View allAll Photos Tagged oldtimers
in my city Wiesbaden we have the annual "Nacht der Museen" - an evening/night event of many galleries.
And it is a fine tradition, that a number of 80-110 oldtimers is ready to transport the visitors in a circuit to the galleries. So you are lucky to see a lot of fine old cars, and maybe even more lucky to get driven to a gallery in your dream car...
here are some photos of the 2014 event,
my next chance to take new photos is in a few days... :)
Estimated : € 100.000 - 125.000
Sold for € 60.375
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2018
Though conceived as the ‘junior’ Lamborghini of the 1980s, the Lamborghini Jalpa has been noted as being much easier to drive than the Countach, especially in heavy traffic and at slow speeds. Equipped with a quad-cam V-8 engine with capacity increased to 3.5-litres and styling conceived and executed by Bertone, the Jalpa was designed to go head-to-head with Ferrari’s 308 in the battle for V-8 Italian sports car supremacy. With maximum power at 255 bhp and a top speed of around 155 mph, it’s hard for anyone to call this sports car ‘junior’.
Though only offered for seven years, the Jalpa went through a few revisions during its production run. The later versions of the Jalpa, like the one on offer here, had the original black plastic bumpers, air intakes and engine cover replaced by parts painted in the body colour. Originally ordered in Argento and delivered new to Rome prior to moving to the UK and subsequently France, where it resides today. The car is now presented in stunning yellow, a colour much more suited to the era. The interior blue leather is thought to be original and shows very little signs of age.
This Lamborghini Jalpa is a fantastic option for any owner looking for a rare and exciting sports car.
a re-visit after 13 years, and a chance to take much more and better photos of these fine old and very old cars... :) dont worry, I won't upload all the shots - ;)
WM270 Gloster Meteor TT.20 [AW.5626] (Royal Air Force) Exeter~G @ 1970's. From a slide. Broken up after 1975
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photographer | Bernard Egger.. • collections • sets
event | 2005 ENNSTAL-CLASSIC • Styria 💚 Austria
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Ferrari 250 GT LWB - H i s t o r y
Dieser Ferrari 250 GT mit Chassis # 0415 GT hat eine abenteuerliche Lebenslaufakte. Im Cockpit saß niemand geringerer als Marquis de Portago.
Dieser Ferrari wurde am 16. November 1955 im Werk fertiggestellt, es handelte sich um die letzte von Pinin Farina karossierte 3-Liter V12 Zylinder Competition Berlinetta mit 240 PS nach 250 MM Vorbild.
Am 9. Dezember 1955 startete Marquis de Portago in der Bahama Speedweek in Nassau, er wurde hinter drei Jaguar D-Typen Vierter. Dann borgte der Allround-Sportler und Playboy sein neues Auto seinem Freund Bill Derujinski, einem New Yorker Modefotografen für die Governos Trophy. Der Fotograf überschlug sich, und Portago, diesmal in einem Ferrari Monza fahrend sah seinen 14.000 Dollar Ferrari am Dach liegen.
Wieder im Werk zurück, kam der Ferrari-Testfahrer Sighinolfi im September 1956 in diesem Auto ums Leben. Der Ferrari wurde wieder aufgebaut, verkauft, restauriert und ist seit 1993 im Besitz der Familie Roschmann.
Frau Jutta Roschmann gewann als bisher einzige Dame die 2. Ennstal-Classic im Jahre 1994.
Seit 2009 erscheint dieser legendäre Ferrari wieder ganz in weiß: das ist jene Farbe, in der das Auto auf den Bahamas auch von Portago gefahren wurde.
Alfonso de Portago verunglückte in der Mille Miglia 1957 zusammen mit seinem Beifahrer Eddi Nelson in einem Werks-Ferrari tödlich, dabei starben neun Zuschauer. Das war das Ende der alten Mille Miglia... [Quelle. Zwickl, Ennstal-Classic]
1955 Ferrari 250 GT LWB Competition Berlinetta Chassis # '0415'GT Autoverkauf :: rumoto image # 5073d
The little 499 cc Hanomag with its rear mounted 10 hp single-cylinder water cooled engine, was the first true German "people's car", popularly known as the "Kommisbrot".
It was a cheap, but well made car which performed well in rough and hilly country.
Norsk kjøretøyhistorisk Museum
Lillehammer
Norge - Norway
July 2012
HDR conversion and some photoshop. I took the picture at an old-timer meeting specially for citroëns with a fujifilm x100.
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:: Tags: Бернхард Эггер, фото, ru-moto, фотограф, photography, Fotográfico, supershot, action, emotion, emotions, Faszination, motoring, classic, Classic-Motorrad, historic, historique, historisch, storiche, vintage, Oldtimer, Oldtimersport, Leidenschaft, passion, Maschine, Moto, motocyclisme, Motorcycle, Motorcycles, Motorrad, Motorräder, Motorbike, Мотоциклы и байкеры, 摩托, 車, バイク, Motorräder, دراجةنارية, λέταאופנוע, 오토바이, Motocicletă, Мотоцикл, รถจักรยานยนต์, 摩托车, Motorcykel, Mootorratas, Moottoripyörä, Motosiklèt, Motorkerékpár, Motocikls, Motociklas, Motorsykkel, Motocykl, Motocicleta, Motocykel, Motosiklet, motorbike, sidecars, sidecar, sidecarrace, Beiwagen, klassik, Szene, scene, old, Motorradsport, Zweirad, speed, race, action, Motorsport, motorracing, supershot, Nikon, FX, full-frame, Nikkor, Foto, Fotos, Bild, Bilder, images, photofiles, pictures, カメラマン, stunning, Sportfoto, supershot, canvas, printed, posters, Poster, prints, print, quality, fine art, large, xxl, Kunstdruck, Grußkarte, Europe, gallery, Galerie, collection, Sammlung,
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Rudge TT 500 1932 Föttinger (A) Oldtimer Grand Prix Schwanenstadt (c) Bernhard Egger :: rumoto images 1876 ccx
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The Triumph Stag is a British car sold between 1970 and 1978 by the Triumph Motor Company, styled by Italian designer Giovanni Michelotti.
Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SLclass models. All Stags were four-seater convertible coupés, but for structural rigidity – and to meet new American rollover standards of the time – the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment.
The car started as a styling experiment cut and shaped from a 1963–4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, whom he called "Micho", absolutely loved the design and spirited the prototype back to England. The end result, a two-door drop head (convertible), had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new T2000/T2500 saloon and estate model lines of the 1970s.
The initial Stag design was based around the saloon's 2.5-litre six cylinder engine, but Harry Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam (OHC) 2.5-litre fuel injected (PI) V8. Under the direction of Harry Webster's successor, Spen King in 1968, the new Triumph OHC 2.5 PI V8 was enlarged to 2997 cc (3.0 litres) to increase torque. To meet emission standards in the USA, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. A key aim of Triumph's engineering strategy at the time was to create a family of engines of different size around a common crankshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. A number of iterations of this design went into production, notably a slant four-cylinder engine used in the later Triumph Dolomite and Triumph TR7, and a variant manufactured by StanPart that was initially used in the Saab 99. The Stag's V8 was the first of these engines into production. Sometimes described as two four-cylinder engines Siamesed together, it is more correct to say that the later four-cylinder versions were half a Stag engine (the left half).
(Wikipedia)
Carl Friedrich Benz (Karl Friedrich Michael Vaillant) (* 25. November 1844 in Mühlburg (Karlsruhe); † 4. April 1929 in Ladenburg) war ein deutscher Ingenieur und Automobilpionier. Sein Benz Patent-Motorwagen Nummer 1 von 1886 gilt als erstes modernes Automobil. Am 30. Januar 1886 meldete er seinen Motorwagen zum Patent an.
Geburtsname:
Karl Friedrich Michael Wailend
(aka Vaillant)
Carl Benz wurde am 25. November 1844 als Karl Friedrich Michael Wailend (phonetisch notiert), uneheliches Kind einer Karlsruher Dienstmagd Josephine Vaillant und des 1809 in Pfaffenrot geborenen Lokomotivführers Johann Georg Benz, im heutigen Karlsruher Stadtteil Mühlburg geboren.
Der Schuhmachermeister Karl Axtmann, ein entfernter Verwandter – Carl Benz’ Urgroßmutter väterlicherseits war eine geborene Axtmann – hatte der hochschwangeren Josephine Vaillant im Gasthaus des Wirtes Michael Kramer in der Rheinstraße 22 Quartier gewährt und Carl Benz kam hier zur Welt.
Das Kramersche Wirtshaus erhielt später den Namen „Stadt Karlsruhe“.
Nachdem seine Eltern rund ein Jahr später am 16. November 1845 in der katholischen Stadtkirche St. Stephan geheiratet hatten, hieß er zunächst Karl Michael Benz, was er später in Carl Friedrich Benz änderte.
Nach der Hochzeit zogen Josephine und Johann Georg Benz mit ihrem Kind nach Mühlburg in die Erbprinzenstraße 13. Johann Georg war Lokomotivführer bei der Badischen Eisenbahn.
Auf dem offenen Führerstand seiner Dampflokomotive zog er sich eine Lungenentzündung zu, an der er im Sommer 1846 starb.
Seine Witwe vergab in Karlsruhe Kost und Logis an Studenten des Polytechnikums, um das Studium ihres Sohnes zu finanzieren.
Ab 1853 besuchte Benz das naturwissenschaftlich orientierte Karlsruher Lyzeum.
Am 30. September 1860 bestand der 15-jährige Karl Friedrich die Aufnahmeprüfung am Polytechnikum Karlsruhe. Dort studierte er Maschinenbau
de.wikipedia.org/wiki/Carl_Benz
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Mercedes Benz Kühlergrill mit Emblem und Mercedesstern
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250 S Oldtimer
en.wikipedia.org/wiki/Mercedes-Benz_W108
Der Mercedes-Benz W 108 war ein Oberklasse-Modell von Mercedes-Benz und von Mitte 1965 bis Herbst 1972 in Produktion.
The Mercedes-Benz W108 and W109 are luxury cars produced by Mercedes-Benz from 1965 through to 1972. The line was an update of the predecessor W111 and W112 fintail sedans.
Im August 1965 wurde mit den Typen 250 S,
250 SE und 300 SE eine neue Generation der Oberklasse präsentiert, die die Nachfolge der Heckflossen-Typen W 111 (220 Sb, 220 SEb) und W 112 (300 SE) antreten sollte. Allen drei Modellen gemeinsam war eine von Paul Bracq gezeichnete Karosserie, deren Linienführung sich an das Coupé der Reihe W 111 anlehnte. Mit diesen Modellen begann die Tradition, dass das Oberklassecoupé eine neue Stilrichtung der Marke Mercedes vorgibt
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rechts oben das Augustinerkloster
Press F11
and
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Architekt der evangelischen Landeskirche Württembergs
Johannes Brenz
Geburtname: Johannes Hess
(* 24. Juni 1499 in Weil der Stadt, Freie Reichsstadt; † 11. September 1570 in Stuttgart, Herzogtum Württemberg) war ein Reformator der Reichsstadt Schwäbisch Hall und in Württemberg sowie lutherischer Theologe.
Johannes Hess (Brenz) wurde am 24. Juni 1499 in der Reichsstadt Weil der Stadt als Sohn des Martin Hess, genannt Brenz (1475–1535), und der Catharina Hennig, vermutlich aus Enzweihingen geboren.
Bereits 1514 begann er ein Studium an der Universität Heidelberg.
Die Durchsetzung der Reformation erfolgte schrittweise. Mit Predigten zum Beispiel gegen die Heiligenverehrung bereitete ihr Brenz, der am 30. Mai 1523 in traditioneller Weise zum Priester geweiht worden war, den Boden.
(Schwäbisch Hall joined the Protestant Reformation very early. Johannes Brenz, a follower of Martin Luther, was made pastor of St. Michael's Church in 1522 and quickly began to reform the church and the school system along Lutheran lines.)
Zu Herzog Ulrich von Württemberg hatte er nach dessen Rückkehr 1534 enge Kontakte. Er wirkte als Berater bei der Einführung der Reformation und reorganisierte für Ulrich von Württemberg 1537 bis 1538 die Universität Tübingen.
Um Rat gefragt wurde Brenz auch zu vielen anderen Themen, mit denen er sich aus dem Blickwinkel des Theologen befasste. Hierbei kam ihm ein erhebliches juristisches Fachwissen zur Hilfe.
Auch die Vertretung des Protestantismus nach außen blieb weiterhin seine Aufgabe.
Brenz war maßgeblicher Autor des Württembergischen Bekenntnisses (Confessio Virtembergica), zu dessen Übergabe er 1552 mit einer evangelischen Delegation, das Konzil von Trient besuchte.
Seine wichtigste Aufgabe war nun, der evangelischen Kirche des Herzogtums eine organisatorische Form zu geben.
Teil dieser Arbeit war zum Beispiel die Reform der Klöster 1556, aus der die berühmten württembergischen Klosterschulen hervorgingen, sowie der Neuaufbau einer auf den Fürsten ausgerichteten Kirchenorganisation.
Diese Bemühungen mündeten in die „Große württembergische Kirchenordnung“ von 1559, in der sowohl die organisatorischen als auch die theologischen Grundlagen der Evangelischen Kirche Württembergs festgeschrieben wurden.
de.wikipedia.org/wiki/Johannes_Brenz
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Das Wappen des Johannes Brenz, Ausschnitt aus der Gestaltung des Epitaphs in der Stiftskirche Stuttgart
Chassis n° ZA9BB02E0RCD39012
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2019
Estimated : € 1.300.000 - 1.800.000
Sold for € 2.030.000
BUGATTI WITH AN ITALIAN TWIST
Although the storied manufacturer remained dormant since 1952, Italian Ferrari dealer Romano Artioli believed that he could return Bugatti to its former glory through the construction of a new supercar. Artioli established Bugatti Automobili SpA in October 1987 and broke ground on a state-of-the-art manufacturing facility the following year in Campogalliano, Italy. It was an ambitious plan, but Artioli was well prepared for such an undertaking, and there was no doubt that this new Bugatti would be nothing short of sensational.
Artioli and his crack team of engineers and designers slaved away for four years to create a car worthy of the fabled Bugatti name. Their creation was finally unveiled to the world on 15 September 1991 in Paris. In celebration of Ettore Bugatti’s 110th birthday that same day, the car was appropriately named the EB110.
As the EB110 boasted a 3.5-litre V-12 fitted with five valves per cylinder and four turbochargers, it was well equipped to take the fight to the supercar establishment and win. It certainly did not disappoint in terms of looks, thanks to angular and aggressive styling penned by Giampalo Bendini and Marcello Gandini. Inside, the cabin was swathed in leather, which beautifully contrasted with its wood trim, or carbon fibre when in Super Sport trim.
THE EB110 SUPER SPORT
Looking to further increase performance, Bugatti announced the EB110 SS at the Geneva Salon in 1992, six months after the launch of the EB110 GT. Through fitting a new ECU, along with larger injectors and a less restrictive exhaust system, horsepower was increased by 60 bhp to 610 bhp. Bugatti was also able to reduce overall weight by over 150 kg through replacing some aluminium panels with carbon Kevlar panels bonded to the chassis, tipping the scales at 1,400 kg.
Thanks to these upgrades, the EB110 SS boasted a 0–100 km/h time of 3.26 seconds, leading to an official top speed of 355 km/h. No other car of its period, neither the Ferrari F50 nor the Porsche GT1, matched its performance or driving capabilities. Rarer than the McLaren F1, the EB110 SS boasted highly similar performance figures. It even made a striking appearance at the 1994 24 Hours of Le Mans, the first Bugatti at the famed endurance race in 55 years. Positioned in the GT1 category, the EB110 SS was the fastest in qualifier in its class.
SUPER SPORT RCD39012
This Super Sport was first delivered to a Mrs Muller in Germany in 1994, as detailed on the original factory warranty card, confirming that this EB110 SS was delivered with a silver-grey exterior and black leather interior on 23rd March 1994, via Auto Konig. After spending some time in Japan with other important supercars, this EB110 SS made its way to Switzerland in 2012 and has now covered just 916 km from new. With such low mileage under its belt, equal to just 25 miles per year, it is as close to a ‘new’ EB110 SS as it is possible to get. Despite its low mileage, this EB110 SS has been used sparingly but regularly and has been well cared for. Accompanying the car is a range of documentation, including original books and road test reports, highlighting the phenomenal performance and usability of the EB110 SS and the superiority of its performance compared to most of its contemporaries.
The EB 110, representing a unique segment in the fabled marque’s history, was one of the most desirable supercars of the 1990s, and it holds a dear place in the hearts of many enthusiasts. With only 30 production Super Sports produced, they remain the most desirable iterations of the model. Finding one in exceptional, all-original condition and with such limited mileage is truly a rare and unique occasion.
Oldtimer parked on a small part of the Historic Route 66 through the Painted Desert/Petrified Forest National Park in Arizona, United States of America.
Hollywood, U.S.A. | August 2005
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My new book Unexpected memories - Volume 4 (English, Italiano, Deutsch)
© 2016 Fabrizio Zago - All rights reserved
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Unexpected memories - Volume 3
Fabrizio Zago
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Packard was an American luxury automobile marque built by the Packard Motor Car Company of Detroit, Michigan, and later by the Studebaker-Packard Corporation of South Bend, Indiana. The first Packard automobiles were produced in 1899 and the last in 1958.