Photo courtesy of Paul Cooper, Here we have a very rare Moulton Y-frame being held by Pierre Maisonneuve at Bradford on Avon in 1978 .This machine was being ridden 400-500 miles per week by Des and believed to have been written off !

Note; Swan-neck stem, unusual saddle and period LUCAS lights also AM forks have replaced old type.

I will post more from Paul Cooper's photo collection soon.

Note directly behind the works machine is Paul's special speedsix, built by Jack Lauterwasser with high quality components for Alex Moulton himself!

Fitted were Airlite hubs, AB77 chainset , 72T TA chainwheel and underslung alloy pump.

The Eden Project is a visitor attraction in Cornwall, England, UK. The project is located in a reclaimed china clay pit, located 2 km (1.2 mi) from the town of St Blazey and 5 km (3 mi) from the larger town of St Austell.

The complex is dominated by two huge enclosures consisting of adjoining domes that house thousands of plant species, and each enclosure emulates a natural biome. The biomes consist of hundreds of hexagonal and pentagonal ethylene tetrafluoroethylene (ETFE) inflated cells supported by geodesic tubular steel domes. The larger of the two biomes simulates a rainforest environment (and is the largest indoor rainforest in the world) and the second, a Mediterranean environment. The attraction also has an outside botanical garden which is home to many plants and wildlife native to Cornwall and the UK in general; it also has many plants that provide an important and interesting backstory, for example, those with a prehistoric heritage.

There are plans to build an Eden Project North in the seaside town of Morecambe, Lancashire, with a focus on the marine environment.

The clay pit in which the project is sited was in use for over 160 years. In 1981, the pit was used by the BBC as the planet surface of Magrathea in the TV series the Hitchhiker's Guide to the Galaxy. By the mid-1990s the pit was all but exhausted.

The initial idea for the project dates back to 1996, with construction beginning in 1998. The work was hampered by torrential rain in the first few months of the project, and parts of the pit flooded as it sits 15 m (49 ft) below the water table.

The first part of the Eden Project, the visitor centre, opened to the public in May 2000. The first plants began arriving in September of that year,[8] and the full site opened on 17 March 2001.

To counter criticism from environmental groups, the Eden Project committed to investigate a rail link to the site. The rail link was never built, and car parking on the site is still funded from revenue generated from general admission ticket sales.

The Eden Project was used as a filming location for the 2002 James Bond film Die Another Day. On 2 July 2005 The Eden Project hosted the "Africa Calling" concert of the Live 8 concert series. It has also provided some plants for the British Museum's Africa garden.

In 2005, the Project launched "A Time of Gifts" for the winter months, November to February. This features an ice rink covering the lake, with a small café-bar attached, as well as a Christmas market. Cornish choirs regularly perform in the biomes.

In 2007, the Eden Project campaigned unsuccessfully for £50 million in Big Lottery Fund money for a proposed desert biome.[10][11] It received just 12.07% of the votes, the lowest for the four projects being considered. As part of the campaign, the Eden Project invited people all over Cornwall to try to break the world record for the biggest ever pub quiz as part of its campaign to bring £50 million of lottery funds to Cornwall.

In December 2009, much of the project, including both greenhouses, became available to navigate through Google Street View.

The Eden Trust revealed a trading loss of £1.3 million for 2012–13, on a turnover of £25.4 million. The Eden Project had posted a surplus of £136,000 for the previous year. In 2014 Eden accounts showed a surplus of £2 million.

The World Pasty Championships, an international competition to find the best Cornish pasties and other pasty-type savoury snacks, have been held at the Eden Project since 2012.

The Eden Project is said to have contributed over £1 billion to the Cornish economy. In 2016, Eden became home to Europe's second-largest redwood forest (after the Giants Grove at Birr Castle, Birr Castle, Ireland) when forty saplings of coast redwoods, Sequoia sempervirens, which could live for 4,000 years and reach 115 metres in height, were planted there.

The Eden Project received 1,010,095 visitors in 2019.

In December 2020 the project was closed after heavy rain caused several landslips at the site. Managers at the site are assessing the damage and will announce when the project will reopen on the company's website. Reopening became irrelevant as Covid lockdown measures in the UK indefinitely closed the venue from early 2021, though it had reopened by May 2021 after remedial works had taken place. The site was used for an event during the 2021 G7 Summit, hosted by the United Kingdom.

The project was conceived by Tim Smit and Jonathan Ball, and designed by Grimshaw Architects and structural engineering firm Anthony Hunt Associates (now part of Sinclair Knight Merz). Davis Langdon carried out the project management, Sir Robert McAlpine and Alfred McAlpine did the construction, MERO jointly designed and built the biome steel structures, the ETFE pillows that build the façade were realized by Vector Foiltec, and Arup was the services engineer, economic consultant, environmental engineer and transportation engineer. Land Use Consultants led the masterplan and landscape design. The project took 2½ years to construct and opened to the public on 17 March 2001.

Once into the attraction, there is a meandering path with views of the two biomes, planted landscapes, including vegetable gardens, and sculptures that include a giant bee and previously The WEEE Man (removed in 2016), a towering figure made from old electrical appliances and was meant to represent the average electrical waste used by one person in a lifetime.

At the bottom of the pit are two covered biomes:

The Tropical Biome, covers 1.56 ha (3.9 acres) and measures 55 m (180 ft) high, 100 m (328 ft) wide, and 200 m (656 ft) long. It is used for tropical plants, such as fruiting banana plants, coffee, rubber and giant bamboo, and is kept at a tropical temperature and moisture level.

The Mediterranean Biome covers 0.654 ha (1.6 acres) and measures 35 m (115 ft) high, 65 m (213 ft) wide, and 135 m (443 ft) long. It houses familiar warm temperate and arid plants such as olives and grape vines and various sculptures.

The Outdoor Gardens represent the temperate regions of the world with plants such as tea, lavender, hops, hemp, and sunflowers, as well as local plant species.

The covered biomes are constructed from a tubular steel (hex-tri-hex) with mostly hexagonal external cladding panels made from the thermoplastic ETFE. Glass was avoided due to its weight and potential dangers. The cladding panels themselves are created from several layers of thin UV-transparent ETFE film, which are sealed around their perimeter and inflated to create a large cushion. The resulting cushion acts as a thermal blanket to the structure. The ETFE material is resistant to most stains, which simply wash off in the rain. If required, cleaning can be performed by abseilers. Although the ETFE is susceptible to punctures, these can be easily fixed with ETFE tape. The structure is completely self-supporting, with no internal supports, and takes the form of a geodesic structure. The panels vary in size up to 9 m (29.5 ft) across, with the largest at the top of the structure.

The ETFE technology was supplied and installed by the firm Vector Foiltec, which is also responsible for ongoing maintenance of the cladding. The steel spaceframe and cladding package (with Vector Foiltec as ETFE subcontractor) was designed, supplied and installed by MERO (UK) PLC, who also jointly developed the overall scheme geometry with the architect, Nicholas Grimshaw & Partners.

The entire build project was managed by McAlpine Joint Venture.

The Core is the latest addition to the site and opened in September 2005. It provides the Eden Project with an education facility, incorporating classrooms and exhibition spaces designed to help communicate Eden's central message about the relationship between people and plants. Accordingly, the building has taken its inspiration from plants, most noticeable in the form of the soaring timber roof, which gives the building its distinctive shape.

Grimshaw developed the geometry of the copper-clad roof in collaboration with a sculptor, Peter Randall-Page, and Mike Purvis of structural engineers SKM Anthony Hunts. It is derived from phyllotaxis, which is the mathematical basis for nearly all plant growth; the "opposing spirals" found in many plants such as the seeds in a sunflower's head, pine cones and pineapples. The copper was obtained from traceable sources, and the Eden Project is working with Rio Tinto Group to explore the possibility of encouraging further traceable supply routes for metals, which would enable users to avoid metals mined unethically. The services and acoustic, mechanical, and electrical engineering design was carried out by Buro Happold.

The Core is also home to art exhibitions throughout the year. A permanent installation entitled Seed, by Peter Randall-Page, occupies the anteroom. Seed is a large, 70 tonne egg-shaped stone installation standing some 13 feet (4.0 m) tall and displaying a complex pattern of protrusions that are based upon the geometric and mathematical principles that underlie plant growth.

Environmental aspects

The biomes provide diverse growing conditions, and many plants are on display.

The Eden Project includes environmental education focusing on the interdependence of plants and people; plants are labelled with their medicinal uses. The massive amounts of water required to create the humid conditions of the Tropical Biome, and to serve the toilet facilities, are all sanitised rain water that would otherwise collect at the bottom of the quarry. The only mains water used is for hand washing and for cooking. The complex also uses Green Tariff Electricity – the energy comes from one of the many wind turbines in Cornwall, which were among the first in Europe.

In December 2010 the Eden Project received permission to build a geothermal electricity plant which will generate approx 4MWe, enough to supply Eden and about 5000 households. The project will involve geothermal heating as well as geothermal electricity. Cornwall Council and the European Union came up with the greater part of £16.8m required to start the project. First a well will be sunk nearly 3 miles (4.5 km) into the granite crust underneath Eden.

Eden co-founder, Sir Tim Smit said, "Since we began, Eden has had a dream that the world should be powered by renewable energy. The sun can provide massive solar power and the wind has been harnessed by humankind for thousands of years, but because both are intermittent and battery technology cannot yet store all we need there is a gap. We believe the answer lies beneath our feet in the heat underground that can be accessed by drilling technology that pumps water towards the centre of the Earth and brings it back up superheated to provide us with heat and electricity".

Drilling began in May 2021, and it was expected the project would be completed by 2023

Other projects

Eden Project Morecambe

In 2018, the Eden Project revealed its design for a new version of the project, located on the seafront in Morecambe, Lancashire. There will be biomes shaped like mussels and a focus on the marine environment. There will also be reimagined lidos, gardens, performance spaces, immersive experiences, and observatories.

Grimshaw are the architects for the project, which is expected to cost £80 million. The project is a partnership with the Lancashire Enterprise Partnership, Lancaster University, Lancashire County Council, and Lancaster City Council. In December 2018, the four local partners agreed to provide £1 million to develop the idea, which allowed the development of an outline planning application for the project. It is expected that there will be 500 jobs created and 8,000 visitors a day to the site.

Having been granted planning permission in January 2022 and with £50 million of levelling-up funding granted in January 2023, it is due to open in 2026 and predicted to benefit the North West economy by £200 million per year.

Eden Project Dundee

In May 2020, the Eden Project revealed plans to establish their first attraction in Scotland, and named Dundee as the proposed site of the location. The city's Camperdown Park was widely touted to be the proposed location of the new attraction however in May 2021, it was announced that the Eden Project had chosen the site of the former gasworks in Dundee as the location. It was planned that the new development would result in 200 new jobs and "contribute £27m a year to the regional economy". The project is in partnership with Dundee City Council, the University of Dundee and the Northwood Charitable Trust.

In 2021, Eden Project announced that they would establish fourteen hectares of new wildflower habitat in areas across Dundee, including Morgan Academy and Caird Park.

In July 2023, new images were released depicting what the Dundee attraction would look which accompanied the planning permission documents for the new attraction which would be submitted by autumn 2023.

South Downs

In 2020, Eastbourne Borough Council and the Eden Project announced a joint project to explore the viability of a new Eden site in the South Downs National Park.

Qingdao, China

In 2015, the Eden Project announced that it had reached an agreement to construct an Eden site in Qingdao, China. While the site had originally been slated to open by 2020, construction fell behind schedule due to the COVID-19 pandemic and the opening date was delayed to 2023. The new site is expected to focus on "water" and its central role in civilization and nature.

Eden Project New Zealand

A planned Eden Project for the New Zealand city of Christchurch, to be called Eden Project New Zealand/Eden Project Aotearoa, is expected to be inaugurated in 2025. It is to be centred close to the Avon River, on a site largely razed as a result of the 2011 Christchurch Earthquake.

Eden Sessions

Since 2002, the Project has hosted a series of musical performances, called the Eden Sessions, usually held during the summer.

The 2024 sessions will be headlined by Fatboy Slim, Suede, Manic Street Preachers, The National, JLS, Crowded House, Rick Astley, Tom Grennan and Paolo Nutini.

In the media

The Eden Project has appeared in various television shows and films such as the James Bond film Die Another Day, The Bad Education Movie, in the Netflix series The Last Bus, and in the CBeebies show Andy's Aquatic Adventure.

A weekly radio show called The Eden Radio Project is held every Thursday afternoon on Radio St Austell Bay.

On 18 November 2019, on the Trees A Crowd podcast, David Oakes would interview the Eden Project's Head of Interpretation, Dr Jo Elworthy, about the site.

1960s Douglas Hartley Special.

A one-off homebuilt sports car? It was built between 1961 and 1968 by Douglas Hartley (an airframe fitter by trade). It has a crossflow Ford engine with other components including the screen lifted from a Ford Corsair. It has a spaceframe chassis with front suspension of his own design. Door handles and other small components were also self-made in his workshop.

E52

1999 - 2003

Design by Henrik Fisker

The Z8 is a roadster for connoisseurs : its unitary aluminium spaceframe, high-performance V8 engine and brilliant design serve to make this homage to the BMW 507 a firm favourite without further ado. Capable of going from 0 to 100 km/h in less than just five seconds, the Z8 quickly assumes pole position in the top-of-the-range sports car market

4.941 cc

V8

400 PS @ 6.600 rpm

500 Nm @ 3.800 rpm

Vmax : 250 km/h

0-100 km/h : 4,7 sec

5.700 ex.

Expo : 100 Years BMW

16/12/2016 - 08/01/2017

Autoworld

www.autoworld.be

Brussels - Belgium

September 2016

Series 1 1/2

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 85.000 - 125.000

Parijs - Paris

Frankrijk - France

February 2018

Conceived and developed as an open sports car, the Jaguar E-Type (XKE in the USA) debuted at the Geneva Salon in March 1961 in Coupé form. The car caused a sensation - spontaneous applause breaking out at the unveiling - with its instantly classic lines and a 150 mph top speed. While, inevitably, the car's stupendous straight-line performance and gorgeous looks grabbed the headlines, there was a lot more to the E-Type beneath the skin. The design owed much to that of the racing D-Type, a monocoque tub forming the main structure while a tubular spaceframe extended forwards to support the engine. The latter was the 3.8-litre, triple-carburettor, 'S' unit first offered as an option on the preceding XK150. With a claimed 265 hp on tap, the E-Type's performance did not disappoint: firstly, because it weighed around 500lb less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car.

Its engine aside, only in terms of its transmission did the E-Type represent no significant advance over the XK150, whose durable four-speed Moss gearbox it retained. The latter was replaced when the 4.2-litre engine was introduced on the Series 1 in October 1964, a more user-friendly all-synchromesh gearbox and superior Lockheed brake servo forming part of the improved specification together with the bigger, torquier engine. Apart from '4.2' badging, the car's external appearance was unchanged, but under the skin there were numerous detail improvements, chiefly to the electrical and cooling systems, and to the seating arrangements. Top speed remained unchanged at around 150 mph, the main performance gain resulting from the larger engine being improved flexibility.

Today, the E-Type's graceful lines live on in modern Jaguar sports cars, and there can be little doubt that William Lyons' sublime creation would feature in any knowledgeable enthusiast's 'Top Ten' of the world's most beautiful cars of all time.

This 4.2-litre Roadster was supplied new in December 1967 to the USA via Jaguar Cars, New York and first owned by one Arnold E Armstutz. Finished in Burgundy with black interior, the E-Type was purchased by the present owner 12 years ago, and since then has benefited from almost € 18.000 spent on its restoration (invoices and condition reports on file). Additional documentation consists of a French Carte Grise and Jaguar Heritage Trust Certificate.

Lotus XV (Lotus-Buick) (1958-60) Engine 3528cc V8

Race Number 47 Malcolm Thorne (Shelsey Kings)

Registration Number PMO 45 (Berkshire)

LOTUS SET

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

The Fifteen is a two seater front engined sports racing car designed by Colin Chapman. With an aluminium body over a space frame chassis. opposed to the six cylinder Bristol 2L engine in its predecessor Lotus Mk.X, the Mk.15 was designed with a dry-sump, all aluminium, DOHC four cylinder Coventry Climax FPF engine of 1.5 to 2.5 Litre displacement built for Formula Two and Grand Prix racing, mated to Lotus' own 5 speed sequential transaxle nicknamed 'Queer Box'. It was designed in 1957, and the production began in the late 1957. The spaceframe was similar to Lotus Eleven except for the Chapman strut rear suspension with inboard brakes and the accommodations for a larger engine, which included a slightly tilted engine which shifted the of the engine giving more space for the drivers footwell, than that of the non existant passenger.

The rolled aluminium body was simular in appearance to the smaller engined Eleven with a major difference of a full-width windscreen, and the lower scuttle/screen height. Unlike the 11 which was designed by Frank Costin, the body design was a result of the collaboration between Chapman and the coachbuilder Williams & Pritchard.

This car has a modified bonnet to accomodate a 3.5 litre V8 Buick derived Rover engine

Thankyou for a massive 55,757,812 views

Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-564

Bonhams : the Zoute Sale

Estimated : € 950.000 - 1.250.000

Sold for € 1.121.250

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

'When the products which are raced bear such a close resemblance to those which can be bought by the public, as do those of Aston Martin, only the most biased can deny the value of racing in improving the breed. It should be no surprise (that the DB4) should be based on an engine which first appeared in experimental form in some of last year's races.' - The Autocar, 3rd October 1958

Classically proportioned and instantly recognisable from the moment of its introduction, the Touring-styled Aston Martin DB4 established a look that would survive, with only minor revisions, until 1970. At its launch in October 1958, the DB4 marked a major turning point for Aston Martin as it was the first car of the David Brown era which neither used a chassis derived from the experimental Atom of 1939 nor an engine designed at Lagonda under the auspices of W O Bentley. Moreover, it was the first Aston Martin to carry Carrozzeria Touring's 'Superleggera' bodywork, in which light alloy panels were fixed to a framework of light-gauge steel tubes welded to a platform chassis. Although styled by Touring, the DB4's gorgeous fastback coachwork was built under license at Newport Pagnell by Aston Martin, which employed some of the finest panel beaters in the industry. The result was a car whose sleek lines were described as 'unmistakably Italian and yet... equally unmistakably Aston Martin.'

First seen at Le Mans the previous year in the DBR2, the 3.7-litre, six-cylinder, double-overhead camshaft engine was the work of Tadek Marek, formerly with Austin, while the gearbox was a new David Brown four-speed all-synchromesh unit. An immensely strong platform-type chassis, designed by Harold Beach, replaced the preceding DB2/4's multi-tubular spaceframe, the latter being considered incompatible with Touring's Superleggera body construction. The DB2/4's trailing-link independent front suspension gave way to unequal-length wishbones while at the rear the DB4 sported a live axle located by a Watts linkage instead of its predecessor's Panhard rod. Boasting disc brakes all round and with 240bhp on tap, the DB4 was the first production car capable of accelerating from a standing start to 100mph and back to rest again in under 30 seconds. At a time when few family saloons were capable of exceeding 70mph and took an age to get there, this staggering performance made the DB4 just about the fastest thing on the road, easily the equal of its Italian rivals.

Manufactured between October 1958 and June 1963, the DB4 developed through no fewer than five series. However, it should be made clear that the cars were not thus designated by the factory, this nomenclature having been suggested subsequently by the Aston Martin Owners Club to aid identification as the model evolved. The first had already undergone a number of improvements, including the fitting of heavy-duty bumpers after the first 50 cars, before the second series arrived in January 1960. A front-hinged bonnet, bigger brake callipers, and an enlarged sump were the major changes made on the Series II, while the third series featured separate rear lights, two bonnet stays, and a host of improvements to the interior fittings. The fourth series was readily distinguishable by its new grille (with seven vertical bars), shallower bonnet intake, and recessed rear lights, while the final (fifth) series manufactured between September 1962 and June 1963 was built on a 3.5" longer wheelbase (allowing for increased leg room and a larger boot) and gained 15" wheels, an electric radiator fan and the DB4GT-type instrument panel.

One of the most notable developments had arrived with the introduction of the 'Series IV' in September 1961, when a 'Special Series' (SS) or 'Vantage' engine became available as an option. The 'SS' incorporated a 9.0:1 compression ratio, larger valves, and triple SU HD8 carburettors, producing 266bhp at 5,750rpm, a gain of 26 horsepower over the standard unit. Almost all DB4 Vantages were built with the faired-in headlights of the DB4GT, including the car offered here.

The DB4 Series V Vantage is one of the rarest and most desirable of the DB range with only some 50 cars built in this final incarnation of the DB4. Indeed, the original 'James Bond' car used in the filming of 'Goldfinger' was a DB4 Series V, as they look virtually identical to the DB5 which at that time was not quite ready.

The gorgeous Aston Martin DB4 Series V Vantage offered here was delivered new to Sausalito, California and has spent the majority of its life in the dry Californian climate. The accompanying copy order form tells us that the purchaser was one Robert L Raphael of 166 Crescent Avenue, Sausalito, and lists the following items of non-standard equipment:

- Vantage Spec (sic)

- 3.54 rear axle ratio

- Chrome wheels

- Rear speaker & wing aerial only

- Sundym glass to screen, door windows & ¼ lights

- 2 wing fuel tanks

Chassis number 'DB4/1133/L' is one of a mere 17 original left-hand drive cars produced, of which fewer than half left the factory with covered headlights. The Aston benefits from a recent five-year (2010-2015) concours standard restoration carried out by Kevin Kaye, which was followed by six months further work at the world-renowned marque specialist, R S Williams. Originally black with red interior, the car been refinished and re-trimmed in striking all-black livery. Photographs and sundry invoices relating to the restoration are on file together with an Aston Martin Certificate of Origin, BMIHT Certificate, and a UK V5 registration document.

Boasting fully matching numbers, '1133/L' represents a wonderful opportunity to acquire a concours-standard example of this ultra-rare and most sought-after Aston Martin model.

This is a bit of a weird beast. I saw (what I assume was a digital creation) on Facebook about a year ago in a Lego site, with an open invitation for someone to create this in Lego.

I was curious, saved the post, and hoped to come back to it sometime later.

While not strictly a #ratrod this build nonetheless meets most of the design requirements. The body is a T1 Transporter double-cab pickup, with the rear body replaced by a spaceframe, with a mid-engined V8 race-engine. This extends the wheelbase over a standard T1, which is originally quite short. The front end is lowered significanty, tucking the wheels up into the guards.

Paintwork, rather than the standard faded/rusted look of ratrods, is a two-tome dark grey, trimmed of bumpers and trim features.

Built for #mocaroundgang 48th build chalenge for ratrods.

Messerschmidt KR200 (1955-64) Engine 191cc S1 TS

Production 40,000

Registration Number YNF 256 (Manchester)

MESSERSCHMIDT (Car) ALBUM

www.flickr.com/photos/45676495@N05/albums/72157624963580230

Messerschmidt were temporarily banned from building aircraft following World War II and had turned to producing other products, in 1952 they were approached by Fritz Fend with a view to manufacturing a small motor model was the KR175 launched in 1952 powered by a 175cc engine. based on his Fend Flitzer invalid carriage. The first vehicle was the From this came the three wheeled KR175 a two seater with tandem seats, with tubular spaceframe, handle bar steering, and bonded rubber suspension the KR standing for Kabinenroller - scooter with a cabin

Replaced in 1955 by the larger engined KR200 which incorporated the same basic frame as the KR175 with changes to the bodywork (notably including wheel cutouts in the front fenders) and an improved canopy design and had a car type throttle and clutch, Dyna start and a reversible engine. THe KR200 was powered by a 91cc Fichtel & Sachs air-cooled, single cylinder, two-stroke engine positioned in front of the rear wheel. ] The rear suspension and engine mounting were reworked, and hydraulic shock absorbers were installed at all three wheels. Tire sizes were enlarged to 4.00×8

Retailing for around DM 2,500, the KR200 was considered an instant success with almost 12,000 built during its first year, maximum speed was probably determined by the bravery of its pilot but due its lightweight the little car was capable of a speed in excess of 90 km/h (56 mph)

In 1956, around a year after West Germany joined NATO, Messerschmitt was allowed to manufacture aircraft again and lost interest in Fend's microcars. Messerschmitt sold the Regensburg works to Fend who, with brake and hub supplier Valentin Knott, formed Fahrzeug- und Maschinenbau GmbH Regensburg (FMR) to continue production of the KR200 but as the German and other economies began to recover sales of the bubble car derivatives decline and Messerchmidt car production ceased

Diolch am 79,223,034 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 79,223,034 amazing views, every one is greatly appreciated.

Shot 03.11.2019 Redhill, Surrey 144-289

This is a car I photographed at the Donington Park Museum on a visit there in October 1989. It's the Brabham BT25 that competed in the Indianapolis 500 race in 1968 and 1969, and the book 'Great Cars of the Donington Collection' says this about it:

'The Indianapolis BT25

Brabham’s first Monocoque

The late Peter Revson raced a turquoise-painted 4.2 litre Repco-Brabham at the Indianapolis Raceway Park road course in 1969, and won. It was his first success in the United States Auto Club’s race series, and marked the high-tide of the first monocoque Brabham’s career.

Jack Brabham had raced a rear-engined Cooper-Climax in the Indianapolis ‘500’ in 1961, pioneering the road-racing involvement which culminated in Clark’s win for Lotus in 1965. Indy rules for 1968 demanded that the cars’ fuel tanks be sheathed in metal panelling, and so Ron Tauranac’s practical mind decided that a monocoque should replace his long-standing allegiance to the spaceframe. The special 4.2 litre Repco V8 engine was slung in a tubular spaceframe behind a forward monocoque nacelle, and so the BT25 was born.

Brabham and Jochen Rindt drove the first cars, unsuccessfully, in the 1968 ‘500’, and in 1969 Jack returned with Revson as team-mate in developed BT25s. The American starred in the race, starting in thirty-third position and coming through to fifth by the finish. It was his first Indianapolis and signalled the beginning of his rise to new-found prominence as Can-Am Champion and Formula 1 Grand Prix winner before his tragic death.'

E52

1999 - 2003

Design by Henrik Fisker

'That this new car, the Z8, is scorchingly fast comes as no surprise. It employs the potent 400-hp M5 powertrain, which endows the M5 sedan with the acceleration of a Corvette. Weighing about 500 pounds less than the two-ton M5, the Z8's performance is beyond question.' – Car & Driver.

In recent times many motor manufacturers, particularly those with a significant sporting heritage, have felt the need to reference iconic models from the past when launching their latest. BMW has proved adept at exploiting this 'retro' trend, commencing in 1996 with the Z3 coupé and convertible, the styling of which brilliantly recalled its fabulous '328' sports car of pre-war days. Its next effort along similar lines - the 'Z07' concept car of 1997 - took its inspiration from the post-war Alfred Goetz-designed '507', a luxurious limited-edition roadster which, despite its sublime looks and superb performance, all but bankrupted the struggling German company.

The sensation of the 1997 Tokyo Auto Show, the Z07 was received so enthusiastically that BMW took the decision to press ahead with a production version: the Z8. Some of the Z07's less practical features were deleted, including the four-spoke steering wheel, 'double bubble' hardtop and driver's headrest fairing, but for the most part the Z8 remained remarkably faithful to the original concept, retaining the 507-like twin-nostril front grille and distinctive front-wing vents. A period-style interior had been one of the Z07's most remarked upon features, and that too made it into the Z8. Car & Driver was moved to remark: 'In truth, the Z8's visual charisma is so powerful that just sitting in this car with the engine off is more fun than driving many other cars. Then when you press the starter button – set apart, also a tribute to the past – another level of excitement begins.'

The Z8's body panelling and spaceframe chassis were fabricated in lightweight and corrosion resistant aluminium, while the 32-valve 4,941cc V8 engine, shared with M5 saloon, was built by BMW's Motorsport division. With 400bhp on tap, the Z8 raced to 100km/h in 4.7 seconds and only the built-in rev limiter stopped it from exceeding 250km/h. Power reached the run-flat tyres via a Getrag six-speed manual gearbox. Needless to say, the Z8 also came with all the modern appurtenances one would expect of a flagship model: traction control, stability control, front and side air bags, GPS navigation, climate control, and power operation of the seats, steering wheel and convertible hood all being included in the package.

The fact that the Z8 was a low-volume model assembled, for the most part, by hand enabled BMW to offer customers considerable freedom in personalising their cars. Further enhancing its appeal to collectors, the factory announced that a 50-year stockpile of Z8 parts would be maintained. Despite a (US) launch price of over $128,000, initial demand was so high that a bidding war broke out, with many Z8s selling for well in excess of that figure. By the time production ceased in 2003, 5,703 of these fabulous cars had been built.

The current owner was amazed when the Z8 was launched, being captivated by its style, its looks and, of course, its powerful BMW V8 engine. He was only in his mid-20s when he bought this Z8 new; delighted with his latest acquisition, he undertook a lengthy tour across France in the car in the first year he owned it. The owner remembers this trip as if it was yesterday: when passing a small bar on 11th September 2001, he saw everyone looking at the television as the news of the '9/11' attack spread across the world.

Most of the car's 26,000-or-so kilometres were covered on this trip, the only sizeable outing it has ever done. After that, the owner only drove the Z8 infrequently. For the last couple of years the car has been kept stored, only returning to the road this year following a major service at BMW. The car comes with its factory hardtop (black); tools and books including the ultra-rare personalised Z8 book; Belgian registration papers; and a Z8 poster by the official dealer Van den Broeck, which sold the car new. A unique opportunity to own a 100% original, low mileage, triple-black Z8, offered for sale by its first careful owner.

4.941 cc

V8

400 PS @ 6.600 rpm

500 Nm @ 3.800 rpm

Vmax : 250 km/h

0-100 km/h : 4,7 sec

5.700 ex.

Bonhams : the Zoute Sale

Sold for € 316.250

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

Sir Stirling Moss described the 1955 Mercedes-Benz 300 SLR as “The most fantastic car in the world”. A man considered by many as the greatest driver to ever live, Moss is well versed to make such a claim, having immortalised the 300 SLR in the 1955 Mille Miglia, setting the record which will never be broken. With such a start, the SLR was bound for greatness, but the tragedy at the 1955 Le Mans forced the prototype racers early retirement. Here is the story of the Mercedes-Benz 300 SLR’s rise and fall.

The brainchild of Rudolf Uhlenhaut, the genius who designed and engineered the Mercedes W125 and 300 SL, the 300 SLR was based on the W196 Formula 1 car rather than its road going sibling, the 300 SL. Fitted with one of the greatest engines ever devised, a fuel injected supercharged 3-litre inline-8, the power plant was positioned behind the front axle making the SLR front-mid engined, improving handling. Combined with a rear mounted fuel tank and gearbox, the SLR garnered the reputation of being one of the best performing machines on four wheels, with sublime handling, unparalleled high speed stability, near perfect weight distribution and immense power. Producing around 300hp fed to the rear wheels, the 300 SLR topped the scales at 900kg thanks to an aluminium spaceframe chassis and a featherweight magnesium Elektron body (the same material used to body the 1935 Bugatti Aérolithe concept).

In terms of design, the 300 SLR is a peculiar case. Sharing a clear visual lineage to its road going brother, the 300 SL, there’s an odd beauty to the SLR’s clear cut, form follows function shape. A design accentuated by wire wheels, an asymmetrical side exhaust, exaggerated headrests, a single vertically hinged driver’s door and a large bonnet bulge to clear the 33-degree canted engine, there’s an artistry to Uhlenhaut’s pragmatic design, a trait very few can achieve from a utilitarian prerequisite.

After the completion of nine 300 SLR chassis, the car debuted at the 1955 Mille Miglia, the race which would cement the SLR as one of the greatest cars of all time. Mercedes entered two 300 SLR’s in the race, one piloted by Juan Manuel Fangio, the other by Sir Stirling Moss and navigator, Denis Jenkinson. Released on half minute intervals, the cars were adorned with starting number. Moss’ car, starting at 7:22AM was adorned with the number 722. Favourites to win, Moss and Jenkinson did so, driving 1000 miles from Brescia to Rome and back on public roads in just 10 hours, 7 minutes and 48 seconds, smashing all previous Mille Miglia records, which due to the 1957 crash and cancellation of the race, will stand forever. An achievement thanks just as much to the 300 SLR as to Moss’ driving ability, the car averaged a huge speed of 99mph across the race, nearly touching 200mph on the stretch back to Brescia. The 1000-mile endurance race required cars to meet very specific requirements. Being a street race, cars had to be able to run flat out for extended periods of time whilst negotiating public roads, hairpin corners and humpback bridges, one which Moss hit at around 160mph, launching the car around 200 feet through the air. The large, powerful, stable SLR proved the perfect car for such a race with its sparse, functional design, truly brilliant engineering and technological achievement decades ahead of its time. Sir Stirling Moss’ Mille Miglia run, arguably the greatest feat of motor racing of all time, has inspired watches, clothing, artwork and even a series of special edition Mercedes-McLaren SLR’s. With such provenance, it’s no wonder Moss’ Mercedes-Benz 300 SLR 722 is today considered the most valuable car in the world.

Although Sir Stirling’s run in the 300 SLR is quite rightly remembered as the Mille Miglia’s greatest moment, Juan Manuel Fangio’s run should not be forgotten. Competing without a navigator, Fangio completed the 1955 Mille Miglia just 32 minutes behind Moss, a blistering time, enough to claim 2nd place, which may have claimed victory if Fangio wasn’t plagued throughout the race with engine problems, the power plant running on only 7 cylinders.

Whilst Mercedes observed the 300 SLR’s incredible aptitude in street races like the Mille Miglia and Targa Florio (where the SLR secured a 1-2 victory), the short lived SLR only competed in one major circuit race, the 1955 Le Mans, a race which would see the world’s worst motorsport disaster. The 7th year since the races halt due to WWII, Mercedes equipped the 3 300 SLR’s competing with a revolutionary airbrake. Essentially a large hatch above the fuel tank behind the driver’s head, the airbrake proved very successful in stopping the car and reducing wear on its enormous drum brakes. The first 34 laps of the race went past without inciendnt, until Mike Hawthorn turned his Jaguar D-Type sharply towards the pits, forcing Lance Macklin to take evasive action, sending his Austin Healey 100S into the path of Pierre Levegh’s Mercedes 300 SLR. Levegh struck the rear of the Austin Healey which acted like a ramp, launching the Mercedes into the crowd of spectators, killing 84 people, including Levegh and injuring 120 others. What followed were scenes of widespread devastation. As the SLR had broken into several pieces as it tumbled through the crowd, fuel and debris were spread along the grandstands. Worsening the truly horrific accident were the fire response crew who doused the alight magnesium body with water, sending hot magnesium onto the fleeing crowd. In response to the terrible accident, Mercedes-Benz immediately withdrew from the race, retiring from motorsport entirely until the 1980’s.

Whilst the 1955 Le Mans spelt the end of the 300 SLR’s racing career, the race bread machine was reborn as a road car. Two coupe versions of the SLR, commonly referred to as the Uhlenhaut Coupes were built, essentially road legal race cars capable of performing as the roadsters did, making them by far the fastest road cars in 1955. Originally built for competition, any plans for racing the prototype coupes were scrapped after the Le Mans tragedy. Rudolf Uhlenhaut himself used one of the coupes as a daily driver, once reportedly driving from Stuttgart to Munich in under an hour, touching 180mph.

Had the tragic events of the 1955 Le Man’s not occurred, the SLR would have likely became the most successful sports racing cars of the period, certainly possessing the performance and pedigree to do so. Despite its short life, the Mercedes-Benz 300 SLR remains to many the greatest car ever built, quite certainly the greatest of the 1950’s experimental race cars.

Chantilly 2016 - Concours d'élégance

OSCA 1600 GT Coupé 1964

Carrosserie de Carrozzeria Zagato

Châssis n° 011

Une des 128 OSCA 1600 GT construites

Une des 98 carrossées par Zagato

Documentation historique d'époque en compétition

Ãligible pour Le Mans Classic

En 1937, les trois frères Maserati survivants cédèrent leur entreprise au Groupe Orsi et, après la fin de la Seconde Guerre mondiale, ils créèrent l'Officine Specializzate per la Construzione Automobili Fratelli Maserati (ou OSCA) avec pour objet la construction en nombre limité de voitures de compétition. Une des motivations de leur séparation d'avec Orsi se situait dans le fait qu'ils ne voulaient pas être impliqués dans la création de types routiers- seule la compétition pure et simple les intéressait.

Les OSCA brillèrent en compétition au niveau international pendant toutes les années 1950. Aux 12 Heures de Sebring 1954, une manche du Championnat du Monde pour Voitures de Sport, des OSCA 1, 5 litre privées terminèrent 1e, 4e et 5e face à des équipes d'usines dans une catégorie sans limite de cylindrée, un exploit aussi extraordinaire qu'inespéré. Les OSCA remportèrent leur catégorie dans la Mille Miglia à dix reprises ainsi que l'indice de performance au Mans.

OSCA était une toute petite entreprise dont la production annuelle ne dépassait pas 30 voitures, mais toutes destinées à la compétition. La première proposition qui apparut en 1948 fut la MT4 (Maserati Tipo 4), une petite siluro (torpille) doté d'un moteur à 1 ACT de 1 092 cm3 qui s'imposa aussitôt aux mains de Luigi Villoresi. Le moteur OSCA vit sa cylindrée augmentée par paliers jusqu'à 1 491 cm3 et reçut une culasse à double arbre à cames et fut repris par Fiat pour qui il fut rendu « industrialisable » par l'ancien ingénieur de Ferrari Aurelio Lampredi.

à partir de 1950, un nouveau moteur OSCA à 2 ACT fut proposé et développé par les frères Maserati pour FIAT en différentes cylindrées allant jusqu'à 1 600 cm3.

En même temps que le moteur double arbre était appliqué aux FIAT sportives haut de gamme, OSCA aborda la production de ses propres modèles GT en renonçant au principe qui avait déterminé les frères Maserati à quitter la firme qu'ils avaient fondée. La 1600 GT d'OSCA était construite sur la base d'un châssis tubulaire en acier équipé du même moteur double arbre, mais porté à un niveau de préparation supérieur. (Parallèlement à sa propre 1600 GT, la firme allait produire aussi des versions spéciales des FIAT 1500/1600 dont beaucoup carrossées en coupé, un type de carrosserie que FIAT ne cataloguait pas.) OSCA construisit 128 exemplaires de sa 1600 GT entre 1960 et 1963, dont une grand majorité â 98 voitures â carrossées par Zagato.

L'OSCA 1600 GT proposée ici, habillée par Carrozzeria Zagato, est une des 7 voitures à caisse Zagato qui ont couru et, de fait, « 011 » est probablement celle qui a été le plus souvent engagée en compétition. Son pilote était Fausto Mariani qui mena souvent « 011 » au succès lors des saisons 1964 et 1965. En 1964, Mariani disputa le Trofeo Venturi à Rome où il finit 3e de sa catégorie, la Lago-Montefiascone à Viterbo (3e de catégorie), la Svolte Di Popoli à Pescara (2e de catégorie), la Coppa del Cimino à Viterbo (3e de catégorie) et la Conchilia Shell à Vallelunga (4e de catégorie).

La saison suivante, il disputa trois épreuves en commençant en mars par la Coppa Gallenga à Rome (n° 472, 1e de catégorie) avant de finir deuxième de catégorie au Trofeo Venturi à Rome en juin avant de finir la saison en novembre 3e de catégorie à la Poggio Nibbio à Viterbo. La voiture qui est vendue en partenariat avec le très réputé spécialiste français d'OSCA, Christophe Pund, est accompagnée d'un dossier de factures, de son libretto italien et son historique est parfaitement documenté.

Une des très rares OSCA 1600 GT survivantes connues, « 011 » représente une séduisante occasion d'acquérir une bel exemplaire de cette rare Gran Turismo italienne éligible à de nombreuses manifestations sportives historiques de prestige.

1964 OSCA 1600 GT Coupé

Coachwork by Carrozzeria Zagato

Chassis no. 011

Engine no. 011

â¢One of only 128 OSCA 1600 GTs

â¢One of 98 bodied by Zagato

â¢Documented Period competition history

â¢Eligible for Le Mans Classic

In 1937 the three surviving Maserati brothers sold out to the Orsi Group and after WW2 founded Officine Specializzate per la Costruzione Automobili Fratelli Maserati - OSCA for short - to build limited edition competition cars. One of the reasons for the Maserati brothers' departure was that they did not want to be involved in making road cars - they were racers pure and simple.

OSCAs performed magnificently in international sports car racing throughout the 1950s. In the 1954 Sebring 12-Hours, a round of the World Sports Car Championship, privately entered 1.5-litre OSCAs finished 1st, 4th and 5th against works teams in a category with no limit on engine capacity, an achievement as outstanding as it was unexpected. OSCAs took class wins in the Mille Miglia on ten occasions and also won the Index of Performance at Le Mans.

OSCA was a tiny company, never making more than 30 cars in a single year, all of which were intended for competition. Its first offering, introduced in 1948, was the MT4 (Maserati Tipo 4), a small siluro powered by a 1,092cc overhead-camshaft engine, which was immediately successful in the hands of Luigi Villoresi. Enlarged in stages up to 1,491cc and given a twin-cam cylinder head, the OSCA engine was later taken up by FIAT, for whom it was 'productionised' by ex-Ferrari designer, Aurelio Lampredi.

At the same time as its twin-cam engine was powering FIAT's range-topping sports cars, OSCA began producing its own GT cars, reversing the policy that had prompted the brothers to leave Maserati. OSCA's 1600 GT was built around a tubular-steel spaceframe chassis equipped with the same engine in a higher state of tune. (It would appear that concurrently with its own 1600 GT, the firm also built special versions of the FIAT 1500/1600, many of which were made as closed coupés, a style not offered by FIAT). OSCA completed 128 examples of its 1600 GT between 1960 and 1963, the greater majority (98) with bodies by Carrozzeria Zagato.

The OSCA 1600 GT offered here is the work of Carrozzeria Zagato, and is one of only seven Zagato-bodied cars that were raced; indeed, '011' is probably the most raced of all OSCA 1600 GTs. Its driver was Fausto Mariani, who achieved numerous successes with '011' during the 1964 and 1965 seasons. In 1964 Mariani competed in the Trofeo Venturi in Rome, finishing 3rd in class; the Lago-Montefiascone at Viterbo (3rd in class); Svolte Di Popoli, Pescara (2nd in class); Coppa del Cimino, Viterbo (3rd in class); and Conchiglia Shell, Vallelunga (4th in class).

The following season he competed in three races, commencing in March with the Coppa Gallenga in Rome (number '472', 1st in class); he then finished 2nd in class at the Trofeo Venturi, Rome in June; and ended the season in November with a 3rd-in-class finish at the Poggio Nibbio, Viterbo. The car which is offered in collaboration with renowned French OSCA specialist Christoph Pund, is sold with a comprehensive file including sundry invoices and an Italian libretto, and its entire ownership history is known.

One of only a relative handful of known survivors, '011' represents an exciting opportunity to acquire a fine example in excellent condition of this rare Italian Gran Turismo, eligible for a wide variety of the most important historic motor sports events.

Probably the last ride of 2019 today. It was a bit wetter and gooier in places than I expected.

Total recorded mileage for 2019 is 3,714 miles (99.9% of that is commuting).

Total recorded mileage of my orange TSR27 since new in 2011 is 13,988 miles. Only the frame, seatpost, seatpost clamp and stem are the original parts. The rest has either worn out or been upgraded.

Speaking of wearing out, my Sony HX90 needs replacing soon. Note the top left black shadow - the lens cover is playing up. I shouldn't complain too much - the Sony has been everywhere with me, its been dropped and used in +40 degree environments.

Messerschmidt KR200 (1955-64) Engine 191cc S1 TS

Production 40,000

Registration Number 627 CD (Brighton)

MESSERSCHMIDT (Car) ALBUM

www.flickr.com/photos/45676495@N05/albums/72157624963580230

Messerschmidt were temporarily banned from building aircraft following World War II and had turned to producing other products, in 1952 they were approached by Fritz Fend with a view to manufacturing a small motor model was the KR175 launched in 1952 powered by a 175cc engine. based on his Fend Flitzer invalid carriage. The first vehicle was the From this came the three wheeled KR175 a two seater with tandem seats, with tubular spaceframe, handle bar steering, and bonded rubber suspension the KR standing for Kabinenroller - scooter with a cabin

Replaced in 1955 by the larger engined KR200 which incorporated the same basic frame as the KR175 with changes to the bodywork (notably including wheel cutouts in the front fenders) and an improved canopy design and had a car type throttle and clutch, Dyna start and a reversible engine. THe KR200 was powered by a 91cc Fichtel & Sachs air-cooled, single cylinder, two-stroke engine positioned in front of the rear wheel. ] The rear suspension and engine mounting were reworked, and hydraulic shock absorbers were installed at all three wheels. Tire sizes were enlarged to 4.00×8

Retailing for around DM 2,500, the KR200 was considered an instant success with almost 12,000 built during its first year, maximum speed was probably determined by the bravery of its pilot but due its lightweight the little car was capable of a speed in excess of 90 km/h (56 mph)

In 1956, around a year after West Germany joined NATO, Messerschmitt was allowed to manufacture aircraft again and lost interest in Fend's microcars. Messerschmitt sold the Regensburg works to Fend who, with brake and hub supplier Valentin Knott, formed Fahrzeug- und Maschinenbau GmbH Regensburg (FMR) to continue production of the KR200 but as the German and other economies began to recover sales of the bubble car derivatives decline and Messerchmidt car production ceased

Diolch am 79,223,034 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 79,223,034 amazing views, every one is greatly appreciated.

Shot 03.11.2019 Redhill, Surrey 144-288

Over the new footbridge.

The bridge is being paid for by the housing estate developer. The project value is £1.1 million. Who said bridges would be cheap?

"Danaher & Walsh has been appointed by housebuilder Jelson Homes to construct a footbridge over the A6 trunk road in Birstall, Leicestershire.

The single-span 50m x 3.5m footbridge will cross five lanes of traffic using a hybrid steel bowstring arch Vierendeel truss design.

Piling will take place before the construction of reinforced concrete foundations, abutments and wingwalls. After the fitting of the bowstring arch, lighting and crash barriers will be installed to the highway."

My album of this bridge construction and installation: www.flickr.com/photos/stevenbrandist/albums/7215770373535...

Marina Rolls Royce (1963) Engine 6259cc V8 OHV Rolls Roye Production 1

Race Number 23 Simon Ashworth

This one British sports-racing car was created for the 1963 National and International sportscar racing seasons. These events preceeded opening European Grand Prix, normally at Monaco or Zandvoort and generally opened at Snetterton and then onto the Goodwood Easter Monday meeting, then at Aintree and the BRDC International Trophy race meeting at Silverstone in May.

The Marina Rolls Royce was the brainchild of Alan Mann then running Andrews Garage in Southwick and later to become better known for being the proprietor of Alan Mann Racing. The Marina was designed and built by Malcolm King who had sold it to Alan and Brian Mann Its multi-tubular spaceframe chassis carried a conventional front-mounted radiator and its main longeron tubes performed double duty, carrying coolant to and from the Rolls-Royce power unit. Girling discs brakes were fitted, while the front and rear suspension systems were essentially Formula 1 Cooper, and it was Alan and Brian Mann who managed to cram the 6 litre Rolls Royce engine into the multi-tubular spaceframe chassis in much the same way as the Cooper King Cobra. The result was a well balanced car with a low frontal area, .

The Rolls Royce V8 was initially a standard engine, converted to dry-sump lubrication, enableing it to be mounted lower in the chassis, its 3 gallon oil tank was mounted aside the driver legs and the standard oil pump was assisted by a scavenger pump. The engine was re-engineered with a special large-overlap camshaft machined by contemporary specialists Reece of Carshalton, and it breathed through a rack of four large Weber 58DC03 twin-choke sidedraught carburetors, mounted on specially-fabricated manifolds produced by Ruddspeed and a Ford V8 distributor replaced the tall standard type. Both cylinder heads were machined to produce a higher compression ratio of 8.7:1 while the pistons, con-rods and crank had been left as standard, the engine drove through a five-speed Colotti Type 32 transaxle, now fitted with a ZF unit enabling it to take on more power if required. Wether or not it was achieved the target was between 360 to 380bhp and the car weighed around 1500lbs.

Extrovert driver Jimmy Blumer was chosen, a driver who was experienced with the Cooper Monaco and the new car was entered by Alan Andrews Racing Ltd as the Marina Rolls Royce for the Easter Monday Goodwood meeting still with its unpainted aluminium body. It showed teething troubles in practice and after a couple of laps of a wet race Blumer retired the car. It was then entered for the Aintree 200, still the largest engined car in the field where it faced a Chevrolet V8-engined Cooper Monaco, one of the brand-new Shelby Cobras and 4-cylinder Lotus 19s in its class. Its race performance is not recorded but it was not placed, but more significantly Rolls Royce were unhappy that one of their engines was being used at this level of Motor Racing and a tacit agreement was reached under which the Marina or Andrews Special was quietly mothballed.

The car survived under wraps until its return at the 2004 Goodwood Festival of Speed, in the hands of Chris Buncombe, storming the hill in fine form, within ear shot of its 1963 racing debut. It was then offered at a sale of Rolls Royce and Bentleys at Bonhams R-R OC Annual Meet at Greenwich, at a guide price of $90 to 125,000, remaining unsold

Subsequent history unkown but it is now campaigned at selected races by Simon + Mark Ashworth

Many Thanks for an iunbelievable 24.6 Million views

Shot 04:05:2014 at the Donington Historic Festival REF 102-405

Ferrari 360 Spider (1999-05) Engine 3586cc V8

Registration Number FVT 330 (Cherished Number first issued for Chelmsford)

FERRARI SET

www.flickr.com/photos/45676495@N05/sets/72157623665054999...

For the 360 Ferrari partnered with Alcoa to produce an entirely new all aluminium spaceframe chassis that was 40% stiffer and 10% lighter than the earlier F355. The body was designed by Pininfarna and features a much rounder shape. The V8 engine was slightly larger and more powerful at 400bhp, than the unit used in the F355

Three road going versions were available the 360 Modena, 360 Spider, and the 360 Challenge Stradale.

Thankyou for a massive 57,223,561 views

Shot 28.10.2016 at The Alexandra Palace, London REF 124-058

Since the Plymouth Prowler first debuted back in 1996, I have always thought that this was a versatile platform perfect for exploration in multiple dimensions.

Around eight years ago I designed a V8, vintage plane themed HEMI Howler, replacing the stock V6 with one of Chryslers HEMI V8 engines. A not unexpected conversion.

The Prowler platform though is thoroughly modern, using a spaceframe construction and unstressed panels, meaning it can be turned into almost anything. That most customers didn't bother was a giant disappointment.

The Lego model here, designed to #mocaroundgang #mocaround56 for #hearserod models provided an just such an opportunity. Nearly all the change is via a long tapered rear overhang, suitable for carrying long thin boxes. And, unlike the standard roadster model, the inclusion of a roof smoothes things out.

The rear load door is all glass - a nod to the futuristic hotrod concepts of the late 1960s, and the grille, wheel trims and interior are finished in blood-red.

Chassis n° 1FAFP90SX54400856

Estimated : CHF 300.000 - 400.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

"The GT40 Concept casts a familiar, sleek silhouette of its predecessor, yet every dimension, every curve and line on the car is a unique reinterpretation of the original. The GT40 features a long front overhang reminiscent of 1960s-era race-cars. But its sweeping cowl, subtle accent lines and fibre-optic headlamps strike a distinctly contemporary pose. Its new lines draw upon and refine the best features of GT40 history and express the car's original identity." – Ford Motor Company.

Based on Eric Broadley's Lola GT, the original Ford GT40 was spawned by the Dearborn giant's ambition to beat Ferrari at Le Mans, a feat it duly achieved for the first time in 1966. The GT40 project had commenced three years previously, following Ford's failed attempt to buy into Ferrari, and was based at the Ford Advanced Vehicles plant at Slough, England. The GT40 first ran competitively in 1964 but failed at Le Mans that year and again in 1965. That first sweet Le Mans victory would fall to the 7-litre MkII, with victory the following year going to a US-built MkIV 'J' car. (The GT40 MkIII was the British-built road-going version).

A decade later and the GT40's status as an all-time great classic sports car had been firmly established, leading to an increased demand for unmolested originals and the start of a replica-building industry. Perhaps the only surprise concerning the emergence of a reconstituted 'official' version is that it took Ford the best part of 40 years to get around to it.

The 'new generation' GT was developed by Ford's Special Vehicle Team Engineering department under the direction of John Coletti and Fred Goodnow. The prototype was released in 2002 in anticipations of Ford's 100th anniversary celebrations, with production commencing in late 2004. The composite body panels are unstressed, as on the original, but instead of the monocoque chassis construction used in the 1960s, SVT Engineering developed an all-new lightweight aluminium spaceframe combining extruded sections and panels. Doubling as fuel reservoirs, a pair of massive sills contributed much to the original's chassis stiffness, whereas the new 'GT40' relies on a centre-tunnel 'backbone' that greatly improves ease of entry and exit. The suspension design is an advance on the original's, consisting of unequal-length control arms and a pushrod/bell-crank system acting on horizontally mounted coil spring/damper units. Braking is handled by six-piston Alcon callipers with cross-drilled and ventilated discs all round.

In defeating Ferrari's more highly stressed V12s, Ford proved that the traditional American V8 possessed all that was necessary to compete at the cutting edge of international endurance racing. A far cry from the simple pushrod units of the 1960s, the Ford GT's supercharged MOD 5.4-litre V8 produces 550bhp at 6,500rpm and 678Nm (500lb/ft) of torque at 3,750 revs; figures on a par with those of the 7.0-litre engine that won at Le Mans in 1966 and 1967. The six-speed all-synchromesh manual gearbox/transaxle uses ZF internals and was sourced from RBT Transmissions, whose founder Roy Butfoy had been a member of Ford's racing team at Le Mans.

The interior features leather-upholstered Recaro bucket seats with aluminium ventilation grommets embedded into the panels. The instrument layout follows the original's, comprising analogue gauges and a large tachometer complemented by modern versions of the traditional toggle switches.

Back in 1966, the Ford GT40 endurance racer became the first car to exceed 200mph along the Mulsanne straight at Le Mans. Matching that would be some achievement for the production road car, even allowing for nearly 40 years of technological progress... Tested for Motor Trend magazine by Indycar racing legend Bryan Herta, the Ford GT duly topped 200mph at Ford's Kingman test facility in Arizona, emphatically demonstrating that it was indeed worthy of that famous name. The GT also has stunning acceleration, sprinting from 0-100km/h in approximately 3.8 seconds.

One of only 101 produced for the European market, this beautiful example was first registered in Frauenfeld, Switzerland on 5th October 2005 and has had only two owners from new. The current owner purchased the car from a specialist dealer in 2012, since when it has been driven sparingly, covering only some 1,500 kilometres. This Ford GT has been maintained with great care since its acquisition (see service invoice on file dated 2016 at 5,819km). The car is offered with its service manual; a cancelled Swiss registration document; a Ford GT cover; and a document confirming that the airbags were replaced in 2017 by an official Ford dealer as part of the open recall issued by Ford.

Ferrari 365 GTC/4 (1971-72) Engine 4390cc V12 QOC Production 505

Registration Number LPB 71 K

FERRARI SET

www.flickr.com/photos/45676495@N05/sets/72157623665054999...

Designed by Filippo Sapino of Pininfarina as a 2+2 Grand Tourer and based on the chassis of the Ferrari 365 GTB4 Dayrtona, with very limited rear seating and rear headroom. The fastback silhouete, and hidden headlamps reflects the 365 GTB/4 "Daytona" styling.Power steering, electric windows and air conditioning were standard. The cabin was upholstered in mixed leather and tartan fabric, unique to this model and unusual for a Ferrari, with full leather upholstery an option..

The 365 GTC/4 shared the chassis and engine block as the 365 GTB/4 Daytona, riding on the same wheelbase and suspension. with softer spring rates and power steering. The chassis was a tubular spaceframe, mated to a steel body with aluminium doors and bonnets; The bodies were built at Pininfarina in Turin, then shipped to Ferrari for final assembly Wheels were cast aluminium on Rudge knock-off hubs, while Borrani wire wheels were optional; the braking system used vented discs front and rear.

The engine was a Tipo F 101 AC 000 Colombo V12, of 4390cc with the block, cylinder head were aluminium with cast iron pressed-in sleeves; chain-driven two overhead camshafts per bank and two valves per cylinder, the V12 was detuned to 340PS from the Daytona six twin-choke side-draft Weber carburetors in place of the downdraught carbs of the Daytona. The 5-speed all-synchronised manual transmission was bolted to the engine, another difference from the Daytona which used a transaxle. The gearbox was rigidly connected to the alloy housing of the rear differential through a torque tube.

Many Thanks for a fan'dabi'dozi 27,575,800 views

Shot 27:07:2014 at Silverstone Historic Festival REF: 103-251

Lola T70 Mk.IIIB (1969) Engine 5700cc V8 Chevrolet

Race Number 7 Tarek Mahmoud

LOLA SET

www.flickr.com/photos/45676495@N05/sets/72157623671654947...

The Lola T70 was developed by Lola Cars in 1965 in Great Britain for sports car racing. Lola built the chassis, which were typically powered by large American V8s. Over 100 T70s were built in three different guises, an open-roofed Mk II spyder, followed by an Mk III coupé, and finally a slightly updated Mk IIIB. The T70 was replaced in the Can-Am by the lighter Lola T160.

Early success for the Lola T70 came when Walt Hansgen won the Monterey Grand Prix, at Laguna Seca Raceway, on October 17, 1965, driving John Mecom's Lola T70-Ford. In 1966 Chevrolet powered Lola T70s won five of the six races in the CanAm Series, with a Ford powered T70 taking the sixth race but by 1967 the McLaren M6 was the car to beat. When the FIA changed the rules for sports car racing for the 1968 season, limiting engine size of prototypes to three liters, sportscars with up to five liter engines were allowed if at least fifty were made. This homologation rule allowed the popular yet outdated Ford GT40 and Lola T70s to continue racing. The Fords won Le Mans again in 1968 and 1969, while the T70's only big endurance win was a one-two finish in the 1969 24 Hours of Daytona behind the Sunoco Lola T70-Chevrolet of Mark Donohue and Chuck Parsons When the numbers required for homologation were lowered to 25 for 1969 the Ferrari 512 and Porsche 917 were permited, and outrun the older Lola

In Europe the Chevrolet powered Lolas suffered reliability issues blamed on the lower grade of pump fuel permited as opposed to the Avgas used under American Rules

During the filming of Steve McQueen's "Le Mans", Lola chassis were disguised as the Porsche 917 and Ferrari 512s that crashed in the film

In 2005 Lola Cars announced a revival of the T70 MkIIIb in "an authentic and limited continuation series" of the original racer though it is unclear wether any were built.

REPLICA CARS

A UK company, Gardner Douglas produces the T70 Spyder with styling inspired by the Lola car, and using an tubular spaceframe chassis with GRP panelling.

British Company Broadley Automotive broadleyautomotive.co.uk makes T70 Mk3B replicas using original moulds and drawings. So authentic they have been granted FIA Historic Technical Passports (HTPs), a number of these Broadley T76s can be seen racing in the FIA Masters Historic Sportscar Championship, where they regularly compete alongside original T70s,

A US company, "Race Car Replicas" produces an authentic looking replica of both the MkII and MkIIIB T70 using an aluminium monocoque chassis.

A South African Company, "Universal Products" produces a tubular spaceframe-chassis version, clad in aluminium, of the T70 MkIIIB.

Swiss car manufacturer Sbarro (automobile) produced 13 T70 MKIII

This car raced in the FIA Masters Historic Sportscar Championship for Le Mans style Sports Cars and Group 4 Cars 1962-74

A Big thankyou for an incredible 24.2 Million views

Shot 04:05:2014 at the Donington Historic Festival REF 102-243

I took this photograph at Tom Wheatcroft's Donington Park Museum in May 1989. It's a 1960 Porsche 718/2, chassis 202, formerly campaigned by Dutch driver Carel Godin de Beaufort and is finished in the orange Dutch racing colours. A book printed in 1974 giving details of many of the cars in the collection says this about the Porsche (which is now in the Porsche Prototyp Museum in Hamburg):

The Porsche 718

Germany's Challenger

French driver Jean Behra began Porsche's single-seater venture into Formula 2 in 1958. He had a central-seat version of the RSK sports car built up and it proved very successful. For 1959 the Stuttgart works produced 'proper' singe-seater cars, with similar air-cooled flat-four engines and trailing-link torsion bar front suspension, and when the 1½ litre Formula 1 came into operation in 1961 they were well prepared to enter Grand Prix racing for the first time.

Dan Gurney and Jo Bonnier drove the cars, which proved quite competitive, and when the new eight-cylinder was introduced for 1962 the old cars were sold. Two of them went to the giant Dutchman, Count Carel Godin de Beaufort, and he enjoyed himself hugely as one of that rare breed of private owner-drivers in Formula 1. He suffered a fatal accident in one of the obsolete old Porsches during practice for the 1964 German Grand Prix at Nürburgring. He was, as ever, trying as hard as he could to reach a qualifying time, and the loss of this jovial, larger than life character took some much-needed colour from the Grand Prix scene.

PORSCHE 718

Engine: 180° 4-Cyls; 2VPC; 2OHC; Air-cooled; 85mm x 66mm, 1498cc; c. 155bhp/7500rpm.

Chassis: Tubular spaceframe.

Suspension: IFS by trailing arms and TBs/IRS by wishbones and CSp.

Brakes: Discs.

Sold for £3,249,500 inc. premium

Fully restored by Works Service,1960 Aston Martin DB4GT 'Jet' Coupé Chassis no. 0201L Engine no. 370/0201/GT

Day 137 of my 365 day photo challenge.

A visit to the auction at the Aston Martin Works, Newport Pagnell, Buckinghamshire.

Footnotes

Coachbuilt examples of the DB4/5/6 family of Aston Martins are extremely rare, making the unique Bertone-bodied car offered here all the more precious and desirable. '0201L' is the last DB4GT chassis completed in period (a further six 'Sanction II/III' DB4GT Zagatos were built in the late 1980s/early 1990s) and was first displayed on Bertone's stand at the 1961 Geneva Motor Show, which was followed by an appearance at Turin that same year. Its designer was none other than Giorgetto Giugiaro, one of the 20th Century's foremost automotive stylists and then only 22 years of age, who would go on to create some of the Italian coachbuilder's most memorable designs before leaving to join Carrozzeria Ghia. By the time he left Ghia to found Italdesign in 1968, Giugiaro had been responsible for such sublime creations as the Maserati Ghibli and De Tomaso Mangusta.

It was only appropriate that Aston Martin's top-of-the range and most expensive production model, the DB4GT, should have been selected for this very special project. As its nomenclature suggests, the DB4GT was a competition variant of the DB4 sports saloon. Launched at the London Motor Show in 1958, the Aston Martin DB4 had emphatically demonstrated that a British manufacturer could better the Italians at their own game when it came to constructing the ultimate Gran Turismo. Its specification included a completely new steel platform chassis with disc brakes all round, and a race-developed twin-cam six-cylinder 3.7-litre engine, all clothed in a perfectly proportioned aluminium body designed by Carrozzeria Touring of Milan. Overall, the DB4 was state-of-the-art for its time, a masterpiece of robust British engineering combined with exquisite Italian styling.

Engineered under the watchful eye of Harold Beech, the immensely strong platform-type chassis replaced the DB2/4's multi-tubular spaceframe, the latter being considered incompatible with Touring's Superleggera body construction that employed its own lightweight tubular structure to support the hand-formed aluminium-alloy body panels. The trailing-link independent front suspension of the DB2/4 gave way to unequal-length wishbones while at the rear the DB4 sported a live axle located by Watts linkage instead of its predecessor's Panhard rod.

The new car's competition potential had been recognised from the outset and the factory lost no time in developing a lightweight version suitable for racing, the resulting DB4GT debuting at the 1959 London Motor Show. The model had already been proven in competition earlier that year when the prototype driven by Stirling Moss ('DP/199') won its first race at Silverstone. Extensive modifications to the standard car took 5" out of the wheelbase and replaced the rear seats with a luggage platform on all but a small number of cars. Together with lighter, 18-gauge bodywork, these changes reduced the car's weight by around 200lb (91kg).

The GT used a tuned engine which, equipped with a twin-plug cylinder head and triple Weber 45DCOE carburettors, produced a claimed 302bhp at 6,000rpm, a useful increase over the standard car's claimed 240bhp. Maximum speed, of course, depended on overall gearing but 153mph was achieved during testing with a 0-60mph time of 6.1 seconds recorded. The DB4 was also one of the first cars to go from standstill to 100mph and then brake to a dead stop on under 20 seconds, a tribute, in part, to its up-rated Girling brakes as used on Aston Martin's sports racers of the era.

Viewed from the front, the GT was readily distinguishable by its faired-in headlamps with Perspex covers, a feature later made standard on the DB5 and DB6. The rear screen and quarter windows were Perspex on many examples; bumper over-riders were deleted and the wind-down windows were frame-less within the doors. Twin Monza quick-release competition fuel fillers were added atop the rear wings, leading to a large-capacity fuel tank mounted flat in the boot. GTs were fitted as standard with lightweight Borrani 42-spoke wire wheels with alloy rims and three-ear 'knock-offs'. Trimmed to full Aston Martin road car specification, the interior boasted fine Connolly leather upholstery and deep-pile Wilton carpeting, while the GT benefited from the addition of an oil temperature gauge to the standard complement.

The DB4GT offered a strong challenge to the prevailing Ferrari dominance in GT racing, with examples entered by the works and John Ogier's Essex Racing Stable enjoying numerous victories. Driven by the likes of Roy Salvadori, Stirling Moss, Jim Clark and Innes Ireland, the DB4GT earned its stripes every weekend on the racing circuit. In December 1959, at the Bahamas Speed Week, Stirling Moss won driving a standard customer DB4GT 'borrowed' by the works following the demise of Moss's intended DBR2! The DB4GT was indeed a true dual-purpose car, equally at ease on both the circuit and Grand Tour. Only 30 were produced in left-hand drive configuration.

Originally finished in light green with contrasting grey interior, the 'Jet', as it became known, was lavishly trimmed in the best Aston Martin tradition, contrasting with the less well appointed, though lighter, Zagatos. Reminiscent of some Bertone creations on Ferrari chassis, this svelte notchback coupé is unique among DB4GTs as the only example bodied in steel, and would surely have made more of an impact had its Geneva debut not coincided with that of the Jaguar E-Type. A case of unfortunate timing if ever there was one, not that Bertone could be blamed for that. Giugiaro would body only one other Aston Martin, the DB7 Vantage-based 'Twenty Twenty' concept car of 2001, while a few years later Bertone revived the original idea with its 'Jet 2' on the Vanquish V12 platform.

'0201L' is known to have spent some time in Beirut before relocating to the USA, remaining there for several years before being rediscovered by Aston Martin Chairman, Victor Gauntlett, in the 1980s and shipped back to the factory. Quoted in Classic & Sports Car magazine's May 2013 edition, Kingsley Riding-Felce, currently Managing Director Aston Martin Works, recalled: 'The car was in a pretty sad state. It had suffered an engine fire... The bonnet was badly burnt and rust had taken hold in the steel bodywork. Only the sills plus the front and rear aprons are aluminium. Everything else is steel so Bertone must have made tooling, which suggests that it was hoping for a production series.'

Its late owner, Hans-Peter Weidmann, bought '0201L' from Victor Gauntlett while the car was undergoing total restoration to concours condition at Newport Pagnell under Kinglsey's supervision. He recalled some of the problems for C&SC: 'It was a big job because we had to make new door skins and fabricate replacement bumpers out of brass. It was quite a challenge configuring them to the body and getting the clearances right, but we wanted to keep it as original as possible. The instruments had to be redone and searching out missing switchgear in Italy proved quite a task. The Jet was very well made and clearly built to be driven. The styling isn't very Aston Martin but we never tired of looking at it.'

The car has been regularly maintained by the factory since the rebuild's completion in 1988 and comes with a comprehensively illustrated album of photographs recording the restoration, together with Swiss registration papers.

Following its total restoration at Works Service, the 'Jet' went on to amass an enviable collection of concours d'élegance awards including 1st in the Italian Coachwork class at Pebble Beach (1989) and 'Best in Show' at Villa D'Este and RAID Basle (both in 2001). Bertone's 'Jet' is one of very few cars summoned back to Pebble Beach, reappearing there in 1997 as part a special tribute to Aston Martin. Further 1stin- class awards have been garnered at the Hurlingham Club, AMOC Silverstone, Bagatelle Paris, Düsseldorf, Schloss Schwetzingen and New York, the most recent being awarded at Het Loo in 2007 (the Trophies from these concours successes are offered with the Car).

In recent years Hans-Peter Weidmann spent more time driving this unique Gran Turismo as its maker intended. Interviewed by Octane magazine for a feature on the Aston Martin DB4 (November 2005 edition) he declared: 'It was intended to be a grand tourer and that's just what I use it for.' By that time he had driven some 35,000 miles in the car including a marathon trip from San Francisco to Vancouver, covering the 950 miles in one night! Only one fuel stop would have been necessary as the oversize (37-gallon/168-litre) tank all but fills the boot, making this a car with true continent-crossing

capability. Indeed, Octane found that, compared with the other DB4 variants, the steel-bodied Jet 'rides more smoothly, in keeping with its Continental image.'

The year 2013 marks Bonhams' 14th annual auction at Works Service and we are immensely proud to have been entrusted with the sale of this most important Aston Martin. The DB4GT 'Jet', most significantly, has the unique cachet of being a one-off design by Bertone, and also is uniquely entwined with Aston Martin Works Service, which undertook its concours restoration with no expense spared. Concluding the C&SC article, Kingsley Riding-Felce said: 'Hans-Peter wouldn't want the Jet to go into storage, and we hope that the new owner will take part in this year's centenary events.'

Offered for sale for the first time on almost 30 years, '0201L' embodies the precious assets of rarity, continuous history, versatile usability and superb running condition. Arguably the most desirable Aston Martin currently available, it is the perfect acquisition with which to celebrate the marque's centenary in 2013.

Should the vehicle remain in the UK, local import taxes of 5% will be applied to the purchase price.

£2,800,000 - 3,800,000

3,300,000 - 4,500,000

Concours d'elegance

Aston Martin DB4GT Bertone Jet

1989 Pebble Beach, 1st in Class Italian Coachwork

1991 London, Hurlingham Club, 1st in Class

1991 Silverstone, Aston Martin Owners Club -1st in Class and overall winner

1992 Paris, Bagatelle, 1st in Class

1997 Pebble Beach, Second Invitation

2001 Villa D'Este, 1st in Class and Best in Show

2001 Dusseldorf, 1st in Class and Best in Show

2001 Schloss, Schwetzingen, 1st in Class

2001 RAID, Basel, Best in Show

2005 New York, 1st in Class

2007 Pebble Beach, Third Invitation

2007 Holland, Het Loo, 1st in Class

Utima Spyder (2001-15) Engine 5708cc V8 Chevrolet

Registration Number YA 04 XMD (Chelmsford)

ULTIMA SET

www.flickr.com/photos/45676495@N05/albums/72157630805723414

The Ultima Can Am was launched in 2001, replacing the Ultima Spyder. Supplied primaryly in self build form with race-proven spaceframe chassis of mainly 38mm x 1.5mm tube MIG welded Powder coated and panelled in 1.5mm NS4 Alloy sheet/ With a body of unpainted GRP in a gel coated finish. The independant suspension features bespoke TIG welded double unequal length heavy duty wishbones with rod ends and spherical joints. Alloy uprights cast in LM25 and heat treated to TF, with fully adjustable coil spring damper units. Power comes from Chevrolet V8 engines with outputs from 300bhp to 1000bhp

Many thanks for a fantabulous

44,005,056 views (adjusted and readjusted during FLICKR re-engineering, reduced by around 650,000)

Shot at the Silverstone Classic 14-15 July 2015- Ref 109-791

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The Isdera Imperator 108i was a low-volume German supercar produced from 1984 to 1993. The Imperator 108i was born out of the Mercedes-Benz CW311 concept car from 1978. Eberhard Schulz, who formerly worked as a design engineer for Mercedes-Benz, headed an engineering company that designed the CW311 concept. With no interest in putting the CW311 into production itself, Mercedes-Benz allowed Schulz for produce the vehicle under his own brand, Isdera.[1]

Implementing a fiberglass body upon a tubular steel spaceframe, the Isdera Imperator 108i was comparable to the Lamborghinis of its day. The original Imperator 108i featured 5.0 L (5,000 cc) Mercedes-Benz M117 V8 engine which gave the vehicle a top speed of 176 mph (283 km/h) and an acceleration of 0-60 mi (97 km) in 5.0 seconds. As Mercedes-Benz developed more powerful V8 engines, they were used in the Imperator 108i. Later engines included a 5.6 L (5,600 cc) Mercedes-Benz M117 V8, a 5.6 L (5,600 cc) AMG V8 and a 6.0 L (6,000 cc) AMG V8, with both AMG engines featuring advanced 32-valve cylinder heads.[1]

Unusually, the Imperator 108i featured a rear-view periscope, creating a bulge on the roof. It also featured gullwing doors

(Wikipedia)

- - -

Der Imperator wurde 1983 als Nachfolger der Studie CW 311 von 1978 vorgestellt. Um mehr Platz im Innenraum zu schaffen, wurde der Wagen in vielerlei Hinsicht vergrößert. Auch das Design erhielt eine Anpassungen an die 80er Jahre. Statt der Klappscheinwerfer baute man beispielsweise nun feststehende ein. Die erste Serie des Imperator wurde in 17 Exemplaren bis 1991 produziert. Die zweite Serie wurde dann technisch und im Design angepasst und wird bis heute hergestellt.

Nach dem Isdera Spyder von 1982 und der CW-311-Studie war dies für die Firma Isdera schon das dritte größere Projekt.

Motorseitig verbannte man den im CW 311 verwendeten 6,9 Liter V8 und setzte Achtzylinder der aktuellen Mercedes-Generation ein. Die Höchstgeschwindigkeit reicht beim Imperator von 262 km/h bis zu 310 km/h im AMG-Modell. Dieses beschleunigt in knapp unter 5 Sekunden auf Tempo 100.

Den Mercedes-Stern setzte man einfach auf das Auto, ohne beim Hersteller um Erlaubnis zu fragen. Doch in Anbetracht der großen Publicity verzichtete man bei Daimler-Benz auf Sanktionen.

(Wikipedia)

Chassis n° DB4C/1069/L

Zoute Sale - Bonhams

Estimated : € 1.200.000 - 1.400.000

Unsold

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

'The Aston Martin DB4 was perhaps the finest compromise which the David Brown-owned company ever achieved between exceptionally high-quality, exceptionally high-performance, exceptionally lavish finishing and yet properly contained overall size and weight – a great British product, benefiting from the styling input of Touring of Milan...' – Motors, 1965.

Classically proportioned and instantly recognisable from the moment of its introduction in 1958, the Touring-styled Aston Martin DB4 established a look that would survive, with only minor revisions, until 1970. Moreover, it was the first Aston Martin to carry Carrozzeria Touring's 'Superleggera' bodywork, in which light alloy panels were fixed to a framework of light-gauge steel tubes welded to a platform chassis. Although styled by Touring, the DB4's gorgeous fastback coachwork was built under license at Newport Pagnell by Aston Martin, which employed some of the finest panel beaters in the industry. The result was a car whose sleek lines were described as 'unmistakably Italian and yet... equally unmistakably Aston Martin'.

Designed by Tadek Marek and already proven in racing, the DB4's new twin-cam six-cylinder engine displaced 3,670cc while the gearbox was a new David Brown four-speed all-synchromesh unit. An immensely strong platform-type chassis, designed by Harold Beach, replaced the preceding DB2/4's multi-tubular spaceframe, the latter being considered incompatible with Touring's Superleggera body construction. The DB2/4's trailing-link independent front suspension gave way to unequal-length wishbones while at the rear the DB4 sported a live axle located by a Watts linkage instead of its predecessor's Panhard rod. Boasting disc brakes all round and with 240bhp on tap, the DB4 was the first production car capable of accelerating from a standing start to 100mph and back to rest again in under 30 seconds. At a time when few family saloons were capable of exceeding 70mph and took an age to get there, this staggering performance made the DB4 just about the fastest thing on the road, easily the equal of its Italian rivals.

Manufactured between October 1958 and June 1963, the DB4 developed through no fewer than five series. However, it should be made clear that the cars were not thus designated by the factory, this nomenclature having been suggested subsequently by the Aston Martin Owners Club to aid identification as the model evolved. The first cars had already undergone a number of improvements, including the fitting of heavy-duty bumpers after the first 50 had been made, before the 2nd series arrived in January 1960. A front-hinged bonnet, bigger brake callipers and an enlarged sump were the major changes made on the Series II, while the 3rd series featured separate rear lights, two bonnet stays and a host of improvements to the interior fittings. The 4th series was readily distinguishable by its new grille, with seven vertical bars, shallower bonnet intake and recessed rear lights, while the final (5th) series manufactured between September 1962 and June 1963 was built on a 3½" longer wheelbase (allowing for increased leg room and a larger boot) and gained 15" wheels, an electric radiator fan and the DB4GT-type instrument panel. Including Vantage and convertible models, approximately 1,100 DB4s were produced between 1958 and 1963.

The DB4 was available only as a closed sports saloon until September 1961 when the convertible version was unveiled at that year's Motor Show. Priced at £4,449, it was £250 more expensive than the saloon. Passenger space was little changed, though there was more headroom than the saloon could offer.

Its accompanying copy guarantee form shows that this Aston Martin DB4 Convertible, 'DB4C/1069/L', was delivered in July 1962 via US agent J S Inskip and sold new to Robert S Salant of Long Island, New York, USA. The car left the Newport Pagnell factory finished in Dubonnet Rosso with fawn interior trim and was delivered with following items of non-standard equipment: overdrive, chrome wheels, driver's side wing mirror, block letter initials to the doors, and a 'GB' plate.

The Aston's second known owner was a Mr A P Moody of Chicago, Illinois, who kept the car from 1989 to 1999 when it was acquired by Mr Paul Faber of Luxembourg. When Mr Faber died, the car passed to his friend, the current vendor, who has not registered it in his name.

Beautifully finished in Dubonnet Rosso, a colour very popular with Aston Martin's customers, '1069/L' is a fully matching-numbers example: the chassis, engine, and gearbox are all original. The engine was upgraded to the more powerful Vantage specification early in the car's life, and that, coupled with the highly desirable overdrive gearbox and new modern power steering (by Aston Heritage), makes for a highly pleasurable driving experience. The car rolls on Borrani wire wheels and comes with an original and very rare factory hardtop.

Aston Martin specialists Noble House in the Netherlands have carried out a major service which included renewing all the brakes and fitting new tyres and a new fuel tank (invoice on file). All paperwork is up to date.

Combining Aston Martin's traditional virtues of style and performance with the joys of open-air motoring, the DB4 Cabriolet is most sought after and highly prized today. With the exception of the Zagato, the DB4 Cabriolet is the rarest Aston Martin road car of the David Brown era with a total of only 70 built, six less than the legendary DB4 GT, only 10 of which were left-hand drive like this gorgeous example.

Ferrari Dino 308GT4 (1973-80) Engine 2926cc V8 Tr QOC Production 2826

Registration Number JPK 102 V (Guildford))

FERRARI SET

www.flickr.com/photos/45676495@N05/sets/72157623665054999...

The Dino 308 GT4 was introduced in 1973 and supplemented by the 208 GT4 in 1975. The cars were sold with Dino badging (continuing the Dino brand to differentiate non-V12 Ferrari) until May 1976, when they received Ferrari badging

The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. The Marcello Gandini styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a longer wheelbase making room for a second set of seats, Nicki Lauda had a hand in the chassis set up

The 3.0 L (2927 cc) V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version reduced to 240bhp for North America

The 308 GT4 debuted at the 1973 Paris Motorshow, sporting a Dino badged, the cars finally gained the prancing horse in 1978 during a rebadging in an attempt to boost sales. There were two series of GT4; the earlier cars featured a twin distributor engine and foglamps mounted in the front valance. Later cars had a single distributor engine, with foglamps mounted behind the front grille.

Many thanks for a fantabulous 43,220,683 views

Shot at the Silverstone Classic 14-15 July 2015- Ref 109-321

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W198

Estimated : CHF 1.100.000 - 1.400.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

'When it was first announced by Mercedes-Benz, the production 300 SL Coupé was a startling car built to the German concern's customarily startling standards, but above all what left the general public most open-mouthed about the new car was its upward-opening Gullwing doors...!' - Motors, 1963.

Mercedes-Benz returned to post-war competition in 1952, fielding two of its new 300 SL (W194) sports cars in the Mille Miglia. The pair finishing a creditable 2nd and 4th overall in this most difficult of events and this promising start was followed up by a win in the challenging Carrera Panamericana. The works first raced the 300 SL (Sport Leicht) in open form, but for the Le Mans 24-Hour Race in June a trio of 'Gullwing'-doored coupés was entered. High sills were a feature of the multi-tubular spaceframe chassis, and while access was not a problem of the open car, the coupé bodywork required innovative thinking - hence the Gullwing doors. Karl Kling and Hans Klenk duly brought their 'Silver Arrow' home in first place and the 300 SL was on its way to becoming part of motor sporting legend.

Launched in 1954, the production 300 SL retained the spaceframe chassis and lightweight aluminium-alloy bodywork of the W194 racer while its mechanical underpinnings, like the latter's, owed much to the contemporary Mercedes-Benz 300 luxury saloon. A 2,996cc overhead-camshaft inline six, the 300 SL's engine was canted at 45 degrees to achieve a low bonnet line and produced 215bhp (DIN) at 5,800rpm using Bosch mechanical fuel injection. A four-speed, all-synchromesh manual gearbox transmitted power to the hypoid bevel rear axle. Suspension was independent all round: by wishbones and coil springs at the front, with swing axles and coil springs at the rear.

A production 300 SL (W198) was tested by Road & Track magazine in 1955, accelerating from 0-60mph (0-97km/h) in 7.4 seconds on its way to a top speed of 140mph (225km/h). Half expecting the long-awaited 300 SL to provide an anti-climax, R&T were delighted to find the new car, 'far beyond our wildest expectations. In fact, we can state unequivocally that in our opinion the 300SL coupé is the ultimate in an all-round sportscar. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible. Performance? It accelerates from a dead start to 100mph in just over 17 seconds. Dual purpose? A production model 300 SL can make a very acceptable showing in any type of sportscar competition. Yet the car is extremely tractable and easy to drive in traffic. Comfort? The fully enclosed 300 SL is the most comfortable (and safe) high-speed 'cross-country' car built today.'

A 300 SL roadster featuring conventional doors was first exhibited at the Geneva Salon in May 1957 and, although built in greater numbers, has never matched the immortal Gullwing for desirability. Its racing parentage notwithstanding, the 300 SL remains a thoroughly practical car, as civilised in city traffic as it is exhilarating on the autostrada. By the time 300 SL Coupé production ceased in 1957, some 1,400 examples had found customers. Today the model is both rare and most sought after by connoisseurs of fine automobiles.

The accompanying copy of this Gullwing's factory data sheet, issued 7th June 1955, shows that it was sold new to Mr Alfred Rogers of Montreal, Canada. This document also records that the car was originally finished in black with red leather interior, the same colour scheme it has today, and that it was ordered with, among other options, special high-gloss paintwork, sealed-beam headlights, instruments in English, and special upholstery. The Mercedes stayed in Canada until at least 1989 when it was owned by Mr Fred Wegner of Woodbridge, Ontario. Previously owned by Mr Jochen Hackbarth of Hamburg, Germany, the Mercedes was purchased by the current vendor from Axel Schuette in August 1993.

Also on file is a professional condition and valuation report, compiled in December 2016 after the Gullwing had been restored, which confirms that the numbers on the chassis, body, and engine match those on the aforementioned data sheet. The odometer reading when the car was inspected was 1 kilometre, the same as it is today. This report is highly complimentary, remarking on the quality of the body, paintwork, brightwork, glass (replaced in its entirety), interior (fully re-trimmed), and chassis frame (plastic coated). It also states that the engine and differential had been overhauled, and it is worth noting that the body repairs and paintwork were entrusted to master craftsman Karl Lindermüller, one of the best specialists in the business.

Offered with German Fahrzeugbrief, this outstanding example of, arguably, the most charismatic of all post-war sports cars is presented in excellent condition and is worthy of the closest inspection.

Based on the venerable "ORT-07 Nimbus" spaceframe.

Not since the 412's demise in 1989 had Ferrari offered a '2+2', and when the 456 GT debuted at the Paris Salon in October 1992 it was obvious that the long awaited newcomer eclipsed all Maranello's previous four-seat Grand Tourers. Although new from stem to stern, the 456 GT incorporated elements familiar to generations of Ferrari cognoscenti - front-mounted four-cam V12, rear transaxle, tubular steel spaceframe chassis and all-independent suspension - while making an appearance for the first time were electronically-controlled adaptive suspension and a six-speed gearbox (there was also an optional automatic). Essentially a de-tuned version of that powering the 550 and 575, the new 5.5-litre V12 unleashed no less than 442bhp at a lowly 6,250rpm yet remained smooth and tractable from idling speed to red-line thanks to its state-of-the-art engine management system. F40 excepted, the 456 was the most powerful road car developed by Ferrari up to that time, yet despite delivering supercar performance this relatively unstressed engine has proven to be very reliable.

For the 456, Pininfarina worked its magic once more to create a subtly beautiful curvaceous body contrasting with the hard edges of its predecessor. Although bereft of extraneous aerodynamic devices, the 456 remained stable up to its maximum of around 190mph, a figure that made it the world's fastest production four-seater passenger car. Acclaimed on its debut, the 456's styling has not dated and is a tribute to Pininfarina's farsightedness in creating one of most successful designs of modern times. An air-conditioned interior, sumptuous Connolly leather trim, perfectly weighted power steering, and Porsche-rivalling build quality all combined to make the 456GT a worthy competitor for Bentley, Aston Martin, and Mercedes-Benz.

Rare and desirable, this manual transmission Ferrari 4546GT was delivered new to FA. Stolze Zweiradteile in Leutkirch, Germany in 1994 finished in the ultra-rare colour scheme of Argento Nürburgring metallic with Jeans Blue interior. In 2006 the car changed hands and went to Holland, where it would be owned by a Ferrari enthusiast until now. Benefiting from frequent servicing by Munsterhuis and Kroymans Ferrari in Holland, the car has always been carefully looked after, including a recent professional full polish costing €3,000. More importantly, the last major service including cam belts, etc was carried out in September 2017 at 39,643 kilometres. In short: this stunning Ferrari is truly ready for any adventure. Said to be unique in this colour combination, with low-mileage and in wonderful condition, the car comes with its original books and tools; the service booklet (stamped on six occasions between 1995 and 2017); and all invoices from day one.

5.474 cc

V12

442 hp @ 6.250 rpm

550 Nm @ 4.500 rpm

Vmax : + 300 km/h

0-100 km/h : 5,2 sec

0-1000 m : 23,3 sec

Bonhams : the Zoute Sale

Sold for € 69.000

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

Lotus 23B (1963) Engine 1596cc

Race Number 205 David Gidden (Astcote)

LOTUS SET

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

The Lotus 23 was designed by Colin Chapman to compete in the FIA Group 4 category. Unlike its predecessors its engine was mounted behind the driver. The 23 used a wider version of the Lotus 22 spaceframe clothed in a fibreglass body The front suspension was a typical double wishbone arms with outboard coil/damper unit using the Triumph upright made by Alford & Alder, Triumph Herald rack and pinion steering, and outboard Girling non-ventilated disc brake. It was originally intended for engines of 750 cc to 1300 cc (45-80ci) with a Renault 4 speed transaxle, but had a 5 speed Hewland Mk.III in production, which used the entire VW magnesium alloy transaxle case in upside-down configuration, housing bespoke straight-cut gears

The 23B in 1963 had the original center gear shifter relocated to the right side of the driver, and the radiator and oil cooler were combined into a single unit, with the lower fifth acting as an oil cooler. The frame received additional structural tubes to take the torque of Lotus TwinCam-based 1.6 litre Cosworth Mk.XII and Mk.XIII, mated to "high torque spec" 5 speed Hewland Mk.V transaxle. Smaller displacement engines were mated to 5 speed Hewland Mk.IV. both with GKN (Ford Zephyr) differential gears and a forward-facing selector rod on the right side in a bespoke (Hewland made) tail casing.

Many thanks for a fantabulous 40,956,551 views

Shot at the Chateau Impney Hill Climb, Chateuu Impney, Droitwich 12 July 2015 - Ref 108-211

W198

Estimated : CHF 1.100.000 - 1.400.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

'When it was first announced by Mercedes-Benz, the production 300 SL Coupé was a startling car built to the German concern's customarily startling standards, but above all what left the general public most open-mouthed about the new car was its upward-opening Gullwing doors...!' - Motors, 1963.

Mercedes-Benz returned to post-war competition in 1952, fielding two of its new 300 SL (W194) sports cars in the Mille Miglia. The pair finishing a creditable 2nd and 4th overall in this most difficult of events and this promising start was followed up by a win in the challenging Carrera Panamericana. The works first raced the 300 SL (Sport Leicht) in open form, but for the Le Mans 24-Hour Race in June a trio of 'Gullwing'-doored coupés was entered. High sills were a feature of the multi-tubular spaceframe chassis, and while access was not a problem of the open car, the coupé bodywork required innovative thinking - hence the Gullwing doors. Karl Kling and Hans Klenk duly brought their 'Silver Arrow' home in first place and the 300 SL was on its way to becoming part of motor sporting legend.

Launched in 1954, the production 300 SL retained the spaceframe chassis and lightweight aluminium-alloy bodywork of the W194 racer while its mechanical underpinnings, like the latter's, owed much to the contemporary Mercedes-Benz 300 luxury saloon. A 2,996cc overhead-camshaft inline six, the 300 SL's engine was canted at 45 degrees to achieve a low bonnet line and produced 215bhp (DIN) at 5,800rpm using Bosch mechanical fuel injection. A four-speed, all-synchromesh manual gearbox transmitted power to the hypoid bevel rear axle. Suspension was independent all round: by wishbones and coil springs at the front, with swing axles and coil springs at the rear.

A production 300 SL (W198) was tested by Road & Track magazine in 1955, accelerating from 0-60mph (0-97km/h) in 7.4 seconds on its way to a top speed of 140mph (225km/h). Half expecting the long-awaited 300 SL to provide an anti-climax, R&T were delighted to find the new car, 'far beyond our wildest expectations. In fact, we can state unequivocally that in our opinion the 300SL coupé is the ultimate in an all-round sportscar. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible. Performance? It accelerates from a dead start to 100mph in just over 17 seconds. Dual purpose? A production model 300 SL can make a very acceptable showing in any type of sportscar competition. Yet the car is extremely tractable and easy to drive in traffic. Comfort? The fully enclosed 300 SL is the most comfortable (and safe) high-speed 'cross-country' car built today.'

A 300 SL roadster featuring conventional doors was first exhibited at the Geneva Salon in May 1957 and, although built in greater numbers, has never matched the immortal Gullwing for desirability. Its racing parentage notwithstanding, the 300 SL remains a thoroughly practical car, as civilised in city traffic as it is exhilarating on the autostrada. By the time 300 SL Coupé production ceased in 1957, some 1,400 examples had found customers. Today the model is both rare and most sought after by connoisseurs of fine automobiles.

The accompanying copy of this Gullwing's factory data sheet, issued 7th June 1955, shows that it was sold new to Mr Alfred Rogers of Montreal, Canada. This document also records that the car was originally finished in black with red leather interior, the same colour scheme it has today, and that it was ordered with, among other options, special high-gloss paintwork, sealed-beam headlights, instruments in English, and special upholstery. The Mercedes stayed in Canada until at least 1989 when it was owned by Mr Fred Wegner of Woodbridge, Ontario. Previously owned by Mr Jochen Hackbarth of Hamburg, Germany, the Mercedes was purchased by the current vendor from Axel Schuette in August 1993.

Also on file is a professional condition and valuation report, compiled in December 2016 after the Gullwing had been restored, which confirms that the numbers on the chassis, body, and engine match those on the aforementioned data sheet. The odometer reading when the car was inspected was 1 kilometre, the same as it is today. This report is highly complimentary, remarking on the quality of the body, paintwork, brightwork, glass (replaced in its entirety), interior (fully re-trimmed), and chassis frame (plastic coated). It also states that the engine and differential had been overhauled, and it is worth noting that the body repairs and paintwork were entrusted to master craftsman Karl Lindermüller, one of the best specialists in the business.

Offered with German Fahrzeugbrief, this outstanding example of, arguably, the most charismatic of all post-war sports cars is presented in excellent condition and is worthy of the closest inspection.

Coachwork by Zagato

98 ex.

In 1937 the three surviving Maserati brothers sold out to the Orsi Group and after WW2 founded Officine Specializzate per la Costruzione Automobili Fratelli Maserati - OSCA for short - to build limited edition competition cars. One of the reasons for the Maserati brothers' departure was that they did not want to be involved in making road cars - they were racers pure and simple.

OSCAs performed magnificently in international sports car racing throughout the 1950s. In the 1954 Sebring 12-Hours, a round of the World Sports Car Championship, privately entered 1,5-litre OSCAs finished 1st, 4th and 5th against works teams in a category with no limit on engine capacity, an achievement as outstanding as it was unexpected. OSCAs took class wins in the Mille Miglia on ten occasions and also won the Index of Performance at Le Mans.

OSCA was a tiny company, never making more than 30 cars in a single year, all of which were intended for competition. Its first offering, introduced in 1948, was the MT4 (Maserati Tipo 4), a small siluro powered by a 1.092 cc overhead-camshaft engine, which was immediately successful in the hands of Luigi Villoresi. Enlarged in stages up to 1.491 cc and given a twin-cam cylinder head, the OSCA engine was later taken up by FIAT, for whom it was 'productionised' by ex-Ferrari designer, Aurelio Lampredi.

At the same time as its twin-cam engine was powering FIAT's range-topping sports cars, OSCA began producing its own GT cars, reversing the policy that had prompted the brothers to leave Maserati. OSCA's 1600 GT was built around a tubular-steel spaceframe chassis equipped with the same engine in a higher state of tune. (It would appear that concurrently with its own 1600 GT, the firm also built special versions of the FIAT 1500/1600, many of which were made as closed coupés, a style not offered by FIAT). OSCA completed 128 examples of its 1600 GT between 1960 and 1963, the greater majority (98) with bodies by Carrozzeria Zagato.

The OSCA 1600 GT offered here is the work of Carrozzeria Zagato, and is one of only seven Zagato-bodied cars that were raced; indeed, '011' is probably the most raced of all OSCA 1600 GTs. Its driver was Fausto Mariani, who achieved numerous successes with '011' during the 1964 and 1965 seasons. In 1964 Mariani competed in the Trofeo Venturi in Rome, finishing 3rd in class; the Lago-Montefiascone at Viterbo (3rd in class); Svolte Di Popoli, Pescara (2nd in class); Coppa del Cimino, Viterbo (3rd in class); and Conchiglia Shell, Vallelunga (4th in class).

The following season he competed in three races, commencing in March with the Coppa Gallenga in Rome (number '472', 1st in class); he then finished 2nd in class at the Trofeo Venturi, Rome in June; and ended the season in November with a 3rd-in-class finish at the Poggio Nibbio, Viterbo. The car which is offered in collaboration with renowned French OSCA specialist Christoph Pund, is sold with a comprehensive file including sundry invoices and an Italian libretto, and its entire ownership history is known.

One of only a relative handful of known survivors, '011' represents an exciting opportunity to acquire a fine example in excellent condition of this rare Italian Gran Turismo, eligible for a wide variety of the most important historic motor sports events.

The Chantilly Sale

Bonhams

Sold for € 293.332

Chantilly Arts & Elegance Richard Mille

Château de Chantilly

Chantilly

France - Frankrijk

September 2016

F1 THT

This is one of those replicas that looks good from a distance (or if you squint!) but starts to lose some of it's appeal as you get closer to it.

Perhaps I'm being a little unfair to the person that created it. It's a home-made one-off that took seven years to complete and is powered by a 4.2-litre V8 engine from an Audi R8. It also uses the German car's gearbox and braking system.

When it was completed the car was painted orange (see below) but, thankfully, has been resprayed into something a little more friendly on the eyes.

The DVLA have this registered as an Autotune. I did a bit of detective work on this one and my sources say that it used to be registered as LHJ 199W, which relates to a 1981 Autotune Gemini (itself a replica of the 1950s Elva sports cars).

DVLA also says that the Gemini disappeared from the scene at about the same time that this one came into being, which makes me think that the spaceframe chassis from the Gemini has been used as the starting point for this replica.

It was on sale when I took the picture with an asking price of £150,000. Now you can buy a brand new McLaren for around that money, so, is a replica really worth that figure? You decide.

Pictured in January 2018 at the Autosport International show at the NEC in Birmingham.

NOTE ON GROUPS

Usually I'd post this to more groups but, unfortunately, the ridiculous new limit on the number of groups that a picture can be added to prevents this.

If any group admins would like the picture in their particular group I'm afraid you'll either have to invite it or remove the posting limit for your chosen group.

If you don't know about the new group posting limits that were introduced by the back door a few months ago and would like to change your group back to the way it used to be, here is the link on how to do it:-

www.flickr.com/help/forum/en-us/72157687569376472/

Manufacturer: Saturn Corporation (General Motors)

The S-Series are a family of compact cars from the Saturn automobile company. This was the first series of Saturn vehicles. The automobile platform, the Z-body, was developed entirely in-house at Saturn and shared very little with the rest of the General Motors model line. It implemented a spaceframe design, also seen on some Pontiacs, which meant that the side panels did not carry load and could use plastic pieces instead of metal. These polymer panels were dent-resistant—something that remained a selling point for Saturn until the brand's demise.

The S-series debuted with SL (“sedan level”) models in 1991 for the 1992 model year, a 2-door sports coupe designated SC joined for the 1992 model year and the SW (“sedan wagon”) joined the lineup for 1993.

The second generation SL and SW were made from model year 1996 to 1999. The redesign resulted in a more curvaceous look for the SL/SW, which gave a slight increase in interior room and doorway size as well as an updated appearance. Mechanically, very little was changed from the previous model.

It is a heavily modified rogue class starfighter which was initially piloted by IG-100 MagnaGuards as a part of the army of the Confederacy of Independent Systems. After the fall of CIS and the rise of the Galactic Empire, Ron Quinmar - a young dreamer - fount what was only a spaceframe of a once elegant and deadly interceptor that had crashed as part of one of the massive battles in the last days of the war, but it was more than enough to spark his dream to become a pilot who pierces between stars. Ron's father was an engineer in Incom Corporation (the company that made most Rebel ships), but his passion was design. So one day, as a gift for his son, he drew a couple of calculated blueprints for what was one of the most beautiful and elegant designs the sky itself has seen combining gorgeous curves with sharp lines and daring proportions. As a miracle, one day, Ron's dad was able to source an experimental engine unit from the factory (hence the reverse T-shape intakes as on x-wings and other Incom's ships) which could accelerate rapidly and allow the light spaceframe to achieve ludicrous speeds, but for their size, they needed a lot of cooling witch was perfectly suited for the massive intakes. All of the other panels were handmaids which allowed the fine shapes to be achieved. To fast forward, after countless successful races and quite a reputation gained, the overwhelming grip of the Empire kept tightening and the decision on which side are you on became inevitable. Then once a famous and skilled racer Ron Quinar joined a local rebel partisan group. He had made a fair amount of money by winning a few races therefore he was able to arm his ship generously. He installed two laser "miniguns" as already seen somewhere in the Mynock squadron, added two ion cannons and installed two proton torpedo launchers. Since additional armament was added, some systems had to be relocated, that's why there are two bits of exposure machinery, oh and also a droid slot was added to allow Quinar's droid PT-3 to travel with him, and do some in-flight repairs if needed and calculate hyperspace routes. With time the partisans and other resistance forces all united into the Rebel Alliance and Ron was an honourable member within the ranks of the pilots who dedicated their lives to retrieving freedom in the galaxy.

I made this ship to enter a contest hosted by TJ the Brickwright in which you needed to create the 5th member of the Mynock squadron - Mynock II. In order to participate, it was mandatory to have no landing gear, or bits of exposed machinery and to be a "dark side" starfighter - Turned out to be great fun! :)

Launched yesterday (January 14, 2013), the 7th generation Chevrolet Corvette has made its debut.

Christened 'Stingray' after the debut of the famous forebear in 1963, the new Stingray is full of sting.

450 hp, 450 lb.ft.

For now a coupe only, the model is expected to e joined by a convertible in the future. The engine is the latest small block Chevrolet engine at 6.2 litres capacity. Frame is an all-aluminium spaceframe with a carbon fibre composite and aluminium skin replacing the traditional glassfibre.

The 2014 Corvette also marks the 60th aniversary of the reveal of the 1953 prototype.

Miyanoura Ferry Terminal, Naoshima Island, Kagawa Prefecture, Japan

Architect: SANAA, 2008

If I cycle to week every day the total distance per week is 90 miles. I aim to cycle every day.

This week due to the winter weather (ice, high winds, rain) I have been using a mixture of cycling and taking the Brompton on the bus. The Brompton fills in the gaps of the Home/Bus stop and bus stop/work distances.

This week's total is 63 miles. It seems to have been hard work this week.

Today I used by 1997 Moulton APB Land Rover. APB stands for 'All Purpose Bicycle'.

It will need a clean at the weekend. One of the downsides of all year round commuting by bicycle.

Waiting for salt-free roads and slightly warmer times to get back on this super quick and silent bike.

I got the first structure down for the canopy, a transparent egg make with Technic beams triangulated and a lot of canopies.

This ship is meant to be light and airy, a hybrid of modern architectural spaceframes, flying buttresses, and magical lands.

Lotus 23B (1964) Engine 1596cc

Race Number 205 David Gidden (Astcote)

LOTUS SET

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

The Lotus 23 was designed by Colin Chapman to compete in the FIA Group 4 category. Unlike its predecessors its engine was mounted behind the driver. The 23 used a wider version of the Lotus 22 spaceframe clothed in a fibreglass body The front suspension was a typical double wishbone arms with outboard coil/damper unit using the Triumph upright made by Alford & Alder, Triumph Herald rack and pinion steering, and outboard Girling non-ventilated disc brake. It was originally intended for engines of 750 cc to 1300 cc (45-80ci) with a Renault 4 speed transaxle, but had a 5 speed Hewland Mk.III in production, which used the entire VW magnesium alloy transaxle case in upside-down configuration, housing bespoke straight-cut gears

The 23B in 1963 had the original center gear shifter relocated to the right side of the driver, and the radiator and oil cooler were combined into a single unit, with the lower fifth acting as an oil cooler. The frame received additional structural tubes to take the torque of Lotus TwinCam-based 1.6 litre Cosworth Mk.XII and Mk.XIII, mated to "high torque spec" 5 speed Hewland Mk.V transaxle. Smaller displacement engines were mated to 5 speed Hewland Mk.IV. both with GKN (Ford Zephyr) differential gears and a forward-facing selector rod on the right side in a bespoke (Hewland made) tail casing.

Thankyou for a massive 55,757,812 views

Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-565

The Pininfarina-designed Ferrari 250 LM made its debut at the 1963 Paris Motor Show. The LM was essentially the 1963 Le Mans-winning Ferrari 250 P sports racer, but with a roof attached to enhance aerodynamics. The first two 250 LMs had a mid-mounted 2.953 cc V12, with the engine of the remaining 30 examples bored out to 3.286 cc, to give an additional 20 bhp (giving 320 bhp in total).

The 250 LM owed little to any previous front-engined Ferrari, with its multi-tube spaceframe chassis and mid-ships engine lay-out, which Enzo Ferrari was initially very much opposed to. Just two 250 LMs were trimmed for road car use, with most of the remaining 30 being used competitively with varying success, but culminating in an example driven by Jochen Rindt and Masten Gregory fulfilling its true purpose and winning the 1965 Le Mans : the race the model was named after.

The Cartier Style et Luxe

Festival of Speed 2014

Goodwood

Chichester - West Sussex

England - United Kingdom

Juin 2014

It is a heavily modified rogue class starfighter which was initially piloted by IG-100 MagnaGuards as a part of the army of the Confederacy of Independent Systems. After the fall of CIS and the rise of the Galactic Empire, Ron Quinmar - a young dreamer - fount what was only a spaceframe of a once elegant and deadly interceptor that had crashed as part of one of the massive battles in the last days of the war, but it was more than enough to spark his dream to become a pilot who pierces between stars. Ron's father was an engineer in Incom Corporation (the company that made most Rebel ships), but his passion was design. So one day, as a gift for his son, he drew a couple of calculated blueprints for what was one of the most beautiful and elegant designs the sky itself has seen combining gorgeous curves with sharp lines and daring proportions. As a miracle, one day, Ron's dad was able to source an experimental engine unit from the factory (hence the reverse T-shape intakes as on x-wings and other Incom's ships) which could accelerate rapidly and allow the light spaceframe to achieve ludicrous speeds, but for their size, they needed a lot of cooling witch was perfectly suited for the massive intakes. All of the other panels were handmaids which allowed the fine shapes to be achieved. To fast forward, after countless successful races and quite a reputation gained, the overwhelming grip of the Empire kept tightening and the decision on which side are you on became inevitable. Then once a famous and skilled racer Ron Quinar joined a local rebel partisan group. He had made a fair amount of money by winning a few races therefore he was able to arm his ship generously. He installed two laser "miniguns" as already seen somewhere in the Mynock squadron, added two ion cannons and installed two proton torpedo launchers. Since additional armament was added, some systems had to be relocated, that's why there are two bits of exposure machinery, oh and also a droid slot was added to allow Quinar's droid PT-3 to travel with him, and do some in-flight repairs if needed and calculate hyperspace routes. With time the partisans and other resistance forces all united into the Rebel Alliance and Ron was an honourable member within the ranks of the pilots who dedicated their lives to retrieving freedom in the galaxy.

I made this ship to enter a contest hosted by TJ the Brickwright in which you needed to create the 5th member of the Mynock squadron - Mynock II. In order to participate, it was mandatory to have no landing gear, or bits of exposed machinery and to be a "dark side" starfighter - Turned out to be great fun! :)

V8 Β390

IMSA GTO

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 215.000 - 255.000

Parijs - Paris

Frankrijk - France

February 2018

- Landmark Lamborghini supercar

- Delivered new to Holland

- Matching chassis and engine numbers

- Importer maintained from new

- Circa 25.090 km recorded

After 17 years in production, the legendary Countach was replaced by the Diablo, which on its arrival was the fastest, most advanced and most expensive Lamborghini ever built. The name 'Diablo' had been inspired by the world of bullfighting (the company's emblem is a fighting bull and founder Ferruccio Lamborghini was born under the Taurus star sign). The original Diablo of the 19th Century was a bull that is said to have fought the famous toreador, El Chicorro for several hours. Diablo is also Spanish for devil.

First exhibited publicly at Monaco in January 1990, the Diablo improved on its illustrious predecessor in every way, setting a new benchmark in supercar design. Nobody can have been surprised to learn that it had been styled by Marcello Gandini, the man responsible for the Lamborghini Miura and Countach, for the family resemblance was obvious. Typically Lamborghini, the Diablo was low, wide and aggressive, and retained the 'beetle wing' doors first seen on the Countach.

Beneath the skin there was a steel spaceframe chassis, developed from the Countach's, but constructed of square-section rather than round tubing and incorporating 'crumple zones' at front and rear. The use of carbon-fibre composite panels, first seen in the Countach Evoluzione model, was extended in the Diablo, which also featured revised suspension capable of accommodating the envisaged future developments of four-wheel drive and active suspension. Stretched to 5,7 litres for the Diablo, Lamborghini's 48-valve V12 engine gained fuel injection for the first time, producing its maximum of 492 bhp at 7.000 rpm. Of equal, if not greater significance, maximum torque went up to 428 lb/ft, an improvement of 55 % over the Countach. Catalytic converters were standard, enabling the reworked V12 to meet emissions requirements worldwide.

With more power and a lower drag coefficient than the Countach, the Diablo easily eclipsed its forebear, exceeding 200 mph (322 km/h) on test. More importantly, its acceleration and top speed figures were marginally better than those of the Ferrari F40. Although one of the world's most expensive cars, the Diablo was not a limited edition model like the latter but a series production car with a luxuriously appointed interior reflecting its designers' intention to produce a civilised Gran Turismo as suited to city streets and motorways as the racetrack. Four-wheel drive Diablo VT and Targa-style open Roadster versions soon followed. 'VT' stood for Viscous Traction, a reference to the coupling in the drive train that split power between the front and rear wheels. Only the rear wheels were driven under normal circumstances, but if traction was lost, up to 25 % of the available power would be fed to the front wheels.

This Diablo VT Roadster was sold new in Holland and has always been maintained by Hessing, the official Lamborghini importer at that time. We are advised that the bodywork has been re-sprayed within the last year in beautiful and original Blu Scuro, while the Champagne leather interior has been completely refurbished and complements the exterior colour perfectly. With only 25.090 km recorded, this little-used Diablo VT Roadster affords the prospect of a truly wonderful driving experience for the fortunate next owner.

#209 Kym WEAVER Vauxhall Tigra National Hot Rod

248

Ferrari 612 Scaglietti (2004-11) Engine 5748cc V12

Registration Number XGL 1 (Bath)

FERRARI ALBUMT

www.flickr.com/photos/45676495@N05/sets/72157623665054999...

Introduced in 2004 as a replacement for the 456 the 612 is a genuine four seater fastback Grand Tourer.

Powered by a 5748cc V12 of 530bhp. The 612 is Ferrari's second all-aluminium vehicle after the 360 Modena, its spaceframe was developed in conjunction with Alcoa and is made from extrusions and castings of the material, the aluminium body is welded on.

It comes with a choice of two transmissions, a conventional six speed Manual or semi-Automatic paddle shift system first used in Formula One

Diolch am 84,282,317 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 84,282,317 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-148

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 215.000 - 255.000

Parijs - Paris

Frankrijk - France

February 2018

- Landmark Lamborghini supercar

- Delivered new to Holland

- Matching chassis and engine numbers

- Importer maintained from new

- Circa 25.090 km recorded

After 17 years in production, the legendary Countach was replaced by the Diablo, which on its arrival was the fastest, most advanced and most expensive Lamborghini ever built. The name 'Diablo' had been inspired by the world of bullfighting (the company's emblem is a fighting bull and founder Ferruccio Lamborghini was born under the Taurus star sign). The original Diablo of the 19th Century was a bull that is said to have fought the famous toreador, El Chicorro for several hours. Diablo is also Spanish for devil.

First exhibited publicly at Monaco in January 1990, the Diablo improved on its illustrious predecessor in every way, setting a new benchmark in supercar design. Nobody can have been surprised to learn that it had been styled by Marcello Gandini, the man responsible for the Lamborghini Miura and Countach, for the family resemblance was obvious. Typically Lamborghini, the Diablo was low, wide and aggressive, and retained the 'beetle wing' doors first seen on the Countach.

Beneath the skin there was a steel spaceframe chassis, developed from the Countach's, but constructed of square-section rather than round tubing and incorporating 'crumple zones' at front and rear. The use of carbon-fibre composite panels, first seen in the Countach Evoluzione model, was extended in the Diablo, which also featured revised suspension capable of accommodating the envisaged future developments of four-wheel drive and active suspension. Stretched to 5,7 litres for the Diablo, Lamborghini's 48-valve V12 engine gained fuel injection for the first time, producing its maximum of 492 bhp at 7.000 rpm. Of equal, if not greater significance, maximum torque went up to 428 lb/ft, an improvement of 55 % over the Countach. Catalytic converters were standard, enabling the reworked V12 to meet emissions requirements worldwide.

With more power and a lower drag coefficient than the Countach, the Diablo easily eclipsed its forebear, exceeding 200 mph (322 km/h) on test. More importantly, its acceleration and top speed figures were marginally better than those of the Ferrari F40. Although one of the world's most expensive cars, the Diablo was not a limited edition model like the latter but a series production car with a luxuriously appointed interior reflecting its designers' intention to produce a civilised Gran Turismo as suited to city streets and motorways as the racetrack. Four-wheel drive Diablo VT and Targa-style open Roadster versions soon followed. 'VT' stood for Viscous Traction, a reference to the coupling in the drive train that split power between the front and rear wheels. Only the rear wheels were driven under normal circumstances, but if traction was lost, up to 25 % of the available power would be fed to the front wheels.

This Diablo VT Roadster was sold new in Holland and has always been maintained by Hessing, the official Lamborghini importer at that time. We are advised that the bodywork has been re-sprayed within the last year in beautiful and original Blu Scuro, while the Champagne leather interior has been completely refurbished and complements the exterior colour perfectly. With only 25.090 km recorded, this little-used Diablo VT Roadster affords the prospect of a truly wonderful driving experience for the fortunate next owner.