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The R11 is very much related with the R9. The R9 was a 4-door Berline and was presented in 1981. It was designed by Robert Opron (Fr. 1932) in cooperation with Marcello Gandini (interior parts).
In 1983 came a 2-door Hatchback version on the market, together with the new R9 Phase II. This new 3 or 5-door Hatchback was the R11.
So, this particular R11 is an unique very early example from the first generation.
1397cc.
Production in France: 1983-1989, facelift in 1986.
Original French reg. number: 1988 (Pyrénées-Orientales).
Number seen: 3.
Arles-sur-Tech (Pyrénées-Orientales, Fr.), Voie Communale Valls Jean Baptiste Barjau, May 5, 2017.
© 2017 Sander Toonen Amsterdam | All Rights Reserved
A modification for my Subaru Vivio T-top MOC i did 7 months ago. Decided i want to finish this one as originally planned.
Video review:
Buy .PDF instructions from Rebrickable:
Thank you for your attention! Have a great day!
Registered: 24/08/1995 near Brighton.
Production: 1993-1999.
Voted European Car of the Year 1995.
The MK1 Punto went on sale in 1993 but didn't arrive in the UK until 1994, hence why the Punto wasn't eligible for the 1994 Car of the Year award. Personally even as a former Punto MK2 owner, I think the MK1 has aged better than the Mk2.
This example is probably wearing its original suppling dealer number plates.
"The installation requires no fiberglass body work, and incorporates a remote cable release located conveniently behind the driver's seat, actuating two latch mechanisms mounted on either side of the restyled package tray. Only the highest quality components are used, including stamped steel bracketry, die cast chrome plated hardware, and gas/oil struts for raising the defogger-equipped custom backlite. A specially designed and molded seal assembly assures a water-tight seal to the existing window flange. For added convenience and security, the interior courtesy lamps are actuated when opening the hatch, and the standard Corvette alarm system is wired into the conversion for your piece (sic) of mind." Also see:
www.corvetteforum.com/forums/c3-general/2832887-1979-fact...
The Mercedes-Benz A-Class (W177) is the fourth and current generation of the A-Class range of subcompact executive hatchbacks and sedans. It was launched in 2018 as the successor to the W176 A-Class, with sales commencing in March 2018. The available body styles include:
5-door hatchback (W177 model code)
4-door sedan (V177 model code)
4-door long wheelbase sedan (Z177, only sold in China)
The W177 A-Class hatchback officially debuted at the 2018 Geneva Motor Show. It is based on the front-wheel drive MFA2 (Modular Front Architecture) platform and features front MacPherson struts, and rear torsion beam suspension on lower end models or a multi-link rear suspension on A250 models.
All models feature the new Mercedes-Benz User Experience (MBUX) infotainment system with a redesigned touch interface and voice-controlled smart assistant that is activated by saying "Hey Mercedes". MBUX also contains what3words functionality as standard. It is also able to offer quick shortcuts to menus based on the past habits of the user. The system is also optionally available with an augmented reality navigation system that records and displays directional arrows on the road in the navigation system.
The predecessor of the LNA was the LN and was presented at the Paris Motor Show in October 1976. It shared the floorpan and body with the 1974-1988 Peugeot 104 Z.
It had a 2CV 2 cylinder engine.
More than two years later the LNA was introduced with better performance.
The LNA shared the body with another PSA variant, the 1981-1986 Talbot Samba.
The Peugeot 104 Z was a 2-Door city car based on the 4-Door 104 saloon. This 104 was designed by Paolo Martin. I assume Martin was also involved by the development of the LN/LNA series, because both brands were part of PSA, together with Talbot.
For model year 1986 the black plastic grille and the black bumpers turned to dark grey.
652 cc flat-2 or 954 cc L4.
C. 710 kg.
Production Citroën LN/LNA Series: Sept. 1976-Summer 1986.
Production LNA: Oct. 1978-Summer 1986.
Production LNA this version: July 1982-July 1985.
Original first reg. number: July 18, 1984.
New French reg. number: ? (after April 2009, Dept. Tarn-et-Garonne).
Exact place unknown.
Photo taken by © Marjolein, not by me.
Somewhere in the Dordogne (South-West France), Aug. 6, 2021.
© 2021 Sander Toonen Halfweg | All Rights Reserved
Car: Rover 600 Si 2.0.
Date of registration: 29th May 1999.
Registration region: Swansea.
Date taken: 28th August 2018.
Album: Street Spots
Originally conceived by British Leyland, the Metro was built to similar principals as those of the Mini it was intended to replace, with a small, practical platform with as much use available to the passenger as was possible. The car came under various initial guises, including the Austin Metro, the Austin miniMetro, the Morris Metro van and the MG Metro, a version of the car with a 1.3L A-Series Turbo Engine.
Although the car was launched in 1980, development of a Mini replacement had dated back to the beginning of the 70's. Dubbed ADO88 (Amalgamated Drawing Office project number 88), the Metro was eventually given the go ahead in 1977, but wanted to have the appeal of some of the larger 'Supermini' (what a contradiction in terms) cars on the market, including cars such as the Ford Fiesta and the Renault 5. Designed by Harris Mann (the same guy who gave us the Princess and the Allegro), the car was given a much more angular body for the time, but despite its futuristic looks did share many features of the earlier Mini, including the 675cc BMC-A Series engine that dated back to 1959, and the gearbox. Initial cars also included the Hydragas Suspension system originally used on the Allegro and the Princess, though with no front/rear connection. The car was also built as a hatchback, which would eventually be a key part of its success as the Mini instead utilised only a small boot.
The Metro was originally meant for an earlier 1978 launch, but a lack of funds and near bankruptcy of British Leyland resulted in the car's launch being pushed back. This delay however did allow the folks at Longbridge to construct a £200m robotic assembly plant for the new Metro line, with the hope of building 100,000 cars per year. Finally the car entered sales 3 years late and got off to quite promising initial sales, often being credited for being the saviour of British Leyland. The Metro was in fact the company's first truly new model in nearly 5 years, with the 9 year old Allegro still in production, the 1980 Morris Ital being nothing more than a 7 year old Marina with a new face, and the 5 year old Princess not going anywhere!
As mentioned, an entire myriad of versions came with the Metro, including the luxury Vanden Plas version and the sporty MG with its top speed of 105mph and 0-60mph of 10.1 seconds. Eventually the original incarnation of the car, the Austin Metro, went on to sell 1 million units in it's initial 10 year run, making it the second highest selling car of the decade behind the Ford Escort. However, like most other British Leyland products, earlier cars got a bad reputation for poor build quality and unreliability, combined with the lack of rustproofing that was notorious on many BL cars of the time.
The show was not over however, as in 1990 the car was given a facelift and dubbed the Rover Metro. The 1950's A-Series engine was replaced by a 1.1L K-Series, and the angular bodyshell was rounded to similar principals as those by acclaimed styling house Ital to create a more pleasing look for the 90's. This facelift, combined with an improvement in reliability and build quality, meant that the car went on to win the 'What Car?' of the Year Award in 1991.
In 1994 the car was given yet another facelift, with once again a more rounded design and removal of the Metro name, the car being sold as the Rover 100. Engines were once again changed, this time to a 1.5L Peugeot engine and more audacious colour schemes were available for the even more rounded design of the new car. However, the car was very much starting to look and feel its age. Aside from the fact that the design dated back to 1977, the new car was not well equipped, lacking electric windows, anti-lock brakes, power steering, or even a rev counter! In terms of safety, it was very basic, with most features such as airbags, an alarm, an immobiliser and central locking being optional extras.
Eventually the curtain had to fall on the Metro, and in 1997, twenty years after the initial design left the drawing board, it was announced that the car would be discontinued. Spurred on by dwindling sales due to lack of safety and equipment, as well as losing out to comparative cars such as the ever popular Ford Fiesta, VW Polo and Vauxhall Corsa, with only fuel economy keeping the car afloat, Rover axed the Metro in 1998 with no direct replacement, although many cite the downsized Rover 200 a possible contender. Stumbling blindly on, the next car to fill the gap in Rover's market was the 2003 CityRover, based on the TATA Indica, which flopped abysmally and pretty much totalled the company (but that's another story).
In the end only 2,078,000 Metro's were built in comparison to the 5.3 million examples of the Mini that it was meant to replace. The main failings of the Metro were down to the fact that the car was too big compared to the Mini, and the rounded old-world charm of the Coopers and Clubmans was replaced by the angular corners. Because of this the car simply didn't have the novelty that the Mini continued to claim even 20 years after the first ones left the factory, and the Mini would even go on to outlive the Metro by another 2 years, ending production in 2000, then going on to have a revival in the form of BMW's New Mini Cooper that's still being built today. Unlike the Mini, the Metro also failed to conquer the international market in the same way, scoring its 2 million units pretty much in Britain alone, although some cars were sold in France and Spain, but only to the total of a few hundred.
The Metro however survived only on fuel economy and its spacious interior, but by the early 1990's, whilst other car manufacturers had moved on leaps and bounds, Rover continued to be stuck in the past with not the money or the enthusiasm to change what was a terribly outdated and extremely basic car. Towards the end the Metro, which had only a few years earlier won awards for its practical nature, was ending up on lists for Worst car on the market.
Today however you can still see Metro's, later editions are especially common on the roads of Britain. Earlier models built under British Leyland have mostly rusted away and are apparently only down to about a thousand nowadays, but the Rover 100's and Rover Metros continue to ply their trade, a lonely reminder of how here in Britain, we can never ever seem to move on!
Royal Plum
The LX Torana was built from Feb 1976-March 1978, a 2 door Hatchback was introduced. The LX was mild facelift on the LH, the LH had rectangular headlights, round on the LX (only LH with round headlights was the L34).
Again available with either 4, 6 or V8 engines,
4 cylinder cars got the 102hp 1900cc Opel engine, from Nov 1976 were known as the Holden Sunbird and then got the locally produced Starfire Four.
6 cylinder sedans; S and SL with 118hp 2850cc and 135hp SL/R 3300cc.
V8 sedans; 185hp SL/R 4200 or 240hp SL/R 5000, V8 Hatchbacks; 4200 SS or 5000 SS
The race inspired A9X option was available on the SL/R 5000 Sedan and SS Hatchback, they got the bolt on flares, reverse bonnet scoop, 4 wheel discs and 10 bolt diff.
Engine; 185hp 4200cc V8
Car: FIAT Tipo Cross.
Engine: 999cc in-line 3.
Power: 99 BHP.
Fuel: Petrol.
Gears: 5 manual.
Body: 5 door hatchback.
Layout: Front engine, front wheel drive.
Length: 4,368 mm.
Width: 1,792 mm.
Height: 1,495 mm.
Weight: 1,132 kg.
Production dates: 2015 to present.
Assembly: Bursa, Turkey.
Year of manufacture: 2021.
Date of first registration in the UK: 6th November 2021.
Place of registration: Swansea.
Date of most recent MOT: 24th October 2024.
Mileage at last MOT: 32,086.
Date of last V5 issued: 15th December 2022.
Total number of keepers: 2.
Date taken: 23rd April 2025.
Album: Carspotting 2025
Registered: 22/12/2000 near London NW.
First generation Lagunas are now becoming a rare sight. The Mk2 was months away when this example - probably a base or run out edition - was registered.
A Changhe Ideal photographed in Tianjin, Tianjin municipality, China.
I spotted this dusty poor no-licensed Ideal just out of an used car market in Tianjin.
This car was mainly sold in cities in 2 and 3rd part of China. In Beijing or Shanghai, this car is/was very rare.
Changhe has an interesting story. This company belonged to AVIC Group for a long time. This aircraft-specialized group had an other small car maker called Hafei.
Changhe and Hafei began to produce cars with the same minivan : Suzuki Carry. Changhe begins to produce it in 1982 and Hafei in late 80's under Songhuajiang brand.
Changhe has a long story with Suzuki.
Both companies created a joint-venture together in 1995. In late 2000's AVIC sold Changhe and Hafei to Chang'an.
But in late 2013, Chang'an is forced to sell Changhe to BAIC Group.
The Changhe Ideal was designed by Bertone. It was produced from 2003 to 2007 and replaced by the Ideal II (a facelifted version).
As seen in Dunedin FL. The Nissan Pao was a retro-styled hatchback that was produced between 1989 and 1991, solely for the Japanese market originally. The production run totalled around 51,000. A New York Times design critic later characterised the car as “the height of postmodernism...unabashedly retro...promiscuously combining elements of the Citroen 2CV, Renault 4, Mini and Fiat 500.”