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Morris Minor 1000 (1956-62) Engine 948cc S4 OHV Production 850,000 (Both Minor 1000's)
Registration Number XAS 585 (Inverness)
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The Minor 1000 (1956-62) was a direct descendant of the earlier Minor series II with a 948cc S4 OHV engine it had a revised front grille, a curved one piece windscreen, larger rear window, dished steering wheel, and painted 14inch wheels, flashing direction indicators replaced semaphore trafficators.
This car comes with add on Speedwell Engineerig cylinder head and other period tuning extras offered by Speedwell for the BMC A Series engine.
The (1962-71) version had a larger 1098cc S4 OHV engine boosting output to 48bhp and a top speed of 77 mph bracket. Differences were however slight a new dashboard layout with a lidded glove box on the passenger side and open cubby hole in front of the driver, and a different heater, externally the new car gained a new larger tail flasher and front side/flasher lights
Many thanks for a fantabulous 36,142.400 views
3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-379
"Salon de l'Automobile"
The Citroën Visa is a five-door, front-engine, front wheel drive supermini manufactured and marketed by Citroën from 1978 to 1988 in gasoline and diesel variants. 1,254,390 examples were ultimately manufactured over a single generation, with a single facelift (1981). China has also assembled the car as the Liuzhou Wuling LZW 7100 minicar. Production started in 1991 and finished in 1994.
For my video; youtu.be/tx-WZFnM_-c
Back of postcard reads:
From the Advanced Thinking of Studebaker
AMERICA'S MOST ADVANCED AUTOMOBILE
The AVANTI
A 4-passenger high performance prestige car. Exciting aerodynamic wedge
design, power disc brakes, built-in steel safety arch over passenger compartment.
Options include Power-Shift automatic, supercharged engine, 4-speed stick shift.
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photographer | ► Bernard Egger profile.. • collections.. • sets
classic sports cars | vintage motorcycles | Oldtimer Grand Prix
Mille Miglia | Ennstal-Classic ☆ motorsport legends & passion
event | 2009 Rechberg Bergrennen, Styria 💚 AT
📷 | Lancia Integrale EVO 5 Felix Pailer :: rumoto image # 1882
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Rechberg, Steiermark, FIA European Hill Climb Championship - Hill GP of Austria - Europa Bergmeisterschaft
Lancia Integralle EVO 5, 650 HP, 0-100: 2,7-3sec, driver: Felix Pailer
A Toyota Supra at the Street Mag Show Hildesheim.
© Dennis Matthies
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Polícia Militar do DF
Batalhão de Polícia Militar Ambiental
Policiamento Rural
Chevrolet S-10 LT 2014
Veículo adaptado pela Engesig
This unique unrestored car was manufactured by Rapid A.G. of Dietikon, Zurich, Switzerland in 1946. Jozef Ganz built the car using numerous ideas and designs he had patented for a Volkswagen, or People’s car.
Ideas about a car for the people had been advocated since the early 1920s by a Jewish engineer named Jozef Ganz (1898-1967). As editor-in-chief of the German Motor-Kritik magazine he was able to publicize his plans for an affordable yet safe car that the masses could afford. In 1931, when working for Adler, he built a prototype, which he nicknamed the Maikäfer (May beetle), a vehicle with a backbone chassis and swing arm suspension, items that would later feature on the Volkswagen Beetle. In 1934, shortly after Hitler became Chancellor of Germany, Ganz was banned from running his own Motor Kritik magazine and was ultimately boycotted altogether. His name was all but obliterated.
When Hitler ordered Ferdinand Porsche to design a People’s car, he was in fact using Ganz’s idea’s. Jozef Ganz escaped to Switzerland where in 1946 he was able, with state funding, start the Swiss People’s car project. The car displayed here is car n° 11 of the pre-production run of 37 built at the Rapid works. The project came to a standstill before entering the manufacturing stage.
1 Cylinder
35 ex.
Louwman Museum
Den Haag - The Hague
Nederland - Netherlands
August 2017
LEGAL NOTICE | protected work • All Rights reserved! © B. Egger photographer retains ownership and all copyrights in this work.
photographer | Bernard Egger.. • collections • sets
event | 2010 ENNSTAL-CLASSIC • Styria 💚 Austria
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licence | for any user agreement please contact Bernard Egger.
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rumoto images, 2010 Ennstal-Classic, 写真家, カメラマン, 摄影师, 2010 Grand Prix, Bernard Egger, photography, Nikon FX, Моторспорт фотография, Motorsport, Моторспорт, машина, авто, Automobile, 車, motoring, classiche, classica, classic cars, vintage cars, storiche, historic cars, historique, heritage, sports cars, european cars, Sportwagen, classic sports cars, Oldtimer, Passione, Mythos, legends, Leggenda, awesome, stunning,
«If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.»
1955 BMW 507 V8 Chassis # 003 Ennstal-Classic (c) Bernard Egger :: rumoto images 3684
Please go here to see more photographs of the Family Car -
www.flickr.com/photos/69559277@N04/sets/72157628124351754...
Produced from the original negative in my collection.
The Lamborghini LM002 is an SUV that was built by the Lamborghini automobile company between 1986 and 1993. The LM002 was an unusual departure for Lamborghini which, at the time, was primarily known for high-performance grand tourers and sports cars. The LM002 was also the first four-wheel drive model manufactured by Lamborghini.
Lamborghini built its first military vehicle, a prototype vehicle codenamed the "Cheetah", in 1977. Lamborghini had designed the vehicle with hopes of selling it to the US military. The original Cheetah prototype had a rear-mounted Chrysler V8 engine. The prototype was destroyed during testing by the US military. This led Lamborghini to develop the LM001, which was very similar to the Cheetah, but had an AMC V8 engine.
It was finally determined that the engine being mounted in the rear caused too many unfavorable handling characteristics in an offroad vehicle, and the LMA002 was built with an entirely new chassis, moving the engine (now the V12 out of the Lamborghini Countach) to the front. After much testing and altering of the prototype, it was finally given a serial number and became the first LM002. The production model was unveiled in an early 1986 Brussels Auto Show.
Dubbed the "Rambo-Lambo", its aggressive styling and powerful engine made it a success for Lamborghini. Civilian models were outfitted with a full luxury package, including full leather trim, tinted power windows, air conditioning, and a premium stereo mounted in a roof console. In order to meet the vehicle's tire needs, Lamborghini commissioned Pirelli to create the Pirelli Scorpion tires with custom, run-flat tread designs. These were made specifically for the LM and were offered in two different tread designs, one for mixed use and the other for sand use only. These tires could be run virtually flat without risk and were the only rubbers available that could handle the desert heat, the loading and the speeds that the LM could inflict on them. A 76 gallon (290 litre) fuel tank supplied fuel.
328 units were produced between 1986 and 1993.
Iso Rivolta S4
1967 - 1975
V8 (Chevrolet / Ford)
192 ex.
Chantilly Arts & Elegance Richard Mille
Château de Chantilly
Chantilly
France - Frankrijk
September 2016
La société de Monsieur Paul Genin a été fermée le 30 septembre 1993.
6 Route de Montmarault
Saint-Pourçain-sur-Sioule (03), France.
Photoshoot of a Ferrari 360 Modena in Sydney - all photos on my site here!
★ facebook ★ website ★ mini supercars ★ mini supercars on facebook ★
Here we have it, one of the most iconic little cars in the whole of history. A machine that revolutionised the concept of the city car, and what has now become a pure symbol of Englishness!
This little machine is simply known as the Mini! :D
Construction of the Mini first began in 1959, with the car designed by the British Motor Corporation's (BMC) chief designer Sir Alec Issigonis, who envisaged a car that had as much space as was humanly possible devoted to the passenger so as to combine the practicality of a big car with the nippy nature of a Dune Buggy. The result was that 80% of the car's platform was available for use by both passengers and luggage. The car was also designed to be fuel efficient, built in response to the 1956 Suez Crisis which resulted in rising fuel prices and petrol rationing. During this period it became apparent that German 'Bubble Car' equivalents such as the Heinkel Kabine and various Messerschmitt designs were starting to corner the market, and thus the Mini project was launched under project name ADO15 (Amalgamated Drawing Office project number 15). Great care was taken to make sure that as much space was saved for the passenger, including the instalment of compact rubber springs instead of conventional metal and the small but powerful BMC A-Series four-cylinder engine tucked away at the front.
In April 1959 the car was launched to the press under the designation of both the Austin Seven and the Morris Mini-Minor (due to the amalgamation of the Austin and Morris brands under BMC). By the time the car was let loose thousands had already been sent abroad in an audacious promotional campaign. Things however started slow for the Mini, but this rising star soon became an icon during the 1960's, selling 1,190,000 by 1967.
But, behind all the shining sales figures, there were some major problems for BMC and their wonderchild. Baffled by the car, Ford bought one for the base price of £497 and took it apart, desperate to know how their rivals were doing it for the money. As it turns out they weren't, and were able to determine that BMC was losing at least £30 on every single car they sold. Novelty was the only way to get the car properly moving in this competitive new world, and the Mini was all about that. By 1970 the car had appeared in a variety of movies and TV shows, the most famous of which was their charge to glory in the 1969 film 'The Italian Job', where a trio of Minis were used to plunder gold from under the noses of the Mafia and the Italian Authorities. A Leyland Mini holds a place in the heart of British TV under the ownership of Mr. Bean and his various clumsy antics, usually involving an unfortunate Reliant Regal. At the same time it was a car of choice for TV and Music Stars who wanted to show off their quirks!
From then on the car continued to keep up its notorious status as a British symbol of motoring, with a huge variety of cars being made including a spacious van, a country camper, a pickup truck and the Moke dune buggy! There were also two almost identical saloon versions of the car known as the Wolseley Hornet and the Riley Elf that were built between 1961 and 1969 as more luxurious alternatives to the original.
In 1969 the first major facelift came in the form of the Clubman, designed under British Leyland to give the car a new lease of life, but ended up being something of a mongrel. Although functionally the same, the boys at British Leyland couldn't help but get things off to a bad start by relocating construction from the Cowley Plant to the Longbridge Plant, which meant that all kits and tools had to be moved too and thus initial sales were very slow. British Leyland's reliability reputation was soon to follow, with the unfortunate Mini becoming a victim of the shoddy workmanship that had mired so many of its other products.
Eventually the Clubman was killed off in 1980, although the original Mini design had been built alongside and was still selling strong. British Leyland however had plans to kill off the Mini in 1980 by introducing its new small economy car, the Austin Metro. Built very much to the same principals of the Mini, the Metro was a much more angular design but still a capable little family hatchback. But the angular lines and big bulky body did nothing for the Metro, and the car failed to sell in the numbers domestically than those of the Mini internationally!
Towards the end of the 1980's and 1990's, the car came in a variety of different 'Special Editions' as the car became less of a mass-market machine and more a fashion item. The iconic nature of the car had sealed its fate with new owners of the Rover Group, BMW, who intended to keep the car going for as long as possible. At the same time the car was a major seller in Japan, which gave a boost of sales in the early 1990's with 40,000 new cars being exported there.
Eventually however, the design was starting to look very tired and with Rover Group making heavy losses, the Mini and its spiritual cousin the Metro were killed off in 2000 and 1999, respectively. Rover was granted the ability to run-out the model to the very end before Rover itself was sold off in 2000. During the breakup, BMW designed a new version of the Mini which was launched in 2000 and is still being built today as quite a sleek and popular machine, a little bit more bulky than the original but certainly keeping the novelty and charm. The originals however ended on the 4th October 2000, with a red Mini Cooper S bringing an end to 5,387,862 cars.
However, although the original Mini is now very much dead, the novelty that surrounds these tiny little cars is enough to keep thousands and thousands of these machines preserved or in continual everyday usage. Older Mini-Minors are a bit hard to come by and the Clubmans rusted away before you could get them home from the showroom, but the later Mini's sold in the 1980's and 1990's are still alive and kicking on the roads of Britain, and can still draw the attention of passers by even 56 years after the first ones left the production line!
The Rambler American is an automobile manufactured by the American Motors Corporation (AMC) between 1958 and 1969. The American was the second incarnation of AMC's forerunner Nash Motors second-generation Rambler compact that was sold under the Nash and Hudson Motors marques from 1954 and 1955.
The American can be classified in three distinct model year generations: 1958 to 1960, 1961 to 1963, and 1964 to 1969. During the entire length of its production, the car was sold under the Rambler brand name, and was the last Rambler named automobile marketed in the Canadian and United States markets.
This particular Rambler would fall into the Third Generation range from 1964 to 1969.
Three bracketed photos were taken and combined with Photomatix to create this HDR image. Additional adjustments were made in Photoshop CS5.
"For I know the plans I have for you,” declares the LORD, “plans to prosper you and not to harm you, plans to give you hope and a future." ~Jeremiah 29:11
Basis : BMW 507
Coachwork by Vignale
One-off
The BMW 3200 Michelotti Vignale is, literally, unique. Just one single prototype has ever been constructed, designed by the legendary Italian designer Giovanni Michelotti. This car is built on the chassis of the 1958 BMW 507, provided by Italian BMW importer Alessandro Paolini & Figlio. Sergio Scaglietti, based in Modena, who already had built himself a solid reputation with his work for Enzo Ferrari, was responsible for the bodywork. Alfredo Vignale assembled the car in Turin, which is also where this beauty premiered at the Salone dell’automobile di Torino.
3.168 cc
V8
150 pk @ 5.000 rpm
1.330 kg
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2016
Knokke - Belgium
Oktober 2016
R121
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 100.000 - 150.000
Parijs - Paris
Frankrijk - France
February 2018
- Delivered new to France
- Manual transmission
- Recent partial restoration
- Registered in France
This Mercedes-Benz 190 SL was registered new in France on 3rd May 1961 and it still carries the plaque of the Garage Royal Élysées (the original importer) and its 1975 Paris registration. In 1972, the Mercedes belonged to a Director of SEB before passing to the second owner and renowned international bridge champion, Mr Roger Trézel, widely recognised as one of the game's most accomplished exponents. It was then sold (in 1974) to the third owner, an enthusiastic car connoisseur, who participated in numerous rallies as a member of the Automobile Club de France. Maintenance for the ten years prior to the recent partial restoration was carried out by the Mercedes-Benz specialist Etoile Collections in Suresnes, Paris.
Including a complete bare-metal re-spray of the body in original Ivory, the aforementioned partial restoration was undertaken between February 2016 and August 2017. The interior is very original including the dark red leather seats, which were lightly Connollised recently and possess a delightful patina. A new set of carpets and new convertible hood have been fitted, while the interior also boasts a Blaupunkt stereo and a small bench seat in the rear that can accommodate a third passenger. Following its recent bare metal repaint together with 75% New Chromework, New Tyres, full service including brake overhaul this car is presented in excellent condition and is said to drive very well. It comes complete with original keys and soft-top tonneau, and has a French Carte Grise.
W29
Sensation of the 1935 Berlin Auto Show, Mercedes-Benz's legendary pre-war 500 K supercar cost a small fortune when new and today commands a king's ransom, such is its rarity. The 1930s decade was a period of unprecedented fertility in motor car styling, of which the sublime 500 K represented the very pinnacle of excellence. Its timeless appeal endures to this day.
The 500 K, which boasted an ingenious swing-axle independent rear suspension layout, was created by Hans Nibel, who having started with Benz in the early years of the 20th Century, succeeded Marius Barbarou as chief engineer in 1904 and designed (and raced) the huge Benz cars of the period, culminating in the 200hp 'Blitzen' Benz. After the merger with Mercedes he replaced Ferdinand Porsche and created the most sophisticated chassis of their day for road and track, including the first of the 'Silver Arrow' racers. The supercharged road-going Mercedes of the 1930s are a wonderful tribute to his engineering skills.
The 500 K's immediate forerunner was the 380. Introduced at the 1933 Berlin Auto Show, the 380 K was powered by a 3.8-litre supercharged straight eight and took its place at the head of Mercedes-Benz's model range alongside the ageing SS. Developed and refined on the earlier S series, Mercedes-Benz's forced induction technology enabled the driver to engage the supercharger for short bursts of enhanced acceleration.
There were also strong visual links to the S series in the form of the massive V-shaped radiator, set well back on the chassis, and imposing Bosch headlights. With its all-round independent suspension and four-wheel hydraulic brakes, the chassis represented the very best of modern automotive technology, endowing the 380 with class-leading ride, handling, and braking. These characteristics, coupled with the effortless power of the blown straight eight, made the 380 ideally suited to exploit the extensive Autobahn network then under construction in Germany.
Whereas in the past such exclusive and expensive cars would have been chauffeur driven, the 380 was designed with the enthusiastic and mechanically knowledgeable owner/driver in mind, reflecting the changing social and economic conditions of the 1930s. Its many technological advances notwithstanding, the 380 was deemed insufficiently powerful to provide the required level of performance when called upon to carry large enclosed-limousine bodies, although these were now the exception rather than the norm. Mercedes-Benz lost no time in developing its successor: the 500 K.
Together with the succeeding 540 K, the magnificent Mercedes-Benz 500 K was arguably the most noteworthy production model offered by the Stuttgart firm during the 1930s. Introduced at the Berlin Auto Show, a mere 13 months after the 380's arrival, the 500 K was powered by a 5,018cc overhead-valve straight-eight engine that featured the company's famous Roots-type supercharger system in which pressing the accelerator pedal to the end of its travel would simultaneously engage the compressor and close off the alternative atmospheric intake to the carburettor. This system had been thoroughly proven on the preceding series of Dr. Porsche-conceived S-Type cars, and in effect the 500/540 K was the last supercharged production Mercedes until relatively recent times. The 380 continued in production but by the end of 1934 had gone, leaving the 500 K unchallenged at the top of the Mercedes-Benz range.
Generously braced, the 500 K's box-section chassis boasted independent suspension all round: by wishbones and coil springs at the front and swing axles at the rear, with damping by hydraulic lever-type shock absorbers. Horizontal camber compensating springs were a later addition to the swing axles, further refining wheel control. Standard equipment included two spare wheels, safety glass, electric windscreen wipers, centralised lubrication, and a central fog light.
Beneath its impressing bonnet, the 500 K's eight-cylinder pushrod engine developed 100bhp un-supercharged or 160bhp at 3,400rpm with the compressor engaged. Cast as one in steel, the combined crankcase/cylinder block was topped by a cast-iron head, while the oil supply was contained within an aluminium sump. The gearbox was a four-speeder with direct (1:1) 3rd gear and overdrive top ratio, the latter engaged via a pre-selector mechanism.
With the supercharger engaged via its multi-plate clutch, the 500 K had a top speed approaching 177km/h (110mph), which was matched by servo-assisted hydraulic braking. Its performance potential was such that Mercedes-Benz in the UK retained the Italian racing driver Goffredo 'Freddy' Zehender as technical adviser and demonstration driver, since the supercharged Mercedes was one of the few genuine 100mph road cars available in the 1930s. After testing an open-top 500 K in 1936, The Autocar declared: 'This is a master car, for the very few. The sheer insolence of its great power affords an experience on its own.'
Although the 500K/540 K chassis attracted the attention of many of the better quality bespoke coachbuilders of the day, the company's own Sindelfingen coachwork left little room for improvement. With a lengthy wheelbase of almost 3.3 metres, and a tall engine, the 500 K must have been a challenge to body in sporting style, yet few would deny that with the Roadster version, as seen here, master stylist Hermann Ahrens and the craftsmen at Sindelfingen succeeded brilliantly.
The Roadster was offered in two versions, '105380' being an example of the 1st Series that was characterised by the absence of windup windows, a fully folding convertible hood, and twin spare wheels mounted on the short, tapered tail, which featured chromed, stalk-mounted tail lights. Today finished in a rich shade of red, with interior upholstery in tan leather and a matching cloth convertible hood, the car boasts an impressive array of features that includes chromed wire wheels, twin windscreen-mounted spotlights, and chromed exhaust pipes.
The manufacturing record of the 500 K reveals its exclusive nature: 105 being produced in 1934, 190 in 1935 and 59 in 1936 making a total of 354 cars, of which it is estimated that only 29 were completed with Roadster or Spezial Roadster coachwork. In recent years, the rarity, style and performance of these big supercharged Mercedes have made them one of the most sought-after of all classic cars on the few occasions they have come on the open market.
The imposing and supremely elegant 500 K roadster we offer here, chassis number '105380', was completed by Sindelfingen on 6th February 1935; the car was finished in green, the paint being an early form of metallic. Following completion, '105380' was immediately despatched to Berlin where it occupied centre stage on the Mercedes-Benz stand at that year's Motor Show, held between 14th and 24th February. A photograph of '105380', taken on the Mercedes-Benz stand, is reproduced in Jan Melin's book, 'Mercedes-Benz 8 - The Supercharged 8-Cylinder Cars of the 1930s' (page 182).
The 500 K remained in Berlin until 22nd March. Purchased there by businessman Hans Friedrich Prym of Stolberg it was despatched to the Mercedes-Benz agency in Aachen, Germany. The Kommission document records the date of the transaction as 25th April 1935.
Prym is Germany's oldest family-owned company and still has its global headquarters in Stolberg. For more than 400 years Prym has been known for metal products of the highest quality, ranging from press-stud fastenings to superfine electro-mechanical components.
The car's subsequent history is not known prior to its appearance in the 1970s, still in excellent condition, in the collection of late Russell Strauch of Toledo, Ohio. A pioneer collector, Mr Strauch's world-class collection of coachbuilt classic automobiles included fine examples by the likes of Mercedes-Benz, Duesenberg, Packard and many more. How the 500 K came to the USA is not known. It disappeared overnight from the Prym premises. All that is known is, that it was stolen that night. In any case, the Mercedes resurfaced decades later in the USA at a collector named Russel Strauch.
Russell Strauch died in 1976, by which time the 500 K moved to the collection of Don Dickson, where it remained until 1988. The next custodian of '105380' was Richie Clyne for the Imperial Palace Collection. While there the car was treated to a cosmetic restoration, which was carried out by Mike Fennell Enterprises of Saugus, California in 1991.
Subsequently, the 500 K passed into the fastidious care of the Lyon Family Collection where it formed one of the highlights for many years, representing the very best of the marque in terms of both performance and style.
In August 2011, '105380' was auctioned at Pebble Beach in Monterey, California to a car collector from Europe. In March 2012 the Mercedes was exhibited at the Techno Classica show in Essen where the heirs of Hans Prym were able to catch hold of their car. On the basis of confirming interim orders by the competent German courts the parties involved entered into negotiations, which lead to a final and comprehensive settlement on the restitution of the car. Therefore, seventy years after its disappearance, the car returned to its lawful owners. Thus, we are proud to say: This rare vehicle comes along with a thoroughly documented history and is offered by the family of the very first and sole owner.
This wonderful 500 K is offered for sale today by the Prym family and comes with the all-important Mercedes-Benz Classic certification and a detailed condition report (in German) compiled by independent Mercedes specialists. Representative of the very best that money could buy in the mid-1930s, '105380' is an excellent example of this classic and much sought after German model."
The Chantilly Sale
Bonhams
Sold for € 5.290.000
Chantilly Arts & Elegance Richard Mille
Château de Chantilly
Chantilly
France - Frankrijk
September 2016
Coachwork by Zagato
Chassis : Alfa-Romeo 8C
4.200 cc
V8
420 hp
Vmax : + 300 km/h
0-100 km/h : 3,5 sec
850 kg
Expo: Zagato Swiss
Pantheon Basel
Forum für Oldtimer
Hofacker 72
Basel
Swiss - Schweiz
March 2017
Photographed at the 2016 Antique Automobile Club of America Regional Fall Meet in Hershey, Pennsylvania. This grand event, held during the first full week of October, is so popular that it is usually simply identified as "Hershey".
Only 43,842 original miles. Owner was asking $125,000.
All of my classic car photos can be found here: Car Collections
Press "L" for a larger image on black.
VW SPLIT SCREEN BUS PARKED NEXT TO A VW GOLF GTI AUTOMOBILE OR MOTOR CAR AT A RETRO CAR SHOW AT A STREET VENUE IN A SEASIDE HOLIDAY RESORT KENT ENGLAND DSCN2128
Toyota first produced automobiles in 1933, originally sold under the Toyoda name, the first passenger car was the Model AA Sedan and the Model AB Cabriolet.
The AA was a fully enclosed 4-door sedan that largely copied the design of the Chrysler built DeSoto Airflow. It had a metal body on a metal ladder chassis. The metal body was of modern construction compared to the fabric-over-wooden-frame bodies used on cars designed in the 1920s. The rear doors opened backwards as suicide doors. The front glass spanned the entire width of the body in a single pane.
The AB was identical to the AA except that it was a convertible with a folding cloth roof, the rear doors opened forwards like conventional doors and the front glass could fold down onto the engine compartment
Only 1404 Sedans and 353 Cabriolets were made from 1936-43, there are no known surviving examples, so this is a replica
Originally powered by 3400cc 6 cyl engine, replicas by a 2300cc 6 cyl
Petersen Museum, Los Angeles
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Copyright © 2014
Pre-Production Car
Grey Silver Metallic
7.993 cc
W16
1.001 PS @ 6.000 rpm
1.250 Nm @ 2.200 - 5.500 rpm
Vmax : 407 km/h
0-100 km/h : 2,5 sec
0-200 km/h : 7,3 sec
0-300 km/h : 16,7 sec
1.888 kg
Chantilly Arts & Elegance Richard Mille
Château de Chantilly
Chantilly
France - Frankrijk
September 2016
Coachwork by Duval
Estimated : € 50.000 - 70.000
Sold for € 31.050
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2018
Although considered by many in Europe as unsophisticated, American cars developed a certain following on the continent between the World Wars. Although not as economical to operate as British and European makes, and saddled with additional duties and road tax, they proved to be robust and reliable.
Purchased new by an aristocrat in the Loire Valley of France, this 1937 Chevrolet Master was consigned to Carrosserie Charles Duval at Boulogne-sur-Seine, a Parisian suburb, for a bespoke body. Established in 1929, Duval’s firm built its first bodies for Amilcar chassis, for which it became well known. Other marques wearing Duval bodies included Derby, Tracta, Chenard-Walcker and even Bugatti. A 1930 Delahaye is described by the late historian Jan Norbye as ‘follow[ing] the American style’. In addition to one-off bodies, Duval undertook some series production for La Licorne until 1939. The coming of war put an end to the enterprise.
The original consignor of this Chevrolet Master gave instruction for a five-seat ‘Mylord’ cabriolet. He kept the car until the 1960s, when it was sold to its second owner. It was then restored in 2007 in an extensive operation, in which a correct 216-cu. in. replacement engine was sourced in the U.S., rebuilt there and shipped to France for installation. Documentation for this work is included on file.
Finished in white with blue wings, the Master exhibits a measure of flair not seen in home-market Chevrolets. Duval’s craftsmen echoed the line of the Chevrolet’s body crease, which on ’37s originates from the lower edge of the bonnet. The beltline of the body mirrors this profile, which is highlighted by a bold bright moulding running in parallel. A ‘bustle’ luggage compartment is appended to the rear of the body, with an exposed spare on the boot-lid. The hood folds down and rests atop the body in Germanic fashion, and side lamps on the front wings give the American nose a Continental air.