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Another for the archive that i took on a film camera well over 40 years ago. A secondhand shop in my local town sadly no longer there. The lovely lady who i have forgotten her name but i do remember her dogs name Muppet , probably because he bit my hand : (
She was so pleased with the print she bought a large framed copy and i was chuffed as this was the very first photo i ever sold. Thanks for reading : )
Yayyyy!! ヽ(=´▽`=)ﾉ💝
I get spring gift again ٩(ˊᗜˋ*)و
My work has been selected as a cover for "GearBox Magazine" Group ヽ(^◇^*)/ 💖🌼🌷🎁
I'm sooooo glad and, sooooo honor and, soooo Ultra Exciting!!!｡:.ﾟヽ(´∀`｡)ﾉﾟ.:｡
and, Thank you so much again for choose my work my dear group owner and, admins (人´ω｀*).☆.。.:*・゜Arigatou♡💖🌷🌼🎁
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woww!!! ∑(°口°๑)
I get mid Summer Gift again ٩(ˊᗜˋ*)و
My work has been selected as a cover for "GearBox Magazine" Group ヽ(^◇^*)/ 💖🌊🌻🎁
I'm sooooo glad and, sooooo honor and, soooo Ultra Happy!!!｡:.ﾟヽ(´∀`｡)ﾉﾟ.:｡
and, Thank you so much again for choose my work my dear group owner and, admins (人´ω｀*).☆.。.:*・゜Arigatou♡💝🌊🌻🎁🍦
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1904 Aster Modèle 16/20CV Type Tonneau
- 2676cc straight-4 SV engine
- Zenith carburettor
- 4-speed manual gearbox
- rear wheel chain drive
- power 20 bhp / 1.200 rpm
- curb weight 1270 kg
- top speed 60 km/h
- it has an Aster engine (individual cylinders) and chassis
- The body is made by Carrosserie Automobile Renaudin Fils Besson in Paris
!☺☺ Happy Summer Holidays Season Greetings ☺☺!
Giacinto Guffanti cement factory then Italcementi Spa cement factory, Albino. Founded 1886, renovated 1940s, demolished 2019.
The Elite, or Lotus Type 14, was the first purpose-designed road coupe from the innovative mind of Colin Chapman, founder of Lotus Cars (1952). This endeavor followed his open Six and Seven roadsters and a series of very successful sports racers, starting with his first fully enclosed aerodynamic 1954 Lotus Mk VIII.
Chapman’s approach was always to “add lightness,” instead of moving to bigger, heavier engines. He achieved this for the Elite by pioneering an all-fiberglass monocoque with only localized steel reinforcement. The 1953 Corvette showed the potential of a fiberglass body on a steel chassis, but Chapman took it a step further. The Elite was entirely fiberglass, including its load-bearing structure. Suspension parts and the front subframe supporting the engine, bolted directly to three box sections molded into the fiberglass body. His advanced glass-reinforced composite body panels were lightweight and cost-effective but, more importantly, it was the world’s first fiberglass monocoque production car.
The curvaceous body style was the work of Peter Kirwan-Taylor, John Frayling, and aerodynamicist, Frank Costin. The resulting design had a low drag coefficient of only 0.29. Underneath was an advanced suspension derived from Lotus 12 Formula 2 racing car and used “Chapman struts” at the rear. You can see their tops poking up through the rear window. The resulting build, and combined lighter weight, gave the Elite a nimble, exhilarating performance out of its 75hp 1.2-liter Coventry Climax “Feather Weight Elite” (FEW) inline four-cylinder engine. 1960 Motor magazine road test noted its maximum speed at 111.8 mph with 0–60 mph in 11.4 seconds. “Speed, controllability in all conditions and comfort in all its aspects make this compact two-seat coupe an extremely desirable property,” concluded the road test, calling it a “mettlesome thoroughbred.”
At roughly $5500 with tax, the Series 1 Elite was pricey, but it was gorgeous and fast! Series 2 developments included an improved design of rear suspension, and a better body build by Bristol Aircraft. In 1960, one could option a higher performance, special equipment (SE) Lotus model, like the one seen here. This included a ZF all-synchromesh close-ratio gearbox, two SU carburetors, and a modified exhaust manifold. Altogether, the package developed 85 bhp.
The Lotus Elite offered outstanding performance, but it was expensive to build and nearly bankrupted Lotus. In September 1963, after a mere five years, Elite production came to a halt. Road & Track magazine even ran “An Appreciation and an Obituary” for the elegant little car.
The Chrysler Corporation was a design powerhouse in the 1990s. But the automaker also became known for its dreamy show cars, the most famous of which was probably the Chrysler Atlantic.
The concept made its debut at the 1995 Detroit Auto Show, wowing onlookers with its retro styling and powerful proportions. Tom Tremont, one of the Atlantic’s designers, said in a 1995 episode of Top Gear that the idea for the car came about in 1993, after the company’s then-president Bob Lutz and design chief Tom Gale returned from the Frankfurt Motor Show and Paris Concours d’Elegance. Lutz’s napkin sketch on the plane ride back became a “free ticket for the designers to express their pent-up emotion for that romantic period of car design,” per Tremont
The final design came from Bob Hubbach – who also penned the Dodge Viper GTS concept – and clearly shows that romance and dramatic flair. A prominent center rib starts from the pointed nose and runs over the hood, roof, trunk, and glass, recalling the Bugatti Type 57SC Atlantic (which also donated its name, obviously). The split grille is reminiscent of a 1947 Delahaye Saoutchik, while the pontoon wheel arches and rounded side windows take inspiration from the 1937 Talbot-Lago T150SS “Teardrop” – my favorite design of all time.
The 21-inch front and 22-inch rear wheels were massive for the era, but they pale in comparison to some of the rollers found on those pre–World War II coachbuilds. The finned, disc-shaped design borrows more than a few notes from the Bugatti Type 41 Royale, thoroughly appropriate for Chrysler’s love letter to the era.
The story is similar inside. A crisp line runs down the dashboard and through the full-length center console, connecting the four-seat cabin with the exterior. An analog clock and temperature gauge appear on the center stack with mother-of-pearl faces, paired with the beige and deep red upholstery to give the Atlantic a sophisticated, Art Moderne look. And although I might have liked to see a full wood dash à la the 1930s Chrysler Airflow and Imperial, restrained use of extraneous trim helps the Atlantic’s interior look relatively modern, even after almost 30 years. The same cannot be said of many 1990s show cars.
It Actually Ran And Drove
Unlike many of today’s concepts, which have tiny electric motors to get on and off the stage and little else, the Chrysler Atlantic was built to drive using a modified version of the Dodge Viper platform. Underneath the long hood is a 4.0-liter straight-eight engine built out of two Neon 2.0-liter four-cylinders laid end to end. The inline eight-cylinder design was yet another throwback to 1930s luxury, and it made a decent 360 horsepower.
At the rear is a four-speed automatic transaxle from the front-drive Chrysler LHS but flipped to the back, with a robust torque tube going through the center tunnel from the engine to the gearbox. The Plymouth Prowler would later use the same powertrain layout, though with the LHS’ 3.5-liter V6 underhood instead of a V8. Despite the engine’s reasonable output, the Atlantic wasn’t particularly quick, as the transmission wasn’t geared for the massive wheels.
The Atlantic wasn’t seriously considered for sale, although engineers made sure the Viper’s V10 would have fit in the engine bay, and the steel bodywork – coachbuilt in grand pre-war style by Gaffoglio Family Metalcrafters in California – was more production-ready than the styrofoam and fiberglass that many show cars use. Chrysler even let a few members of the automotive media drive the Atlantic, albeit at a modest pace on closed roads. A review appeared in the 19 April 1995 issue of Autocar magazine, and Chris Berry drove the Chrysler concept for that aforementioned Top Gear episode. The TV host hypothesized that a production version of the Atlantic would likely cost $100,000, nearly double the price of a contemporary Dodge Viper RT/10.
Where Is It Now?
The Atlantic is a part of Stellantis’ historical vehicle collection, and it occasionally makes an appearance on the auto show circuit. It recently showed up at the 2023 Lime Rock Concours (where I shot it) and was spotted by a Reddit user who was able to inspect the Chrysler’s mechanical components and listen to its straight-eight start up and drive away.
While it would have been great for Chrysler to build an ultra-luxurious two-door to do battle with the Mercedes-Benz S500 Coupe and Aston Martin DB7, its chances of long-term survival would have likely been slim. But alongside the automaker’s innovative engineering and competent production cars, the Atlantic showed how talented Chrysler designers were as well. And thank goodness it still shows up here and there, ready to wow onlookers today just like it did 29 years ago.
1939 Bentley 4¼ Liter Drophead Tourer Coachwork by Vanden Plas.
Walter O. Bentley's company was purchased by Rolls-Royce, Ltd. in 1931 and moved from Cricklewood, London to Rolls' Derby works. The Bentley cars produced from 1933 through 1939 are known as the 'Derby Bentleys.' The first of these was based on the current-series Rolls-Royce 202/25-horsepower chassis but was reconfigured to use the 20/25's 2.75-liter engine. The 126-inch bare chassis left the factory to be bodied by outside coachbuilders.
The new 4.25-Litre (4,257cc) model, introduced in 1936, had an increase in power over the previous model while retaining the well-proven chassis with servo-assisted braking and faultless gear-change. This new engine was shared with the equivalent Rolls-Royce, the 25/30hp, and as had been the case with the preceding 3½-Litre model, was a superior specification in Bentley form, fitted with twin SU carburetors, raised compression ratio, and a more 'sporting' camshaft. Equipped with twin SU carburetors, the 4,257cc overhead valve inline 6-cylinder engine delivered 126 horsepower at 4,500 RPM. The introduction of the Hall's Metal bearings would eventually lead to an adoption of an overdrive gearbox and improved lubrication system, improvements which coincided with the introduction of the 'M' series cars in 1939. Approximately 200 examples were produced during 1939 (a total of 1,234 examples during its production lifespan), and they were renowned for their reliability, refinement, and long-distance cruising capabilities.
This Bentley 4.25 Litre is one of the most famous Derby Bentleys. It was fitted with striking open tourer 'cut-down door' - style coachwork by Vanden Plas of London and finished in a color scheme that earned it the nickname of 'Honeysuckle.' The 4.25 Litre was originally ordered by Captain E. Molyneaux with coachwork by Thrupp & Maberly, which was almost immediately removed and placed on another Bentley owned by Molyneaux. Vanden Plas then made this replacement body, which was delivered in June of 1939. After the Second World War ended, it was owned for a short time by William Douglas-Home, the playwright and brother of the former British Prime Minister, Sir Alec Douglas-Home.
This first class Jaguar 3.4 Mk I was manufactured on the 20th April 1959. The Jaguar left the factory in British Racing Green with Suede Green leather and was supplied new by Henlys Limited, London. The registration mark WXX 890 is the original allocated London number and the car left the factory with discs brakes and the manual with overdrive gearbox.
A total of 17,045 3.4 Mk1 Jaguars were built and around 200 roadworthy examples are left in the UK.
This car was seen at the Broadway classic car show on 15th August 2021.
The world's most recognisable Mk II Jaguar was a burgundy car seen on TV's 'Inspector Morse' detective series.
1929 Citroën C6E 14HP Cabriolet Décapotable 2-Places
- 2442cc straight-6 SV engine
- 3-speed manual gearbox
- 33 bhp / 3.000 rpm
- curb weight 1330 kg
- top speed 105 km/h
- 61.280 units assembled (1928-1932)
^)(^ SORRY: I have to "slow down" (probably fewer photos, fewer input in groups, fewer comments and slower responses, etc.) for the next coming weeks, because we renovate our house ♫♪
I am very sorry about possible inconveniences ...
The Morgan Plus 8 is a sports car built by British car maker Morgan from 1968 to 2004 and again in revised form between 2012 and 2018. Its instant and enduring popularity has been credited with saving the company and keeping the company famous during the 36 years of its manufacture. Among Morgan enthusiasts, it is deeply associated with Peter Morgan, the owner-chairman behind its design.
Design
The development of the Plus 8 was led by Maurice Owen, an engineer taken on specifically for the role. The Plus 8 prototype was based on a modified chassis from the Plus 4, altered to accept the Rover alloy block 215 cu in (3.5 L) V8, purchased from GM-Buick in 1967. Plus 4's Moss gearbox was carried over and the Salisbury 7HA axle was uprated with a limited-slip differential. The chassis was developed in stages to accommodate gearbox changes in 1973 and 1976, 1995 the body widened in 1976 to accommodate the widened chassis and the wings widened to accommodate larger tires to handle the increasing power and trend for lower profile and wider tires. The original 1968 Plus 8 was 57 inches (1,400 mm) wide and the last was 64 inches (1,600 mm) (with an optional "widebody" at 67 inches (1,700 mm)) From the 1960s and (according to all auto magazines) through the 1980s for acceleration between 20-80mph, the Plus Eight was the fastest-accelerating UK production car. To this day, early Plus 8s are frequently the winners in the 1960-1970 class in the UK.
In 2002, Morgan created a "LeMans Edition" with similar exterior feature to the 1960s Plus 4 LeMans winner. In 2003, Morgan created a 35th year "Anniversary Edition" of the Plus 8. The 35th Anniversary model was built in 100 examples and has a walnut dashboard, mesh behind the grille bars, a "LeMans style" gear knob, and a badge on the rear panel. The original brochure also referenced the fact that the Plus 8 was to be discontinued the following year.
Following the discontinuation of the Rover V8, production of Plus 8 ended in 2004. A revised Aero, powered by a 4.8-litre BMW V8 engine, was placed on an Aero chassis, with Aero 8 suspension, axles, brakes, steering, gearbox, and altered wings was introduced in 2012, They also called this model "Plus 8" and it was sold concurrently with the Aero 8 from that date until the elimination of the Aero line-up in 2020.
In 2014, Morgan created another edition called the Plus 8 'Speedster' models based on the later Aero configuration noted above. It began as a limited edition, but production was not limited to the originally advertised 60 examples. This limited run forwent the traditional roof in favor of a small fly screen and hidden roll bars behind the front seats. Pitched as an entry-level Plus 8 model, they went on sale for £69,999.
Der Typ 46 war ein großes Auto mit einem Gewicht von 1134 kg und einem Radstand von 3505 mm. Von Ende 1929 bis 1936 wurden 400 Exemplare hergestellt. Das Drei-Gang-Getriebe war mit der aktiven Hinterachse verbunden, was zu einem hohen ungefederten Gewicht und einer relativ harten Fahrt führte. Trotzdem war das Modell ein Favorit von Le Patron und blieb länger in der Produktion als erwartet.
The Type 46 was a large car with a weight of 1134 kg and a wheelbase of 3505 mm. From the end of 1929 to 1936 400 copies were made. The three-speed gearbox was connected to the active rear axle, which resulted in a high unsprung weight and a relatively hard ride. Nevertheless, the model was a Le Patron favorite and stayed in production longer than expected.
Italy : 1971 - 1976
4 cylinder 1962cc engine
132 PS DIN @ 5500rpm
5 speed manual gearbox
Length : 4,10m
Weight : 990kg
Speed : 193 km/h
1935 Morgan Sports MX2 (Matchless engine)
- 990cc V-Twin air-cooled engine (by Matchless)
- power 22 bhp / 4.500 rpm
- AMAL carburettor
- 3-speed manual gearbox (+ reverse)
- production time: 1933 - 1936
- top speed 117 km/h
Dear FLICKR friends,
Our sad circumstances currently force me to take a big step back on FLICKR :-(
I will try at least to post one photo and replies on my pictures per day :-)
I'm terribly sorry I don't have time to post comments on someone else's photos :-(
We get over our problems, but it will take more time and effort as thought, unfortunately.
I want to thank you all for your support, in whatever way ☺☺! It certainly helps us ☺☺!
But despite everything, but very important, ENJOY my friend(s) ♫♪
Gr. Clay
The entire car from the last image.
I'll repeat the long but interesting info from 2 days ago.
Emil Darl'mat was a brilliant Parisian Peugeot Dealer who teamed up with Marcel Pourtout and his brilliant designer Georges Paulin, to produce this most famous of the Pre-War Peugeots.
Combined with a Darl'mat tuned two-litre overhead-valve four cylinder engine with dual carburetors and a stout Cotal four-speed pre-selector gearbox, the Darl'mat was a remarkable performer on road and track alike. Competition versions, remarkably similar to their road-going stable-mates were very successful. They competed at LeMans in 1937 taking 3 our of the top 10 places, and 1938, won it's class outright.
1935 saw the introduction of the 402 at the Paris Show in October. It marked a turning point in the history of the Peugeot brand, which was ahead of all its French competitors in introducing aerodynamic bodies as standard. This is the famous 'Sochaux rocket' range, characterized by fluid lines and a shield-shaped grill to protect the headlights.
A total of 105 Peugeot 402 Darl'mat models crafted on the 402 chassis. It is believed that 53 were roadsters, 32 cabriolets, and 20 coupes. They were upgraded at Darl'mat's shop with Cotal four-speed electro-mechanical gearboxes, before being shipped to Pourtout and fitted with the Paulin-designed bodies, formed from pieces of sheet aluminum hand-shaped and then nailed to wooden structures of ash framing that were then attached to the chassis.
Paulin was a stylistic genius with a functional flair who had developed the first retractable hardtop (forget everything you've heard about the Ford Fairlane), which he called the Eclipse roof system. Paulin received a patent for his novel idea, which landed him a partnership with Pourtout.
Pourtout was a French coachbuilder and longtime friend of Darl'mat. Though Pourtout was skilled, his works initially lacked the high style and creative originality that Paulin would later provide. When Pourtout needed a chassis on which to display Paulin's Eclipse roof design, Darl'mat was contacted and subsequently became involved with the development of the Peugeots to bare his name.
Though Paulin's greatest accomplishments were in the area of design, he was actually trained as a dentist. His dentistry skills had little to do with his aesthetic genius, but they did help him land a job as a French spy working under Charles de Gaulle at the outset of World War II. Fearlessly, Paulin made detailed drawings of German equipment and bases. He passed these German secrets on to a posing dental patient who was actually a French railroad worker. His skills as a dentist, designer, and patriot all helped him successfully deliver important information to France. If espionage seems an unlikely livelihood for a gifted designer, consider the men with whom Paulin worked. Joseph Figoni and Jacques Kellner, both highly skilled coachbuilders, were essential spies that dealt closely with Paulin.
It became known that Paulin and his co-spies were on the verge of being discovered, and Paulin was offered the chance to be quickly removed to safety by the British. The man whom Paulin and the rest were working for was a double agent who had been supplying information to French Vichys and German Nazis. Paulin knew that if he left, Kellner and Figoni would be caught and killed. Paulin bravely remained in France, where he was soon arrested by Vichy mercenaries along with Figoni and Kellner. In 1942, Kellner and Paulin were shot and killed by firing squad. Only Figoni (of Figoni et Falaschi) managed to survive, thanks to a Gestapo officer who had been on the Mercedes-Benz racing team recognizing him.
This is the Paulin and Pourtout responsible for the previous Talbot Lago T150 SS design seen on the poster.
Double click on image to enlarge for details
AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!
MG VA (1937-39) Engine 1548cc S4 OHV Production 2407
Registration Number ELX 384 (London)
MG ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
The VA production ran from February 1937 to September 1939 it was originally marketed as the MG 1.5 litre it was powered by OHV four cylinder Morris that it shared with the Wolseley 12/48 and Morris 12. The MG version had twin SU carburettors and developed 54 bhp driving through a four speed manual gearbox with synchromesh on the top three ratios to the rear live axle and rode on 19 inch wire wheels with 10 inch hydraulically operated Lockheed drum brakes. The car also featured an inbuilt jacking system, known as the Jackall.
Model came as 4 door Saloon, 4 door Tourers or a Drop Head Coupe. The four door saloon body was made in-house by Morris and had the traditional MG grille flanked by two large chromium plated headlights. And there was also a special version built for The Police with a 1707cc engine and calibrated speedometer. The factory could also supply the car as a Tickford drophead coupé or as a four seat tourer. The saloon was priced at around £ 325, the four seat Tourer £ 280, the Tickford DHC £ 351
Diolch am 96,648,468 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 96,648,468 amazing views, every one is greatly appreciated.
Shot 07.08.2022, at the VSCC Prescott Speed Hill Climb, Prescott, Gloucestershire REF 162-407
Manufacturer: Société des engrenages Citroën / Automobiles André Citroën SA, Paris - France
Type: ID 19P phase-1 Salon
Production time: October 1962 - mid-year 1964
Production time: 1957 - 1967 (all ID phase-1 models)
Production time: 1957 - 1975 (all ID models)
Production outlet: 835,666 (1957-1975)
Engine: 1911cc straight-4 Series D
Power: 69 bhp / 4.500 rpm
Torque: 137 Nm / 3.000 rpm
Drivetrain: front wheels
Speed: 145 km/h
Curb weight: 1268 kg
Wheelbase: 123.2 inch
Chassis: platform chassis with box-shaped longitudinal profiles and steel unibody
Steering: rack and pinion
Gearbox: four-speed manual / II, III and IV synchronized / steering column shift
Clutch: single dry plate disc
Carburettor: Solex 34 PBIC downdraft / Weber 24/32 DDC 2-barrel downdraft
Fuel tank: 65 liter
Electric system: SEV-Ducellier 12 Volts 40 Ah
Ignition system: distributor and coil
Brakes front: hydraulic inboard discs
Brakes rear: hydraulic outboard drums
Suspension front: independent variable rate hydropneumatic self-leving, wishbones, leading arms, anti-roll bar/torsion stabilizer
Suspension rear: independent variable rate hydropneumatic self-leving, longitudinal trailing arms, anti-roll bar/torsion stabilizer
Differential: spiral bevel 3,81:1
Wheels: 16 inch steel disc
Tires front: 165 x 400 Michelin X radial (cold: 170 kPa / 25 psi / 1.7 atm / 1.7 bar)
Tires rear: 155 x 400 Michelin X radial (cold: 140 kPa / 20 psi / 1.4 atm / 1.4 bar)
Options: power brakes (from 1961), power steering (from 1962), fog lamps
Special:
- In French "DS" is called as "déesse" which means "goddess". This is also the pet name: "goddess of the way", while ID comes from "la bonne Idée" (good idea).
- The very spectacular carriage design, with plastic roof and alloy bonnet, was from Italian chief designer of Citroën, Flaminio Bertoni, the hydropneumatic suspension was created by Paul Magès, while the technique of the DS/ID was developed under the leadership of André Lefebvre.
- The ID was a prize technical cheaper "stripped down" version of a DS, with simpler technique, like a simpler hydraulic installation (required to operate the suspension only), less power and more sober equipped, like no automatic transmission, no power steering, no power brakes with a "normal" brake pedal.
- In total 1,455,746 DS/ID units were produced between 1955 and 1975: 1,330,755 in Paris (France) and 124,991 in Heidelberg, Victoria (Australia), Koper (Slovenia / former Yugoslavia), Johannesburg (South-Africa), Mangualde (Portuga), England (Slough) and in Forest (Belgium).
- While the DS/ID was popular in Europe, it didn't sell well in the United States. Only about 38,000 were sold between 1956 and 1972. It did't have the basic features that American buyers expected to find on such a vehicle: fully automatic transmission, air conditioning, power windows and a powerful engine.
- The ID Series was available as this 4-door Salon, as 5-door Break (Familiale, Familiale Luxe, Familiale Confort, Break Luxe, Break Confort and Commerciale) and as Cabriolet (from 1961) and as “Luxe”, “Normale”, “Export” (code C) and as “Confort” trim.
Comments and invitations containing banners will be deleted
Enderle Center Million Dollar Cruise
1,996cc OHV All-alloy V-8 Engine
Twin Weber DCF/3 Carburetors
125bhp at 6,000rpm
4-Speed Manual Gearbox
4-Wheel Independent Coil Spring Suspension
4-Wheel Finned Alloy Drum Brakes
THE SIATA 208S
The Società Italiana Auto Trasformazione Accessori, or SIATA, was established in Turin by Giorgio Ambrosini in 1926. Initially a manufacturer of speed equipment for FIATs – dual carburetor manifolds, high compression cylinder heads, overhead valve conversions, superchargers, gearsets and even complete gearboxes – Siata enjoyed a symbiotic relationship with FIAT. The enhanced performance of Siata-equipped FIATs brought competition success and encouraged sales without FIAT's direct involvement.
Following World War II, Siata leveraged its success to resume construction of FIAT-based sports cars. With the FIAT-SIATA 750 Sport Competizione, Giorgio Ambrosini's son Renato won the 750cc Italian Championship in 1948 and 1949. A series of SIATA 300BC Spiders were built for the U.S. market powered by Crosley's potent little 750cc single overhead camshaft engine. Larger cars followed, which brought Siata to the attention of American enthusiasts like Tony Pompeo, Briggs Cunningham, John Perona and Ernie McAfee.
Having been involved in FIAT's Otto Vu project from the outset, and when the company ceased production after 49 cars were built, Siata naturally had access to the overrun of planned V8 power units. This led them to produce their own models: the 2 liter, or 208S. It was undeniably the best-looking car to wear the Siata badge by then (arguably ever), wearing incredibly beautiful coachwork penned by the styling house of Motto. Motto would go on to style other iconic automobiles, such as the Porsche Abarth Carrera.
Tuned by Siata to make 125 horsepower or more, the Siata 208S, in both Coupe and Spider, achieved exceptional performance and a degree of aesthetic presence that is unprecedented in the early Fifties. Their design – leaning forward in a pose that recalls the photographs of early racing cars and taken by cameras with focal plane shutters – is aggressive, potent, sleek and elegant. In the finest tradition of great coachbuilding and sports car design, the appearance of the Siata 208S was matched by its performance. An early owner characterized the Siata 208s as "a dream to drive...What I liked most about it was styling, handling and its ability to go like a rocket on demand."
Expectedly, the fabulous looks and sporting performance came at a price. Here in the States that meant a sticker of just under $5,000; a hefty number in the mid-1950s, but a natural fit for the California culture of design and performance and revered warm climate. The legendary Los Angeles Hot Rodder, turned dealer, Ernie McAfee ensured Siata's popularity on the West Coast; importing the lion's share of them helped by the backing of the wealthy Doheny family.
McAfee's period advertising proclaimed, "Equal these items in any Car and you have a SIATA V8 - 2 Liter V8 Engine, 4 Wheel Independent Suspension, 78 Spoke Borrani Racing Wheels, Genuine 120hp with 120mph, Fantastic Brakes, Michelin Tires, 1900 lbs. Weight. $4995 Complete." McAfee garnered this information from first-hand experience, having bravely campaigned one of the first examples on the Carrera Panamericana in 1953.
Siata's long and successful history, its experience tuning and developing Fiat-based performance cars, the excellence of the Rudolf Hruska-led design team, the performance and refinement of the Fiat Otto Vu V8, and the simple, refined beauty of the coachwork (provided by Italy's finest and most creative carrozzerias) designate the Siata 208S as one of the most appreciated, sought after, and desirable high-performance spiders of the period. They are rarely seen today, and infrequently available to collectors.
Please press "L" and then hit F11 for best viewing on your PC
Manufacturer: Volkswagen AG (VAG), Wolfsburg - Germany
Type: Typ 2 Transporter Bus T1b
Production time: 1955 - 1963
Production outlet: 224,045
Engine: 1192cc flat-4 (boxer) air-cooled by fan
Power: 40 bhp / 3.900 rpm
Torque: 88 Nm / 2.400 rpm
Drivetrain: rear wheels
Speed: 95 km/h
Curb weight: 996 kg
Wheelbase: 94.5 inch
Chassis: ladder chassis with a self-supporting body
Steering: Ross cam & lever with rolling stud contact and hydraulic steering damper
Gearbox: four-speed manual (transaxle) / II, III and IV synchronized / floor shift
Clutch: single dry plate disc
Carburettor: reverse mounted Solex 28 PICT downdraft
Fuel tank: 40 liter
Electric system: Bosch 6 Volts 77 Ah
Ignition system: distributor and coil
Brakes front: hydraulic drums
Brakes rear: hydraulic drums
Suspension front: single wheel independent double crank trailing arms, stabilizer bar, 2 torsion bars + hydraulic double acting telescopic shock absorbers
Suspension rear: independent trailing arms, progressive rubber stopper and 2 transverse torsion bar springs + hydraulic double acting telescopic shock absorbers
Rear axle: swing half-axle type guided on longitudinal shear struts and mounted in the frame
Differential: spiral bevel 4.125:1
Wheels: 4.5K x 15 drop-center type
Tires: 6.40 x 15
Options: fog lamps, cigarette lighter, roof rack
Special:
- While visiting the VW factory in 1947, Dutch car importer Ben Pon came up wîth the idea for the Bus (drawn on the back of his cigar box ☺) as we know it today.
- Officially launched on November 12, 1949, the Transporter line did not go on sale to the general public until March 1950. The Typ 2 T1a were among the first “forward control” vans in which the driver was placed above the front roadwheels.
- At first the T1a was only produced in the Wolfsburg plant, but from March 8, 1956 in a new plant in Hanover (VW-Werk Hannover).
- Versions created until 1955 were known as the T1a. These versions are often called the 'Barndoor' versions due to their large rear engine cover.
- The T1b were produced from 1955 through 1963. These versions had a smaller engine cover and smaller, 15-inch wheels.
- The T1c was introduced in 1963 and produced until 1967. These versions had a wider rear door.
- German production stopped after the 1967 model year; however, the T1 still was made in in São Bernardo do Campo, Brazil until 1975.
- The varieties were huge, from Transporter, Camper, Delivery Van, Kombi, Microbus, Pick-Up, Ambulance, Ladder Truck, Police Vans, Buses etc.
- The T1 was very popular in the USA (Hippie Bus☺): by 1964 it was accounting for over 63% of all import vehicle sales.
* this car has a later on T2 1584cc flat-4 engine with 50 bhp / 3.800 rpm and torque 104 Nm / 2.400 rpm
Using some Traction Avant mechanics, the Rosengart Supertraction is a 'well-known' French luxury car. This is a Rosengart SuperTraction LR539 roadster, ex-Robert Roalde, from a well known Dutch collector. It really isn't comfortable to drive in, and the gearbox didn't hold its gears, but he thought it was special enough to come here and show it. He had shown his 22CV replica more often already, so that was too dull to bring.
@Les 90 ans de la Traction Avant, Circuit de Charade, Clermont Ferrand 2024
Manufacturer: Daimler-Benz AG, Stuttgart - Germany
Type: 300 SE Coupé Typ W 112.021
Production time: February 1962 - December 1967
Production outlet: 2,419
Engine: 2996cc straight-6 M 189 VI / 189.987 SOHC big block
Power: 185 bhp / 5.200 rpm
Torque: 278 Nm / 4.000 rpm
Drivetrain: rear wheels
Speed: 195 km/h
Curb weight: 1570 kg
Wheelbase: 108.3 inch
Chassis: X-frame chassis with auxiliary front subframe for receiving suspension with motor-gear unit and steel unibody (frame-floor unit with body welded)
Steering: DB servo recirculating ball with damper
Gearbox: four-speed automatic transmission / steering column shift
Clutch: not applicable
Fuel system: mechanical Bosch fuel injection:
Fuel tank: 65 liter
Electric system: 12 Volts
Ignition system: electronic
Brakes front: ATE T 50/26 brake assist hydrauliic 9.96 inch Dunlop discs
Brakes rear: ATE T 50/26 brake assist hydraulic 10.04 inch Dunlop discs with anti-dive
Suspension front: independent self-leveling air suspension, double trapezoidal wishbones, sway bar, rubber auxiliary springs + hydraulic telescopic shock absorbers
Suspension rear: swing axle with low pivot point and sliding struts, self-leveling air suspension, sway bar/torsionsstabllisator, rubber auxiliary springs + hydraulic telescopic shock absorbers
Rear axle: live
Differential: hypoid
Wheels: 5½JK x 13 B
Tires: 7.50 H 13 Nylon Sport
Options: four-speed manual gearbox, ZF five-speed manual gearbox
Special:
- The new “fin tail” body style was designed by Friedrich Geiger and at first shown at the 1959 Frankfurt Auto Show.
- The 300 SE Series was available as this 2-door Coupé, as 2-door Convertible W 112.23 (1962-1967: 708 units built), as 4-door Limousine W 112.014 (1961-1965: 5,202 units built) and as 4-door Limousine SE lang W 112.015 (1963-1965: 1,546 units built and often wrongly referred to as the 300 SEL, a designation not used until 1966 - Typ W 109), all assembled (hand-built) in Stuttgart Untertürkheim - Germany.
Canon EOS 6D - f/14 - 1/30sec - 100mm - ISO 200
I borrowed this from my garage keeper, it is a part of the gearbox of a Alfa Romeo 156 2L Challenge car
- second choice for challenge Flickr group 'Macro Mondays', theme: 'Cogwheel'
- measure reference: the ring on the right is 8cm diameter
History/Invention of the cogwheel/gear :
- Early examples of gears date from the 4th century BC in China (Zhan Guo times – Late East Zhou dynasty), which have been preserved at the Luoyang Museum of Henan Province, China.
The earliest preserved gears in Europe were found in the Antikythera mechanism, an example of a very early and intricate geared device, designed to calculate astronomical positions. Its time of construction is now estimated between 150 and 100 BC.
Gears appear in works connected to Hero of Alexandria, in Roman Egypt circa AD 50, but can be traced back to the mechanics of the Alexandrian school in 3rd-century BC Ptolemaic Egypt, and were greatly developed by the Greek polymath Archimedes (287–212 BC).
Made for BBC 69
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So I decided to remake Dume and Nivawk for BBC 69. I wanted both of these to have action functions in the spirit of the 2015 Bionicle sets. Dume features moving arms using the new gearbox part and Nivawk's wings can open and close similar to the original set!
Manufacturer: SAAB Automobile AB, Trollhättan - Sweden
Type: Type 97 Sonett III
Production time: 1970 - 1974
Production outlet: 8,368
Engine: 1699cc Ford Koln H91 OHV V4 1.7L
Power: 65 bhp / 4.700 rpm
Torque: 115 Nm / 2.000 rpm
Drivetrain: front wheels
Speed: 161 km/h
Curb weight: 830 kg
Wheelbase: 84.6 inch
Chassis: steel ladder chassis with fiber-reinforced plastic (glass fiber and polyester) self-supporting body
Steering: rack & pinion
Gearbox: four-speed manual / all synchromesh / floor shift
Clutch: Fichtel & Sachs X 190 K single dry plate disc
Carburettor: Autolite 1-bbl 73TF-9510-KEA / Solex 32 TDID
Fuel tank: 60 liter
Electric system: Bosch 12 Volts 44 Ah
Ignition system: Bosch K 12 distributor and coil
Brakes front: hydraulic 10.5 inch Lockheed two-circuit discs
Brakes rear: hydraulic 8 inch Lockheed two-circuit drums
Suspension front: independent trapezoidal wishbones (A-arm, control arm), sway bar, coil springs + hydraulic telescopic shock absorbers
Suspension rear: curved tube axle, central fastening and iusseren trailing arms, longitudinal coil springs + hydraulic telescopic shock absorbers
Rear axle: live
Differential: spiral bevel 4.67:1
Wheels: 4½K x 15
Tires: 155 SR 15
Options: "CoolAir" Air Conditioning, Tuneverken alloy wheels
Special:
- The first high performance, low drag two-seater based on aircraft design principals was designed by Sixten Sason in 1954. SAAB’s management was not interested in pursuing the car, after Rolf Mellde and his team built in secret there first prototype.
- "Sonett" is Swedish for "how nice".
- Although the Sonett II was specially designed for the US market, sales were bad (1966-1970: 258 units built with a 3 cylinder 841cc / 2-stroke engine and 1,538 units built wit a 1498cc Ford V-4). Italian designer Sergio Coggiola drew a new design (adjusted by Gunnar A. Sjögren to use the mid section of the Sonett II and SAAB 96 parts like brakes and suspension), the Sonett III. It still had the underpowered Ford V-4 engine (floor shift now) and was still not a Sports Car.
- The Sonett III, with pop-up headlights, was introduced at the 1970 New York Motor Show and assembled at AB Zweedse Järnvägsverkstäderna (ASJ) in Arlöv (Sweden).
- From model year 1971 this stronger 1699cc Ford V-4 became standard, in order to handle US emissions controls.
- In 1974, unable to handle the more strict automobile emission control in the US, production on the Sonett III ended.
France : 1972 - 1984
Production : 5.580.000 units approx
4 cylinder 956cc engine
44 HP DIN @ 6000 rpm
4 speed manual gearbox
Length : 3,50m
Weight : 760 kg
Speed : 135 km/h
France : 1982 - 1986 (series 2)
Production : 1.624.992 units
4 cylinder 954cc transverse engine
44 HP DIN @ 6.000rpm
Front wheel drive
4 speed manual gearbox
Length : 3,58m
Weight : 740 kg
Speed : 135 km/h
Spotted from the bus. Sorry for the poor quality of the photo.
Spain : 1971 - 1974
Total production SEAT 850 (including 2 doors, coupés and spiders) : 662.832 units
Specific Spanish model with no equivalent in FIAT.
It is 15cm longer than the Italian version built by Lombardi.
4 cylinder 903cc rear engine
52 PS DIN @ 6400 rpm
4 speed manual gearbox
Length : 3,72m
Weight : 740 kg
Speed : 135 km/h
A rare van with a 748cc side valve 4 cylinder engine with a 3 speed crash gearbox. Top speed 35-40 mph.
Owned by G Bebbington of Whitchurch and photographed at the Malpas Yesteryear Rally .
Germany : 1970 - 1976
4 cylinder 1593cc engine
72 PS DIN @ 5500 rpm
4 speed manual gearbox
Lenght : 4,27m
Weight : 1025 kg
Speed : 150 km/h
Based on Beardly Designs's LW2 gearbox, the Uniter variant uses Vorox shells as shoulder armour. It also takes inspiration from Lewis' Lewa 2016 MOD, so credits to him.
Hunter-Reay still working on tire pressures and ride height on Friday in Detroit
Verizon IndyCar Series
Chevrolet Detroit Grand Prix Friday Practice
Raceway at Belle Isle Park, Detroit, MI USA
Friday 2 June 2017
28, Dallara Honda, Ryan Hunter-Reay