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Launch: 1977
Generation: Second (2005 - 2017)
Engine: 4,3 litre V8 (petrol)
Power: 385 PS
Gearbox: 6-speed manual
Layout: front engine, rear drive
Location: Alexandria, Virginia (USA)
New as Merseyside PTE, 7020 in August 1982, EKA 220Y is a Leyland Tiger TRCTL11/2R with Duple Dominant IV Express C49F
coachwork.
It would pass to the MTL Heysham operation from 1993 to 1995 before passing to Stagecoach North West in May 2000.
It entered preservation in March 2003 after withdrawl from service.
It is seen here visiting the SVBM, Lathalmond in August 2021.
Manufacturer: Ford / Edsel
Type: Ranger 4-dr Hard-Top Sedan
Engine: 2580cc V8
Power: 203 pk/hp
Speed: 170 km/h
Production time: 1959
Production outlet: 2,352
Curb weight: 1680 kg
Special:
- Horsecollar grille.
- This Ranger is customized with a Ford 312-engine, 5.1 Liter V8 Big Block with 2 BBL-Ford carburators and 245 pk/hp and a Mile-O-Matic 2-speed automatic gearbox
Operator: Stagecoach Newcastle
Depot: Byker
Fleet Num: 22024
Registration: NK03 XJT
Livery: Beachball
Bodywork: Alexander ALX300
Chassis: MAN 18.220
Engine: MAN
Gearbox: Voith DIWA
Location: Blackett Street, Newcastle
Route: X63 to Killingworth
Ensign's trusty Volvo FH12 come to the aid of Volvo Olympian WLT 307 which was suffering gearbox problems.
Hi it's Andy again.
I had my first big job today bringing the RIB Seawolf back from St. Abbs.
As I am a one ton 6 cylinder Land Rover, it was no problem using the full range of my gearbox and overdrive.
Later on I am taking the car trailer up to Edinburgh with 1959 Land Rover 2 A XDF 698. It should be no problem for me, as I am built for this kind of work.
I am going to be spending a lot of my time between Northumberland and Edinburgh, with occasional trip to the West Coast of Scotland and other parts of the UK.
I am going to the big Series 2 Land Rover show at Ripon at the end of July and a Car Is The Star Rally at Holker Hall in the Lake District on the 11 July, and am transporting one of my stable mates, Austin Healey 658 UYK, a 3000 MK1 BN7.
I am having lots of fun, and am so pleased I was rescued.
Hi my name is Andy and I am a newly rebuilt and restored Series 2A 109" 6 cylinder Land Rover.
I was first made in a factory in Solihull, Birmingham, England in 1969.
I had a hard life and worked very long hours for many years and eventually fell into disrepair.
One day some men came and took me away to Scotland where, where I was taken completely to bits. I got a new chassis, and my engine was taken to bits and re-machined. All my body parts and galvanised components were taken away and re-galvanised.
I don't remember much about it, it was like I had a very long sleep, and the one day I woke up and realised I was being put back together again with lots of new nuts and bolts and hundred of shiny new rivets.
Now I look like I did when I first rolled off the factory line 52 year ago.
I belong to Mr Hugh and my Doctor when I was being operated on was Mr Graham who put me back together again with great precision and attention to detail.
I am running in at the moment and can only go about 50 MPH.
My favourite drink is petrol and I drink a lot of it particularly when I am thirsty and working hard going up hills.
Mr Hugh has told me that he plans to take me on lots of adventures which, I look forward to sharing with you.
At the moment I am holiday down at St Abbs in Berwickshire, Scotland, which is very beautiful and has lots of boats, and people and seabirds.
I might even get some work on films and on the telly. I imagine that happening to me after all this years.
I feel like I am the luckiest Land Rover in the world.
The first time I went out, I got very hot and I lost a lot of oil as my main crankshaft oil seal failed, however Mr Hugh took me back and got me fixed, so I am all right now and looking forward to all my adventures to come.
The Ripon Rally Details have arrived:
After the end of World War II, the Department of Road Transport & Tramways ordered a total of 845 double decker bus chassis from various companies in the UK.
Leyland Motors supplied a total of 343 chassis: 90 Leyland OPD1 chassis with 'crash' gearboxes, 203 Leyland OPD2/1 chassis with 'synchromesh' gearboxes and 50 special order Leyland OPD2/1 with 'Wilson' pre-selector' gearboxes.
2087, bodied by Commonwealth Engineering, was one of the batch of 203 synchromesh gearbox buses, dubbed the 'synchros', and entered service on August 21 1948 from Burwood depot, replacing tram services on the Enfield lines (Ashfield - Enfield - Burwood - Mortlake / Cabarita, now routes 464 / 466). When the former Enfield tram depot was re-opened as a bus depot in January 1950, 2087 was one of 50 Burwood buses allocated there. Later in the mid-1950s, the bus was sent back to Burwood.
Later in its career, it operated out of Burwood, Randwick, Kingsgrove and Tempe depots. It was withdrawn on August 29, 1972.
The 'synchros' were very popular with traffic and mechanical staff alike, being easy to work. Upon entry to service, like all other deckers of the period, it was fitted with a front canvas door. These were removed in the mid-1960s due to safety concerns, and an extra seat installed, raising the seating capacity from 59 to 61.
2087 was purchased by a group of enthusiasts three days after being withdrawn. It was among the first buses to be secured for preservation. It was restored to original 1940s condition, including re-instatement of the front canvas door and painting with 4" black lining.
In 2010-12, the bus underwent an engine change and mechanical overhaul.
Specifications:
Engine: 9.8 litre six cylinder Leyland 0.600 diesel engine, bore 4.8", stroke 5.5", developing 125 B.H.P. at 1800 R.P.M.
Transmission: Four speed 'synchromesh' gearbox to a worm drive differential.
Brakes: Vacuum foot brake to all wheels and a mechanical park brake to the rear wheels.
Website: www.sydneybusmuseum.com/2087
File Name: 6955
I have had my eye on these gearboxes that are at work for a while and resisted the temptation to photograph them until now.
Riding one of the former Blue Triangle TPLs at Sullivan Buses has long been an aim of mine, and by chance I was in the area for the first occurrence of one in all day public service for some time. Sadly with a badly slipping gearbox, TPL927 is pictured departing Borehamwood Tesco here, as it heads for a trip around the estates before returning to Watford. In the background is the Elstree Film Studios.
Notably all of the other buses on the 306 on this day were also double deckers, being ELVs 1, 7 & 8, as well peak time appearances from E55 and WVL10. The following day then saw a mix of the aforementioned types, as well as their sole ELC Trident. One can assume this was occurring to release blue E200s for the Thorpe Park services, as well as covering for unavailable green E200s, and the lack of dedicated route 84 buses at the time.
Morgan 4-4 (1935-39) Engine 1122cc S4 IO Coventry Climax S4
Production 824
Original Owner Peter Morgan
Name Ethel
Registration Number BWP 44 (Worcestershire)
MORGAN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623797607694...
Morgans first four wheeler, originally powered by a Coventry Climax engine mated to a Meadows four speed gearbox. In 1939 an overhead version of the Standard 1126cc engine was offered with a Moss gearbox with the Climax unit reserved for the rare Le Mans Replica model with cycle wings and sloping tail. Suspension was by sliding pillar type independent front suspension with live axle and semi elliptics at the rear
This series 1 Morgan affectionately known as 'Ethel' was Peter Morgan's personal car. First registered on 6th. October 1937. This car took part in the April 1938 Royal Automobile Club
Rally, Currently for sale
www.prewarcar.com/310191-1937-morgan-4-4-series-1
Diolch am 88,575,441 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 88,575,441 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-270
A few weeks ago DLK292C was back on the road for the first time in many years after many owners have failed to finish it and make it road worthy.
Tony Wallace came over to drive it while i crouched in the passenger side with no engine covers or seat! .
It performed very well indeed and no issues until the last mile when the clutch slipped a little and the slight gearbox leak it had was a lot worse when back in the yard -so Gearbox out time and today the gearbox went back in
Van Hool Alizee Leyland Tiger driver's cab, this was another Tiger demonstrator, unlike FRN 816W, it was fitted with a ZF S6.80 six-speed manual gearbox. Note the Tiger head fitted in the middle of the steering wheel, which driver's loved to remove. Back in 1983, this badge only cost £2.50p, these days a new one in the box could sell for £30 on eBay. .
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
Took apart a couple gear boxes with a 50 to 1 gear reducing ratio. They were used on a boat lift. Look what I found inside, beautiful brass gears.
I'm trying to think what I can make out of them besides just scrapping them out.
I was in this squeezy one-way street with a side loader, had just finished emptying the bins and had to make this tight right turn around a corner to get out. The victimised car was conveniently parked partially into the no stopping zone beside this corner, taking up room to manoeuvre the truck, although the task was still manageable with a bit of back and forth movement. I also had a helpful offsider who assisted with guiding me back towards the car and would signal to stop. I reversed back towards the car 3 times to get the right exit angle and the first 2 times I successfully engaged the forward gears. On the third attempt where I would finally drive around and out, I didn't hit the "D" button hard enough, resulting in the truck jumping back after releasing the footbrake. Although the truck went backwards only a short distance, it covered crucial airspace, with the light bar on the tailgate contacting the rear windscreen of the car. As soon as I felt the truck lurch, I slammed the footbrake as quickly as I reacted, but I was on a slight decline with the engine powering in the wrong direction, so it jumped back very quickly in that short moment. First thing I said to myself was a four letter word beginning with “f” and then I checked my side mirror to see my offsider, with a look on his face telling me that things weren’t too good. After walking to the back to see the damage for myself, a large variety of swear words became audible.
When this happened, I was more shattered than the windscreen was. As soon as you realise things have not gone as they should, you get that gut wrenching feeling wondering how bad the damage is. In the case of this fail, the cause of the pictured aftermath was due to a button on the gear selector not being pressed hard enough. What didn’t help was not checking the gearbox status on the selector console, although a lot of drivers out there can appreciate that you don’t always look to see if the truck has gone into gear. On some older trucks there have been a few where you need to give a button a bit of a firmer hit, such as this one with drive and even on the one I operate at present with reverse selection. The car being parked within a no stopping zone didn’t help the situation either, but unfortunately reality is that they were stationary and I was moving, so there isn’t really any defence there. Probably should’ve gotten the ranger to come and book the dick for parking there, but maybe the shattered window is enough of a message. Another annoying thing was being in this big truck when I should’ve been in the little rear loader, which would’ve gotten around in a single swing. Having an accident sucks in general, but it’s even worse when it happens due to some little bullshit reason or simple stuff up like this.
Well its finally in 😁😁 With the help from my old mate Pete👍Cheers🚙 So should be driving around soon...
03 KK 61 in the Gulf War display at the Norfolk Tank Museum's Armourfest 2022.
Whilst not a 'fighting element', motorcycle outriders are aligned to a mobility troop, but on squadron deployment, everybody adopts the mobility role.
During 'Operation Granby' outriders of 'A' and 'D' Squadrons, 22 Special Air Service, could push out and ahead, to recce with a small signature.
Frame: Steel, semi double cradle
Length: 82.7 in. (2,100 mm)
Width: 35.8 in. (910 mm)
Height: 48.2 in. (1,225 mm)
Seat Height: 36.4 in. (925 mm)
Wheelbase: 56.1 in. (1,425 mm)
Ground clearance: 12.4 in. (315 mm)
Dry weight: 238.1 lb. (108 kg)
Wet weight: 247 lb. (112 kg)
Front suspension: 1.61 in. (41 mm) air assisted telescopic forks
Front suspension travel: 11 in. (280 mm)
Rear suspension: Pro-Link, adjustable compression and rebound
Rear suspension travel: 11 in. (280 mm)
Front brake: Single 9.44 in. (240 mm) disc with 2 piston calipers
Rear brake: Single 8.66 in. (220 mm) disc with 1 piston caliper
Front tyre: 80/100-21
Rear tyre: 110/100-18
Fuel capacity: 1.97 gal. (9 litres)
Engine: 249 cc (15.1 cu. in.), 4 stroke, single cylinder SOHC, 4 valve, air cooled
Engine output: 30 hp (22.4 kW) at 8,000 rpm
Carburetion: Single 1.18 in. (30 mm) PD05A
Gearbox: 6 speed
Top speed: 87 mph (140 km/h)
Germany : 1975 - 1983
This is a series 2 : 1980 - 1983
6 cylinder straight 1977cc engine
122 PS DIN @ 6000 rpm
4 speed manual gearbox
Length : 4,36m
Weight : 1030 kg
Speed : 181 km/h
www.jdclassics.co.uk/showrooms/Aston-Martin-V8-Vantage-'X...
JD Classics London Mayfair
DESCRIPTION
1985 Aston Martin V8 Vantage 'X-Pack' Development Prototype
Finished in Kensington Silver with Blue leather, this car was built as a standard production V8 Vantage Coupe in 1985 and delivered for use as a demonstrator by Stratton Motor Company, the authorised Aston Martin agent.
The car was returned to the Newport Pagnell ‘Works’ in 1986 and used for development work by the Engineering Department. It was allocated a Development Project number 'DP' and used to evaluate the combination of the X-Pack engine and automatic transmission, together with revised suspension and Compomotive 16" wheels. While at the ‘Works’ the car carried their private registration number 'AML 56' as shown in the magazine article in the History File.
The History File includes copies of the ‘Works’ internal correspondence and memoranda documenting this car’s specific role in the development of the ‘X-Pack’ model launched late in 1986. On completion of its development role the Chassis Plate was updated to show the engine’s ‘X-Pack’ specification, and the History File carries written documentation from the Heritage Operations of Aston Martin that their records confirm the instruction to rebuild the Vantage engine to Vantage ‘X-Pack’ specification.
In December 1988 Aston Martin ‘Works’ sold the Vantage to its first private owner, Mr John Elliott of Langton Green who registered the car with his private plate 'JE 207'. In a written account of his ownership Mr Elliott states that prior to his purchase the car had been updated by the ‘Works’ to 1988 specification, including the air conditioning. At 21,352 miles the car was returned to the ‘Works’ and fitted with its ZF five speed manual gearbox, Mr Elliot driving the car for another 19,000 miles during which the car continued to be serviced by the ‘Works’.
Correspondence in the History File from the ‘Works’ shows that the car was subsequently owned by B. G. A. Palmer Esq, as also shown in the Aston Martin Owners Club ‘Register of Members’ Cars’ with the car carrying the registration number ‘AML 56’.
In 2002, with 40,000 miles, the car returned to the Stratton Motor Company from whom it passed to its third owner.
For the seventeen years from 1985 until 2002 the car was serviced and maintained by the ‘Works’ at Newport Pagnell, with additional work by its authorised agent ‘The Stratton Motor Company’, the original ‘Service Vouchers’ book showing seven stamps during this period when the mileage reached 39,288. Subsequently, and during the third owner’s fourteen year ownership, the Aston has been religiously maintained by two leading marque specialists, Four Ashes Garage and Davron with servicing and maintenance is very well-recorded and documented within the History File
At the AMOC’s 2016 Autumn Concours the car was awarded 3rd Place in the ‘Pride of Ownership’ Class
Supplied with the following original documentation and accessories:
History File with extensive and detailed records
Factory ‘Sales Pre-Delivery Certificate’
Owners Handbook
Workshop Manual
Original Aston Martin V8 ‘Sales Brochure
Original ‘Service Voucher book’
Original Blaupunkt radio handbook and instructions
Heritage Certificate
Original edition of the book ‘Aston Martin V8 Vantage’ by Kean Rogers embossed ‘DP2035’
Original ‘Tanner & Krolle’ Aston Martin Luggage
Original Compomotive wheels used during its role as Development Prototype
Original Tool Kit and Jack
A manufacturer’s ‘development prototype’ always holds special value within every marque’s history, and none more so than with Aston Martin. Since the V8 Vantage ‘X-Pack’ was the last model of an era that lasted thirty years, and has become one of the most sought-after and collectible Astons worldwide, the importance of this car and the significance of its role cannot be over-estimated.
Offered in excellent condition throughout and the first of just 121 ‘X Pack’ models constructed, this significant Aston Martin ticks every box in terms of provenance, originality, rarity, desirability and is without question the X Pack to own.
Triumph Mayflower (1950-55)
Production 35000
Registration Number 634 YUG (Leeds)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The first new car to be built by Standard under the new Standard-Triumph ownership and launched at the 1949 Earls Court, Motor Show with deliveries starting in mid-1950.
The Mayflower used an updated version of the pre-war Standard 10 engine, updated with an aluminium cylinder head and single Solex carburettor, with an output of 38bhp.
mated to a three speed, column change gearbox with syncromesh on all ratios.
Suspension was coil sprun independant front suspension with telescopic dampers and a solid back axle and half-elliptic leaf springs, With Lockheed hydraulic brakes
The body was designed by Leslie Moore, chief body designer of Mulliners of Birmingham with input from Triumph's Walter Belgrove. The body shells were built by Fisher and Ludlow at Castle Bromwich, Birmingham
Mayflowers were tried as armoured patrol cars in Kenya, plated with 0.25 inch steel, its flat sides aided easy conversion
This car known affectionately by its owner as Maggie, was first registered on the 16th January 1951 rescued in a dilapidated condition in 2007 after standing in a shed since being taken of the road in 1964, and since restored. It is a Deluxe model ie fitted with heater, caarpets and trimmed in leather.
Many thanks for a fantabulous
44,410,860 views (adjusted and readjusted during FLICKR re-engineering, reduced by around 650,000)
Shot 23.08.2015 at Lupin Farm, Classic Vehicle Gathering, Orgreave, Alrewas, Staffordshire - Ref 109-1031
I was stunned to spot this classic UK Spec (obligatory leather interior, right hand drive) 280SL to have a manual gearbox, as most have been auto gearboxes for the UK market. This manual gearbox 280SL is very rare in the UK, in-fact 1st one i have seen with the manual gearbox
This was my rental, a Golf 1 litre 3-cyl. Renting a car is really cheap on GC < €100 per week!
It had 37k on the clock and the gearbox was nice as was the airco and the stereo but the engine was terrible: no torque in the low revs and no power in the high revs. Nice tunes from the 3-cyl though if you revved the sh!t out of it.
Production: 1966 - 1975
Total made: 764 (338 P400S)
Engine: 3,9 litre V12 (petrol)
Power: 370 PS
Gearbox: 5 speed manual
Layout: rear mid engine, rear drive
Slowly going back together having had outrigger straightened, and locker door straightened. Still needs door repaneling but an oil leak, slack gearbox linkages, and the wheelarch panel take president over it.
Seen this rare to see classic Aston Martin at the Isle of Wright Classic Car Extravaganza 2017. I was very shocked to see the 5Speed manual gearbox, when i saw this AM from a distance, i was expecting it to be an automatic
The engine bay of the first production Morris Mini-Minor 621 AOK, and a familiar sight to all Mini owners during the 41 year production run of the Mini, because it hardly changed! Taking up most of the space is the 848cc four-cylinder overhead-valve push-rod A-Series petrol engine producing a mere 34bhp (37bhp gross) at 5,500 rpm maximum torque 44lb.ft at 2,900rpm. The four-speed gearbox with synchromesh on 2nd, 3rd and fourth gears and final drive is mounted under the engine in the sump. The A-Series engine with various power outputs powered all Minis from 1959-2000. The A-Series engine was launched in 1951 by the Austin Motor Company with the Austin A30.
Lets have a look around the engine at other items, the coil and distributor are mounted in front of the engine, just in front of the coil is the front offside headlight allowing easy access to replace bulbs, unlike today's modern cars! To the right of these items is the dynamo. On the right-hand side of the engine is the pressurised radiator, out of view next to the radiator is the windscreen wiper motor, also out of view near the right wing (front nearside) is the car build plate with all the information about the car including the paint code, no VIN plate 60 years ago.
Mounted on the rear of the engine is air filter in the black canister with a wing nut to allow the top to be removed. To the right on the bulkhead is the chassis number BKK 101. Underneath the air filter is the S.U. carburettor (S.U. was a subsidiary of BMC) on top of the carburettor is the piston damper, which screws off to allow the reservoir to be topped up with oil, which would be done periodically. The function of the damper was to provide an appropriate degree of enrichment for acceleration. To the left of these we can see the two hydraulic reservoirs for the braking system and clutch. To the left of the engine is the fuse and relay box, in front of this is the windscreen washer bottle. Just in case you are wondering where the battery is, that item is in the boot. In all everything is easy to get to, unlike today's modern cars!
UCS627 was an Albion Lowlander LR1 / Alexander H40/31F purchased new by Western SMT as their N1763 in January 1963. It was transferred to Highland Omnibuses (AL25). On withdrawal in 1978 it was sold to a dealer in the North of England, but resold en route from Inverness to Shennan of Drongan. Jock Shennan sold it on very quickly to John Boyce. John was the fleet engineer for Duncan Stewart Coaches, but also ran a few vehicles of his own. This arrangement has continued to this day with Stewart's successor McColl's Coaches.
The Albion Lowlander LR1 was fitted with a pneumocyclic gearbox and leaf springs, along with a Leyland 0600 engine and had a wheelbase of 18ft 6in. Air brakes were fitted and it featured a double reduction rear axle. In effect it was very similar to the Leyland PD3 apart from the rear end.