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The last vehicle designed during André Citroën’s lifetime, the Citroën Type 23 is above all the vehicle with the longest life in the catalog of the brand, remaining in production from 1935 to 1969, in two versions of bodywork. Designed by Flaminio Bertoni like the Traction, it uses its stylistic codes but also its engine, albeit mounted in rear-wheel drive. Restyled after the war, it is was then called U23. Put into circulation in 1952, the U23 that we propose to you was purchased by Citroën for its 50 years, in 2002. Its dashboard is no longer original and it is missing its ignition wire set and the igniter. A complete restoration will be necessary to bring back to life this monument of French automotive history.
l'Aventure Peugeot Citroën DS, la Vente Officielle
Aguttes
Estimated : € 4.000 - 8.000
Sold for € 7.740
Citroen Heritage
93600 Aulnay-sous-Bois
France
September 2021
Aerodynamic carbody designed by David Bache (1926-1994).
Presented in June 1976.
Production period VandenPlas version: 1978-1986.
"SD" refers to "Specialist Devision", an internal given name by British Leyland (BL).
Amsterdam-N., Distelweg, June 24, 2009.
© 2009 Sander Toonen Amsterdam | All Rights Reserved
Aerodynamic carbody designed by David Bache (1926-1994) in cooperation with Spen King who did the engineering part. Presented in June 1976.
"SD" refers to "Specialist Devision", an internal given name by British Leyland (BL).
3528 cc 8 cylinder engine.
1445 kg.
Production SD1-Series: 1976-1986.
Production period VandenPlas version: 1978-1986.
Original Dutch reg. number: Sept. 19, 1984.
Sold in Febr. 2018.
Purmerend, Kwadijkerkoogweg, Sept. 26, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
Ouchy, Lausanne, canton of Vaud, Switzerland.
Shot with Alpa 10d at f/16, 1/125sec and Vivitar 24mm f/2.8 M42 lens on screw-mount to Alpa mount adapter on CineStill 50D ISO-50 film.
Rover 3500 Ser.II P6 (1970-76) Engine 3528cc V8 OHV Production 19896 (+ 37700 3500 models)
Registration Number 3500 RU (Cherished number first allocated to Bournemouth)
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
Designed by Spen King, Gordon Bashford and David Bache, the new Rover P6 represented a design aimed at appealing to a wider clientelle than the traditional Rover buyer.The design was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts,
The 3500 was launched in April 1968. Powered by a compact former Buick V8 of 3528cc, that had previously powered the Buick Special, Rover aquired the rights to the innovative aluminium engine which was modified firstly for use in the Rover P6B and the P6. The 3500 was produced alongside the Rover 2000, with the company claiming their new lightweight V8 weighed no more than the smaller capacity four cylinder engine. But propelled the new car to a top speed of 114mph as well as its 10.5-second acceleration time from 0–60 mph (impressive figures for the time). To accomodate the V8 engine in the engine bay the front suspension cross-member had to be relocated forward, while a more visible change was an extra air intake beneath the front bumper to accommodate the larger radiator. and the battery was shifted from under the bonnet to the boot. Externally apart from badging the two cars were largely the same, the 3500 being distinguished by a black vinyl covering on the C-pillar, though this later became a feature of the four cylinder cars. A 3-speed Borg Warner 35 automatic was the only transmission until the 1971 addition of a four-speed manual 3500S model, the S did not denote Sport but Syncromesh, despite the S being quicker.
The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation
Many thanks for a fantabulous 36,047.400 views (recalculated by Flickr)
3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-425
From the storage facilities at Bache-Gabrielsen in Cognac, there is a very special room where the eldest cognacs are stored in large glass balloons, as they have achieved maximum development and maturity in oak barrels. The room is named Paradise, and for a Cognac lover the room is exactly that.
Merseyrail EMU 508 128 arriving at Bache on the last station call before Chester, 2C26 Chester to Chester
The new P5 series was presented in Sept. 1958. It's semi-panoramic windscreen followed the car fashion of the late 1950s.
It was designed by David Bache.
In Autumn 1962 an elegant 4-door coupé was added.
The last version was called P5B and had an aluminium V8 engine taken from Buick.
3528 cc 8 cylinder V-engine.
1590 kg.
Production Rover P5/P5B series: 9/1958-6/1973.
Production Rover P5B 3.5 Litre: 9/1967-6/1973.
Original old Dutch reg. number: May 6, 1969.
Same owner since March 1996.
Purmerend, Netwerk, Nov. 5, 2016.
© 2016 Sander Toonen Amsterdam | All Rights Reserved
The 18 October launch of Against the Grain, the Whittingham & Baché 2015 Autumn/Winter Catwalk Collection at The Old Library in The Custard Factory, Digbeth, Birmingham, UK. Also featured were the art and poetry of SigA and the Jewelry of Anna Lorenz.
Shot at 800 ISO with CineStill 800T film which is Kodak Vision 3 5219 500T cinema film that has been converted for use in still cameras. Although it gave me just the look I wanted, it could be unforgiving at the fringes of the room where the lighting was less intense and even at the less illuminated edges of the stage. When I shoot this film in the future, I'll make sure to meter more often.
* Leica M6 *
* Canon RF 50mm f1.4 *
* CineStill 800T *
* Developed at AG Photolab *
* Epson V500 scanner *
* Photoshop CS6 *
Rover 3500 Vitesse SDI (1982-86) Engine 3528cc V8 OHV
Registration Number B 25 NYA
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
The Rover SD1 (n "SD1", the "SD" refers to "Specialist Division" and "1" is the first car to come from the in-house design team).was designed by Spen King and David Bache. The radical shape, resembled a Ferrari Daytona, but was designed with simplicity of manufacture in mind in contrast to the outgoing P6.To the point of reverting to a live rear axle and drum brakes at the rear.
Initially realed in June 1976 as a 3528cc V8 and was warmly praised by the press, winning the title European Car of the Year for 1977.
In 1982 Rover unveiled the Cowley-built, facelifted line to the public. These cars benefited mostly from small cosmetic changes on the exterior as well as a quite extensively redesigned interior. the facelift cars have redesigned headlamps with chromed rims and flush fitting on the later, recessed on the earlier series, the deeper rear window now fitted with a rear wash wipe, and the new plastic wrap around bumpers which replaced the three piece rubber and stainless steel ones. Along with the facelift came a rash of new models, including the flagship 190bhp fuel-injected version of its V8. engine the new derivative was originally only available in the Vitesse model, but from 1984 onwards it was also offered in the luxury Vanden Plas. Very rare are the "Twin Plenum" Vitesses; these had two throttle bodies mounted on the plenum chamber instead of one, and were produced in very small numbers as homologation for the twin plenum racers.
Many Thanks for a fan'dabi'dozi 26,068,700 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-641
The 18 October launch of Against the Grain, the Whittingham & Baché 2015 Autumn/Winter Catwalk Collection at The Old Library in The Custard Factory, Digbeth, Birmingham, UK. Also featured were the art and poetry of SigA and the Jewelry of Anna Lorenz.
Shot at 800 ISO with CineStill 800T film which is Kodak Vision 3 5219 500T cinema film that has been converted for use in still cameras. Although it gave me just the look I wanted, it could be unforgiving at the fringes of the room where the lighting was less intense and even at the less illuminated edges of the stage. When I shoot this film in the future, I'll make sure to meter more often.
* Leica M6 *
* Canon RF 50mm f1.4 *
* Zeiss Biogon 2/35 *
* CineStill 800T *
* Developed at AG Photolab *
* Epson V500 scanner *
* Photoshop CS6 *
For some reason I always had a bit of an affinity towards these cars, largely due to the fact that they seemed to be smiling with those light clusters. But much like the Maestro, it had purpose, it was innovative, and it was a car that refused to die!
The Austin Montego first started development life way back in 1977 under project code LC10 (Leyland Cars 10), as an intended replacement for the Morris Marina and the Princess. However, like many of the company's promising projects, such as the Maestro and the Metro, it was shelved for years on account of the fact that British Leyland ran out of money! After a corporate bailout by the British Government, the company chose instead to prolong the development of these cars and instead simply give the existing Marina and Princess a facelift, resulting in the Morris Ital and Austin Ambassador, both cars notable for being unimpressively bland masterpieces.
However, this delay did give British Leyland a chance to tie up with Honda, and in 1980 launched the Triumph Acclaim as both the first Japanese/British hybrid car, but also British Leyland's first consistently reliable product! The result was that both the simultaneously developed Austin Maestro and Montego could take some leaves out of Honda's book and therefore improve the reliability. Styling came from David Bache, who had previously had a hand in penning the Rover P4, the Rover SD1 and the Range Rover, and Roy Axe, who would later go on to style the Rover 800 and the Rolls Royce Silver Seraph. The lengthy development time of the car however clearly showed as the first sketches of the car were done back in 1975. Apparently when Roy Axe, who took over as Director of Design in 1982, saw the first prototype with the original design, he was so horrified that he suggested they scrap the whole thing and start over!
However, their combined design talent truly shows through with the Montego as in essence these are very handsome cars, with a long smooth body, a pleasing frontal alignment and design, and internally very capable and comfortable. Some novel features included were the colour coordinated bumpers that matched the rest of the car, and the wiper spindles hiding under the bonnet when parked.
Although many consider the Maestro just to be a hatchback version of the Montego, there were many features the Montego had that made it an all around better car. These included a new S-Series engine in place of the A-Series engine that dated back to the 1950's, and a more practical and robust dashboard. Variations of the car included the stylish and luxury Vanden Plas, which was styled internally by the world renowned coachbuilder with lavish wood veneer and seating (thankfully not given a chrome nose, that would have been insane!), the sporty MG Montego which featured a higher performance O-Series Turob Engine and a revolutionary synthesised computer voice that announced problems and warnings, and finally the Estate versions which were by far the most popular and received almost unanimous acclaim for their spacious interior.
The Montego was launched on April 25th 1984, being available at first as a 4-door saloon to replace the standard Morris Ital, but the Ital in estate form continued on until August, bringing an end to the 11 year old Morris Marina family. In October the Estate version was launched at the British International Motor Show. Initially things were looking up for the Montego, as mentioned the Estate version was lauded for its practicality, the MG Montego became the fastest MG ever built with 115hp to rocket it up to a top speed of 126mph at a rate of 0-60 in 7.1 seconds, and the Vanden Plas was a modest success for the business executive, as well as finding a home in the company car market.
Promotion for the car also helped to seal the deal with a fantastically choreographed advert where professional stunt driver Russ Swift, pretty much danced around a crowded car park in a Montego, doing reverse 180's in gaps only a few feet wide, and driving the car on two wheels through a gap only a ruler's length apart! Jeremy Clarkson would attempt to do the same thing 14 years later on one of his DVD's in another Montego, again with the help of Russ Swift, which went well the first time, but not so well the second, third, fourth, fifth, sixth or seventh time. Eventually the Montego was smashed in half by a large truck in a fiery explosion.
Sadly though, the honeymoon like with all good British Leyland cars was short lived, and soon afterwards the various faults and build quality problems became once again apparent. Although many of the features fitted to these cars such as the synthesised voice, the computer engine management and the redesigned dashboard were endearing, the main fault that these cars had were in the electrics, which would frequently go wrong. Some examples I've heard from early Montego owners have included the car failing to start, pressing the indicator switch only to blow the horn, or the synthesised talking lady never, ever, ever shutting up! Because of these problems the cars built up a very quick and poor reputation, added to by the poor construction of the actual car, with the colour coded bumpers being particularly problematic as they'd crack in cold weather.
But British Leyland didn't give up on the Montego, and in the background designers continued to tinker with the idea of further additions and changes to the car. Throughout the period following its introduction, British Leyland began to be broken up by the Thatcher Government, with Jaguar being made independent, the various parts manufacturers such as UNIPART being sold off, Leyland Trucks and Buses being sold to Volvo and DAF, and eventually the whole outfit being reduced to just MG and Rover. The Montego has been credited with being the last car to carry the Austin name, the badge being dropped in 1988 with future cars simply being dubbed the Montego. This coincided with a facelift in 1989 and the re-engineering of the car to be fitted with a Perkins Diesel. In 1989 a new seven-seater estate model was created called the Montego Countryman, built to combat the rising trend of People-Carriers such as the Renault Espace, but still being able to perform as well as a regular car. This, much like the original estate, proved immensely popular, especially in France for some reason, which went on to be one of the Montego's major markets.
In the early 90's the Montego did start getting back some reputation, winning the CAR Magazine's 'Giant Test' (all technical names I'm sure) when competing against the likes of the Citroen BX and the Audi 80. In fact the Rover Montego Turbo became a favourite with the RAF, and was used to whisk Officers across airfields as a personal transport. The Montego may have failed to outdo the Volkswagen Passat, but as for the British mob such as the Ford Sierra and the Vauxhall Cavalier, it was able competition. In fact when I was young in the 90's a lot of kids I'd see dropped off to school would be in then new Montego's because by this point the reliability issues had been ironed out following Rover Group's return to private ownership under British Aerospace.
But by 1992 the car was very much looking its age and was in desperate need of a replacement. In 1993 the Rover 600 was launched which pretty much ended the Montego for mass-production then and there, but special orders for the car continued until 1995. The machines continued to be a favourite among Company Car firms, and a lot of the developments made in the Montego lived on in later Rover cars, primarily the 600 and the 75, which inherited its rear suspension which was often held in high regard. But the curtain did eventually fall for the official Montego production in 1995 as new owners BMW desired nothing more than to be out with the old and in with the new, with facelifts all around including a new Rover 25 to replace the 200, a new Rover 45 to replace the 400, and a new Rover 75 to replace the 800, and the original Range Rover was revamped into the absolutely magnificent Range Rover P38 in 1995. The Maestro too was axed and the Metro followed not long afterwards in 1999, with the classic Mini being killed off in 2000, only to be brought back to life the same year under BMW management after the breakup of Rover that year.
But like the Maestro, the Montego simply wouldn't die, but unlike the Maestro, attempts to revive the car under bootlegged brands weren't as prosperous. In India, the company Sipani Automobiles, notable for attempting to recreate British cars such as the Reliant Kitten but instead consistently turning out garbage, attempted to built a few, but folded soon afterwards. In Trinidad & Tobago, a small firm attempted to sell their own copycat versions of the Montego, which were notable for their exceptional poor quality. But most famously was the attempt to recreate the car in China with the Lubao CA 6410, which yoked the nose of a Montego onto the back of a Maestro using a Maestro platform. Today that car is technically still in production as the Jiefang CA 6440 UA Van, but owes more to the Maestro than the Montego.
Today the Montego is a very rare car to find. Of the 571,000 cars built, only 296 remain, making it Britain's 8th most scrapped car. Contributing to this, areas of the bodywork that were to be covered by plastic trim (such as the front and rear bumpers) were left unpainted and thus unprotected. In addition, pre-1989 models cannot run on unleaded petrol without the cylinder head being converted or needing fuel additives.
However, as mentioned, the Montego estate was a huge hit in France, and chances are you'll find a fair number ambling about the countryside there. Malta too was another popular locale for the Montego, as well as many other British Leyland cars, including Marina's, Allegros and even Princesses!
My opinion on the Montego? Like most British Leyland cars it had prospects and purpose, but lacked the desire to build good, honest cars. It was comfortable, it was handsome, it performed as well as a family saloon car should, it was spacious and very well equipped, and like many British Leyland cars, such as the Princess with its Hydragas suspension, it was innovative. If these cars had been built better and had some of the teething problems ironed out with the electrical systems, then British Leyland could have easily gone on to make the family car of the 1980's. But like all pathfinders in the world of technology, they will suffer the full brunt of the problems they are most likely to experience.
People rarely remember the originals, only the one's that perfected it...
Rover 3500 Ser.II P6 (1970-76) Engine 3528cc V8 OHV Production 37,709 (+ 19896 3500S models)
Registration Number AMW 720 L
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
Designed by Spen King, Gordon Bashford and David Bache, the new Rover P6 represented a design aimed at appealing to a wider clientelle than the traditional Rover buyer.The design was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts,
The 3500 was launched in April 1968. Powered by a compact former Buick V8 of 3528cc, that had previously powered the Buick Special, Rover aquired the rights to the innovative aluminium engine which was modified firstly for use in the Rover P6B and the P6. The 3500 was produced alongside the Rover 2000, with the company claiming their new lightweight V8 weighed no more than the smaller capacity four cylinder engine. But propelled the new car to a top speed of 114mph as well as its 10.5-second acceleration time from 0–60 mph (impressive figures for the time). To accomodate the V8 engine in the engine bay the front suspension cross-member had to be relocated forward, while a more visible change was an extra air intake beneath the front bumper to accommodate the larger radiator. and the battery was shifted from under the bonnet to the boot. Externally apart from badging the two cars were largely the same, the 3500 being distinguished by a black vinyl covering on the C-pillar, though this later became a feature of the four cylinder cars. A 3-speed Borg Warner 35 automatic was the only transmission until the 1971 addition of a four-speed manual 3500S model, the S did not denote Sport but Syncromesh, despite the S being quicker.
The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation
Not sure about the bonnet duct on tthis car, it would appear to have the same purpose as the NADA triple nostril ducts, but the car would appear not to have wrap around bumpers of its American market cousins.
Many Thanks for a fan'dabi'dozi 26,065,600 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-635
This 1961 Land Rover 109" Series II Pickup drove to fast for me for preparing my camera.
The official Introduction of Land Rover Series I took place at the 1948 Amsterdam Motor Show.
The Series II was redesigned by David Bache (1925-1994).
L4 petrol engine runs on LPG.
1552 kg.
Max. payload: 1010 kg.
Production Series II: 1958-1971.
Original old Dutch reg. number: July 1961 (still valid, April 2024).
Since Nov. 1, 2006 from same owner.
Aalsmeer, Dec. 8, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
The 504 was originally introduced in 1968, and designed by Aldo Brovarone for Pininfarina. Available as a pick-up since 1970.
504 Berline production in Europe: 1968-1983, in certain African countries even till after 2004.
504 Pick-up production lasted till 1993.
Imported from France.
New French reg. number: Autumn 2000.
Amsterdam-N., Papaverweg, April 10, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
Rover 3500 Ser.II P6 (1970-76) Engine 3528cc V8 OHV Production 19896 (+ 37700 3500 models)
Registration Number TPX 243 K
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
Designed by Spen King, Gordon Bashford and David Bache, the new Rover P6 represented a design aimed at appealing to a wider clientelle than the traditional Rover buyer.The design was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts,
The 3500 was launched in April 1968. Powered by a compact former Buick V8 of 3528cc, that had previously powered the Buick Special, Rover aquired the rights to the innovative aluminium engine which was modified firstly for use in the Rover P6B and the P6. The 3500 was produced alongside the Rover 2000, with the company claiming their new lightweight V8 weighed no more than the smaller capacity four cylinder engine. But propelled the new car to a top speed of 114mph as well as its 10.5-second acceleration time from 0–60 mph (impressive figures for the time). To accomodate the V8 engine in the engine bay the front suspension cross-member had to be relocated forward, while a more visible change was an extra air intake beneath the front bumper to accommodate the larger radiator. and the battery was shifted from under the bonnet to the boot. Externally apart from badging the two cars were largely the same, the 3500 being distinguished by a black vinyl covering on the C-pillar, though this later became a feature of the four cylinder cars. A 3-speed Borg Warner 35 automatic was the only transmission until the 1971 addition of a four-speed manual 3500S model, the S did not denote Sport but Syncromesh, despite the S being quicker.
The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation
Not sure about the bonnet duct on tthis car, it would appear to have the same purpose as the NADA triple nostril ducts, but the car would appear not to have wrap around bumpers of its American market cousins.
Many Thanks for a fan'dabi'dozi 26,065,600 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-636
Rover Montego DLX Turbo (1988-94) Engine 1998cc MDi S4 Perkins Prima / Rover Production 546,000+
Registration Number L 998 HJB
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
Designed and developed by Ian Beech, David Bache, Roger Tucker and Roy Axe originally under project number LC10 along with the Austin Maestro.
The Montego emerged as BLs candidate for the volume saloon sales market, pitched against the Ford Cortina and Vauxhall Cavalier. The Montego was designed on conventional lines with steel spring suspension front and rear.
Available with 1.3 BMC A series and 1.6, 2.0 and a lusty 2.0ltr Perkins Turbo Diesel. A roomy car with adequate performance from the larger engined cars. The range also included a roomy Estate version with larger luggage capacity than its competitors, two additional rear-facing child seats and self-levelling suspension, also styled by Roy Axe, followed shortly and received instant acclaim, winning the company a Design Council award
Following a minor facelift in 1989 which introduced the seven seater Countryman and the Perkins Diesel engine to the line up the Austin name was dropped in favour of Rover. Though the car never wore the Rover name or badge, using instead a stylised badge resembling that of Rover.
Many Thanks for a fan'dabi'dozi 25,290,600 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-254
Rover 2000SC (1973-76) Engine 2205cc S4 OC Production 9316 (+ 16828 TCs)
Registration Number KNJ 943 P
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
Designed by Spen King, Gordon Bashford and David Bache, the new Rover P6 represented a design aimed at appealing to a wider clientelle than the traditional Rover buyer.The design was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts,
The first series of the P6 Rover 2000, launched in 1963, was powered by a 1978cc engine of 104bhp at the time the engine was unusual in having an overhead camshaft layout. The cylinder head had a perfectly flat surface, and the combustion chambers were cast into the piston crowns (sometimes known as a Heron head). Rover later developed a twin carburettor version, marketing the two cars as 2000SC and 2000TC.
The Mark II version was launched in 1970 with the same basic design as the original, but with an external facelift featuring egg box style grille and a contoured bonnet panel with the interior also refreshed.
The Mark II 2200 SC and TC (single + twin carburettor) was introduced in October 1973, replacing the 2000, partly in response to the increasingly draconian emission regulation particularly effecting Californian exports. Engine capacity was increased to 2204cc to increase torque and minimise the loss in reported power output, from the enforced changes to carburation and exhaust systems, Gear boxes on the manual transmission cars were strengthened to cope with the increased low speed torque. Nominal output fell to 98 bhp in the SC and to 115bhp for the TC.
The last 2200 came off the production line on 19 March 1977,
Many Thanks for a fan'dabi'dozi 26,064,800 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-632
The 18 October launch of Against the Grain, the Whittingham & Baché 2015 Autumn/Winter Catwalk Collection at The Old Library in The Custard Factory, Digbeth, Birmingham, UK. Also featured were the art and poetry of SigA and the Jewelry of Anna Lorenz.
Shot at 800 ISO with CineStill 800T film which is Kodak Vision 3 5219 500T cinema film that has been converted for use in still cameras. Although it gave me just the look I wanted, it could be unforgiving at the fringes of the room where the lighting was less intense and even at the less illuminated edges of the stage. When I shoot this film in the future, I'll make sure to meter more often.
* Leica M6 *
* Canon RF 50mm f1.4 *
* CineStill 800T *
* Developed at AG Photolab *
* Epson V500 scanner *
* Photoshop CS6 *
Appearing almost driverless! Merseyrail's class 508 143 from 1980 approaches the 1984 built station at Bache with a service on the loop Liverpool Lime St to Chester. Luv those horns on these units. Sept 26th 2014
Rover 3 litre Mk.II Saloon (1962-65) Engine 2995cc S6 IOE Production 15676 Mk.II Saloons (48541 all 3 ltr P5s = 40558 Saloons + 7983 Coupes)
Registration Number 133 MEW (Peterborough))
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
The Rover 3 litre was originally introduced in Mk.1 form in 1959 as a large four door Saloon or Coupe. Designed by David Bache the P5 was the flagship Rover model. Originally powered by 2,995cc S6OHV IOE engine with side exhaust valve an unusual arrangement inherited from the Rover P4. In this form, output of 115 brake horsepower An automatic transmission, overdrive on the manual, and Burman power steering were optional with overdrive becoming standard from May 1960. with 11 inch Girling drum brakes on the earlier car and optional servo front disc brakes, manual model had overdrive as standard from May 1960. and optional PAS from October 1960. Improvements on the Mk.1A included a standby electric fuel pump.
The Mk.II introduced in 1962 included the four door Coupe and have an extra 20bhp giving 129bhp, limproved suspension, the glass wondow deflectors were dropped, and raplaced with opening front door quarter lights and an improved gear shift with a choice of manual or automatic. All the late Mk.II had PAS.
The Mark II as saw the debut of the four door Coupe in Autumn 1962
The Mk.III was introduced in 1965 with PAS as standard, reclining front seats and better contoured rear seats. Recognised by the revised grille and badge and *continuous side chrome strip. This one seems to have the shorter Mk.II strip but is a 1967 car.
Many thanks for a fantabulous 36,046.900 views (recalculated by Flickr)
3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-422