 4S88 Felixstowe- Coatbridge during a crew change on 22nd July 2020.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
Not one that I was going to bother publishing, but I looked at it a second time and decided I was quiet pleased with the sky.
Freightliner powerscrawl liveried class 86 no. 86622 leads racing green classmate no. 86613 south past Marston Lane on 11th July 2020 working 4L93 Crewe Basford Hall- Felixstowe freightliner.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
One of two cubs at the sett tonight. Very cute and a little bit sleepy... But soon woke up when he spotted his sibling had found the macadamia nuts and sultanas I'd put down. Mum was charging around changing the beds and at one point ran into my tripod, she gave me a filthy look... and the youngsters were playing so close to me that most of the time I couldn't focus. I might have to start using the macro lens.
As see on TV (BBC Springwatch UnSprung), and the BBC Springwatch Home page and iPlayer... and their facebook, twitter and instagram pages... Which is nice :@)
On its penultimate journey before going into store, Freightliner class 86 no. 86613 whines south at Canley on 9th February 2021 working 0Z91 Crewe Basford Hall to Northampton light locomotive. This was a route learning run.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and were used on Freightliner trains on a daily basis working as pairs until 2021. The DFNC pool contains two class 86 locomotives, still available for service after 56 years.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
Well... All is not what it seems with this shot as I will now explain. The original plan for 0Z86 was to run out to Whitacre loop, run the 56 and return to Nuneaton around an hour later on the way south. Fortunately for me, this was not the name of the game as 66198 decided that it was going to disgrace itself and as a result, the box decided that the best course of action was to run 56312 round at Nuneaton.... In the station.
Although not totally unheard of, you don't get shots of 86s in the Birmingham platform at Nuneaton every day.
So, here was have the rather unusual shot of Intercity liveried class 86 no. 86213 'Lancashire Witch' sitting in platform 6 at Nuneaton whilst 56312 was running round. The AL6 was being moved on 0Z86 Barrow Hill L.I.P-> Willesden T.M.D.
For me, as an 86 fan, this has been the working of the year so far!
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans. The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos, 86101 remains in the country as part of the ACLG collection and should be moving to Warrington soon for ice breaking duties. Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there. 86701 and 86702 were also preserved by the ACLG however, it is looking like they will be exported in the new year. The 86/7 subclass was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After nearly 50 years of service, 13 locos remain in service with Freightliner and 1 with ETL. The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs. 86501 is the only 86/5, it was converted from an 86/6 in 2000 as an experiment with regearing being carried out. It can handle the same load as two 86/6s and frequently turns up on Class 90 turns.
New Ever After High DVD, got this today Welcome To Ever After High 2 Movie Pack, Thronecoming and Spring Unsprung, the first time on DVD, I do hope they release Way to Wonderland though as I still haven't seen it but I shall watch this soon.
I must confess, this one was seconds from evading me and unfortunately ended up with back bowlage, but such is life.
I left work at 4:45 and head to Westwood Road, arrived with less than two minutes to spare. Setting up my steps and ascending them, I was pretty pleased with an angle that I had never personally tested before. When I saw them round the corner just up the line, I thought my eyes were deceiving me- they were not!
Freightliner class 86 no, 86614 and currently inseparable classmate no. 86638 lead class 86 no. 86628 dead in train atop 4M87 Felixstowe-> Trafford Park liner on 26th June 2020 at Westwood Road, Atherstone. I've now done a pair, a trio and a quad of 86/6s. A single one would be nice to top the series off. Taken through my new Z-series nifty fifty with a wave from a friendly driver.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
Still in the DFNC pool after working the 'final' 86/6 hauled liner down from Coatbridge on Wednesday morning, Freightliner racing green class 86/6 no. 86608 (E3180), formerly 'St. John Ambulance,' leads classmate no. 86607 (E3176), formerly 'The Institution of Electrical Engineers', north on the slow line at Atherstone working 0Z48 Wembley Receptions 1-7 to Crewe Basford Hall light locomotives on 7th January 2021.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and were used on Freightliner trains on a daily basis working as pairs until 2021. The DFNC pool contains eight class 86 locomotives, still available for service after 56 years.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
So this look might be my fave besides Lizzie like cerise has look gorgeous before but now she's DDG and fierce!!!!
Privately owned electric blue liveried class 86 no. 86259/ E3137, 'Les Ross'/ 'Peter Pan', shunts through Rugby running light locomotive as 0S00 on 9th August 2020. The 86 detached from the rear of 5Z89 London Euston- Chester empty coaching stock move in order to stable on the station.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 11 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner. 5 freightliner examples are currently in store.
The Citroën DS (French pronunciation: [si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.
Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.
Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.
The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine
MODEL HISTORY
After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.
Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.
To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".
Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.
The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.
In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.
As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.
The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.
NAME
Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.
MOTORSPORT
The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.
In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.
TECHNICAL INNOVATION - HYDRAULIC SYSTEMS
In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.
At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".
The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.
IMPACT ON CITROEN BRAND DEVELOPMENT
The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.
The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.
New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.
In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.
REPLACING THE DS
The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.
Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.
The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.
The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.
So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.
The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.
DEVELOPMENT
The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.
ID 19 submodel to extend brand downwards (1957–69)
The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.
The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.
D SPECIAL AND D SUPER (1970–75)
The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.
SERIE 2 - NOSE REDESIGN IN 1962
In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.
Series 3 - Nose redesign in 1967 with Directional headlights
In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.
Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.
However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.
This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.
NEW GREEN HYDRAULIC FLUID
The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.
For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.
LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.
All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.
INTERNATIONAL SALES AND PRODUCTION
The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.
Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.
Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.
The DS was built and sold in South Africa from 1959 to 1975.
The DS was sold in Japan, but the models were built in France and left hand drive.
DS IN NORTH AMERICA
The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.
Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.
The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.
US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.
The European lamps were legal in Canada, including the directional headlamps.
The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.
DESIGN VARIATIONS
PALLAS
In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.
STATION WAGON, FAMILIALE AND AMBULANCE
A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.
The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.
The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.
CONVERTIBLE
Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.
CHAPRON VARIATIONS
In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).
BOSSAERT COUPE
Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.
THE REACTOR
In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.
The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.
MICHELIN PLR
The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.
Technical details
SUSPENSION
In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)
The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.
SOURCE AND RESERVE OF PRESSURE
The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.
Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.
GEARBOX AND CLUTCH
HYDRAULIQUE OR CITROMATIC
The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.
This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.
MANUAL - FOUR SPEED AND FIVE-SPEED
The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.
FULLY AUTOMATIC
In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.
ENGINES
The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.
Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.
Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.
The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).
The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.
Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).
IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.
The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.
IN POPULAR CULTURE
President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.
Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.
Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.
The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).
An ode to Jane Child's DS21 appears on her 1989 self-titled album.
In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.
Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.
LEGACY
Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.
The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.
From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.
In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.
WIKIPEDIA
So titled as this pairing seems to have been stuck together forever now (in reality its only about a week, but, anyhow...)
Freightliner powerhaul class 86 no. 86622 leads racing green liveried classmate no, 86613 south at Marston Lane (Nuneaton) working 4L97 Trafford Park-> Felixstowe freightliner on 21st July 2020.
The working was slightly amended today, with the cans working south from Trafford Park light locomotive as 0L97, before picking up the train at Crewe Basford Hall and continuing south under its usual schedule.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
One of those shots that I've been meaning to upload for a while but I've been on holiday since I took it.
A little background to the title, I parked up on the multi-storey carpark at Rugby station & put the ticket in my back pocket. To my horror, when I came to leave the station, the ticket had gone! The cost of a lost ticket at Rugby station is £25......... I will leave the story there! One expensive pair of 86/6s- but they're worth it.
Freightliner class 86/6 no. 86638 powers out of Rugby loop in multiple with fellow class 86 no. 86639 working 4L90 Trafford Park-> Felixstowe Intermodal service on 10th February 2015. In the background is Rugby SSC. At this part of February, the Lamington Viaduct closure was causing chaos on the West Coast Main Line and the liners south of Crewe were utilising the 86/6s that had been released as a result. When I found out that this pair was working 4L90, I jumped at the chance of a shot as the working stops at Rugby enroute to Ipswich for a 45 minute crew change.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos, 86101 remains in the country as part of the ACLG collection and should be moving to Warrington soon for ice breaking duties. Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there. 86701 and 86702 were also preserved by the ACLG however, it is looking like they will be exported in the new year. The 86/7 subclass was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After nearly 50 years of service, 13 locos remain in service with Freightliner and 1 with ETL. The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs. 86501 is the only 86/5, it was converted from an 86/6 in 2000 as an experiment with regearing being carried out. It can handle the same load as two 86/6s and frequently turns up on Class 90 turns. During 2015, 86101 and 87002 have been hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD. 86401 was moved UKRL Leicester for repairs and a return to the mainline. 86235 has also been moved from Long Marston to UKRL Leicester 'for assessment'. 86401 is now in service along with 87002 and 86101 and 86702 has also been brought up to mainline standard and is in use at Ilford as a carriage heater for the Bombardier mk3 overhaul program.
86701 is currently at Willesden pending developments. During February 2016, an ACLG press released indicated that 86213 has been sold to the Bulgarian company Bulmarket. Whether 86701 and 86702 are to join them is yet to be seen. 86246 is also at Willesden having donated its wheelsets to 86259 in 2015 and is set to remain there for the time being as a spares donor to the AC Locomotive Group fleet.
Manufacturer: Fuego Motorworks
Nationality: American
First assembled: October 2213
Birthplace: Ojai, California
Price: $65,000
Weight: 1,825 lbs
Engine: Naturally aspirated 2.0 L I4
HP: 470 hp
0-60: 4.7 sec
Top Speed: 200 mph
"Topless fun."
The Tournesol is a vivacious sports car with a design reminiscent of the hot rods of the mid 20th century. While nothing truly revolutionary was developed for the Tournesol, it does feature impressive equipment and surprisingly competitive stats. It is not meant to be a super sports car, but rather a capable cruiser; and with relatively simple modifications can become a truly formidable track car. The Tournesol follows the success of the Tyranno TR-X, but utilizes a specifically engineered chassis and shares almost no components with the Tyranno.
Low weight became an priority over power output. While the body is made from Aluminum the underpinnings of the Tournesol are made almost entirely out of carbon fiber. An Aluminum subframe protects the carbon tub in the event of a collision and simplifies repairs should the need arise. A bladder equipped fuel cell that is molded into the tub is used to maintain the overall weight centered and balanced. The obsession with weight reduction found its way to the wheels. The wheels have a carbon rim and spokes to reduce unsprung weight and magnesium hubs to aid with heat dissipation from the brakes.
Four functional velocity trumpets rise above the hood creating a stunning visual flair that mimics the Tournesol’s various design inspirations. The Tournesol’s body is designed using the same properties as the cars of the mid 20th century; which are typically a long hood, medium cockpit, and short rear. Where the Tournesol is cosmetically modernized are the lights; it used diffused lens LEDs for both Y-shaped head and round taillights. The interior is very minimalistic and comprised mostly of carbon fiber, aluminum anodized to customer presences, and quilted leather upholstery.
A feather weight sports car is best complimented with a large and powerful engine; this is not the case with the Tournesol. Relatively simple repairs and daily drivability were favored by Fuego engineers and equipped the Tournesol with a lively 2.0 liter four cylinder engine. Responsiveness was the top priority during the Tournesol's development; therefore, the engine remains naturally aspirated to provide acceleration whenever the driver presses the gas pedal. A 6-speed sequential transmission is used in place of an automatic or H-pattern manual, promoting the fun nature of the car.
Freightliner racing green class 86 no. 86609 stands at Northampton in multiple with classmate no. 86604 atop 4S88 Felixstowe (Ipswich)- Coatbridge on 22nd July 2020.
The Class 86 locomotives built upon the Class 81-5 however they included some improved features such as quieter fans.
The locos were initially notorious for causing track damage due to a large amount of unsprung mass however, after modifications which led to the fitting of large flexicoil springs, the problems diminished. The initial class 86/0 subclass was limited to 85 mph due to the track-wear issue, those which were fitted with flexicoil springs were renumbered into the 86/2 series and were 100mph capable. 3 test bed class 87s were numbered 86101-103 and were 110mph locos.
Many locomotives have been exported to operator Floyd in Hungary and are used on freight trains over there.
The 86/7 subclass of two locomotives was 110mph capable however they were withdrawn in early 2013 due to lack of GSMR fitment. After several unsuccessful attempts to find work for 86701 and 86702, both locomotives were exported.
The 86/6 subclass is limited to 75mph and are used on Freightliner trains on a daily basis as working pairs.
From 2015 to 2019, 86101, 86401 and 87002 were hired in by GBRf in order to work ECS moves between London Euston and Wembley ICD for the Caledonian Sleeper. After the arrival of mk5 stock to the Caledonian Sleeper, 87002, 86101 and 86401 came off lease. 86101 and 87002 were sold to Locomotive Services Limited in Crewe and 86401 was sold to the West Coast Railway Company and is currently based at Carnforth.
After 50 years of service, 16 locos remain in service with Freightliner, one with Locomotive Services Limited, one with WRC and one with a private owner.
Functional and playable Batmobile Tumbler. Fits 2 figs.
Functions (see videos):
- openable hatch
- rear suspension (live axle with spring)
- independent suspension of the front wheels (unsprung)
- movable flaps
- steering (for presentation purposes only, some parts must be added)
Functional minifig-scale Batmobile Tumbler with full suspension and opening hatch (no Batpod, sorry ;-).
“Got to get me one of those!” That was what I thought when I saw Zeto's Übertumbler some months ago. But I didn't have the building abilities at that time. Now I thought I should give it a try since the Tumbler is one of the coolest movie vehicles around.
Concept::
- It should fit 2 figs (Batman and Rachel).
- It should have the typical front wheel suspension.
- It should be functional and playable since the Tumbler is an action vehicle.
- It should have no or only a few visible studs since the smooth surface is a typical aspect of the vehicle.
- It should consist rather of panels than of bricks.
Features:
- openable hatch
- rear suspension (live axle with spring)
- independent suspension of the front wheels (unsprung)
- steering (no real function, for presentation purposes only, some parts must be added)
- interior (with batarang holder!)
Credits and References
- Zeto Vince (www.flickr.com/photos/25678535@N06/6279738782, overall design, idea of tilting the backbone to get the typical angle, modular design)
- _Tiler (www.flickr.com/photos/55943031@N02/6911347894, overall design, some details)
- Brent Waller (www.flickr.com/photos/wetwired/3230014677, overall design)
- Pellaeon (www.flickr.com/photos/pellaeon/4886926318, some details, I changed the rear wheels when I saw his Tumbler ;-)
Many thanks to my dear friend Philipp (Brucewaynelego-Toyshansolo, www.flickr.com/photos/brucewaynelego/) who helped me out with some very important parts.
Thanks for looking.
Jaguar XE R Sport D Auto (2015-0n) Engine 1999cc S4 Ingenium turbo diesel 180PS (178bhp)
Registration Number YG 68 HYH (Leeds)
JAGUAR SET
www.flickr.com/photos/45676495@N05/albums/72157623671588245
The Jaguar XE (X760) is a rear or all-wheel drive, front-engine, four-door compact executive car, designed by Ian Callum and produced from 13 April 2015 at Jaguar Land Rover's Solihull plant.
The XE was the first Jaguar to be built at Solihull which was to be dedicated to the manufacture of aluminium vehicles under both the Jaguar and Land Rover brands, including the second-generation Range Rover Sport, but due to high demand for an increase in the vehicles production it was completely to Castle Bromwich in 2017 as part of a £100m refit.
The XE was the first application of Jaguar Land Rover's new 2.0 L turbocharged Ingenium four-cylinder engine The system, developed by Fiat Powertrain Technologies, is a hydraulically-actuated variable valve lift (VVL) technology enabling "cylinder by cylinder, stroke by stroke" control of intake air directly via a gasoline engine's inlet valves
Ian Callum designed the XE's exterior, its construction features bonded and riveted aluminium construction, with bolt-on front and rear crash structure and key body panels to simplify repair and decrease insurance costs. The XE is the first built on the Jaguar Land Rover iQ[Al] (D7a) modular platform, also used for the second generation Jaguar XF (X260) F Pace SUV, and the Range Rover Velar. The major suspension components are manufactured from aluminium to reduce the unsprung as well as overall vehicle mass and increase the suspension system stiffness
Diolch am 74,267,977 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 74,267,977amazing views, every one is greatly appreciated.
Shot 23.06.2019 at Donington Park, Castle Donington, Leicestershire 142-129