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

'The White Lotus' ex-Tip Cunane, 1955 Lotus-MG Mk VIII Aerodynamic Sports-Racing Two-Seater Chassis no. MK6/2-1

Colin Chapman's emergent Lotus series of ever-more sophisticated competition cars featured cycle mudguard or open-wheeled trials special-type design until what proved to be his landmark design for the Lotus Mark VIII series.

These sports-racing cars were the first to feature fully wheel-enveloping aerodynamic bodywork conceived and designed by De Havilland Aircraft aerodynamicist Frank Costin. His brother Michael was one of Colin Chapman's closest and most influential collaborators, and would become technical director of the growing Lotus Engineering Company before joining engineer Keith Duckworth in partnership as the 'Cos' of Cosworth.

It was during the winter of 1953 that Colin Chapman began design study for such a car, for which detail chassis design and stress calculation was completed by Peter Ross and Gilbert 'Mac' Mackintosh. The fully triangulated multi-tubular spaceframe chassis was closely based upon the design of the preceding Lotus Mark 6, to the extent that it was identified original as the Mark VI Series 2.

Manufactured by Dave Kelsey and John Teychenne's Progress Chassis Company in Edmonton, North London, the chassis frame was welded together from 1¼-inch 20-gauge tubing.

Once fitted with the Frank Costin-designed aerodynamic body, fashioned in 20-gauge aluminium sheet by specialist Williams & Pritchard, also of Edmonton, the completed chassis/body unit for the Mark VIII weighed less than a set of five wheels and tyres. The frame alone scaled barely 35lbs. But the original chassis design proved a nightmare in practical terms, for its complex triangulation prevented engine removal in less than 12 hours, and replacement a further 24! Even then the engine had to be largely dismantled in the process.

This particular Glasius Collection car is chassis No 1 but it was actually the last Mark VIII to be delivered, as late as April 1955, when it was first UK road registered 'TYC 700', dated the 4th of that month. As such it benefited from Lotus Engineering's experience with its sisters, including the famous works car 'SAR 5', and the forepart of 'TYC's chassis is square-cut like the Mark VI to facilitate engine removal and replacement. At the customer's request, Williams & Pritchard also provided a door on the passenger side, unlike earlier Mark VIIIs. At the time of its delivery to Mr Cunane the prototype Lotus Mark IX had already raced three weeks previously, in the Sebring 12-Hours...

It appears that Thomas George 'Tip' Cunane – general manager and head of the still-famous and very old-established St Cuthbert's Paper Mill at Wells in Somerset, England - had paid Colin Chapman a large deposit which was then used by Lotus Engineering to build the other Mark VIIIs, most significantly their own works car, plus those for better-known competition customers, before making delivery to Mr Cunane.

Local Wells-based haulier Eric Willmott was Mr Cunane's mechanic at the time and he recalls both late delivery of the car and that its chassis serial as today is 'MK6/2-1 - indicating that the Mark VIII was regarded upon the project's initiation as being the Lotus Mark VI Series 2 design. But when they started to take the car through Customs for Tip Cunane to drive it in Europe it was difficult to locate the chassis number on the car itself, so Mr Willmott stamped it into the bracket at the front supporting the centre of the divided front axle suspension.

Early in his ownership Mr Cunane had a steering arm break which Lotus quickly replaced by providing forged arms that proved completely reliable. Eric Willmott recalled that Mr Cunane's Jaguar XK140 "couldn't live with the Mark VIII on the open road". They evidently had a tremendous amount of fun running the car. Mr Cunane planned to compete with it in the 1957 Alpine Rally so had Lotus fit a tall windscreen and provide a hood, only for the Suez Crisis to see the Rally cancelled. He also specified installation of a 16-gallon long-range fuel tank but when filled it proved so heavy that it broke tubes at the tail of the chassis. The frame was repaired and repainted and the fuel tank reduced to a less optimistic 8 gallon capacity. He drove the car with some success at minor level, setting class FTD at hill-climbs such as Trengwainton in the West Country and at Great Auclum, near Reading, Berkshire, and winning at club level at Silverstone during 1955-56. His car was painted overall white and it became known within club racing and sprint circles as simply 'The White Lotus'.

Tip Cunane had acquired a very special racing engine from friends working at MG, Abingdon, including their famous contemporary Chief Engineer Syd Enever. This power unit – still installed within the car today - is known as the XPEG design, as distinct from the standard production XPAG used in the MG TC/TD/TF series sports cars. This XPEG engine was an experimental unit as used in MG's illustrious series of World speed record-breaking cars. The unit has a dry-deck cylinder-block/head configuration with cooling water transfer from block to head and back via external pipes rather than internal drillings or cast waterways, obviating any need for a vulnerable head gasket. Engine serial number '3617J3' (1486cc) is noted in the original-style UK log book accompanying the car.

Tip Cunane was a perfectly capable amateur racing driver, and he accumulated some 30 awards in 'The White Lotus' through the mid-1950s. He also used it – remarkably – on touring holidays in Europe, intrepidly driving it to the French Riviera and around the Alps, into Italy.

The car went through various subsequent UK ownerships – the first ex-Cunane being Performance Cars, the well-known British sporting car dealership, in 1958, followed by Malcolm Brian Dimmick of Orsett Grange, Essex, who is listed in the car's old-style UK log book from May 4, 1959. It is noted that by August 26, 1960, the car had been repainted in British Racing Green. Subsequent ownership changes include one to Anthony Charles Simond of Banstead, Surrey, on August 17, 1961, then to Mrs Dorothy Kathleen Whittington of St Leonard's-on-Sea, Sussex. The car is also accompanied by a V5 registration document in the name of David George Whittington, of St Leonard's, who had adopted formal ownership from his mother in 1963, and marked "No other keepers since March 1984".

We understand that Mr Whittington of DW Autos in St Leonard's totally dismantled the Lotus Mark VIII, including its rare XPEG engine, with the intention of restoring it from the ground up over an extended period.

However, as is so often the case, the owner never found sufficient time to do the job and 30 years later, in 1993 –Olav Glasius was able to negotiate purchase of the dismantled car from Mr Whittington,"...as a total – but, crucially, absolutely complete - kit of parts".

Nothing was missing and the total car was restored and reassembled for Olav over a four-year restoration carried out by noted specialist Fred Fairman in Cornwall. This restoration involved some 3,000 hours work, of which 1,000 hours was devoted to restoration of the original bodywork alone.

The XPEG engine was entrusted to the Oudejans brothers, Dutch MG specialists in Badhoevedrop, two ex-Fokker aeronautical engineers, and rebuilt with new pistons, cylinder liners, everything either carefully tested and verified or replaced by new.

In recent years the car has competed in the Goodwood Revival Meeting, it runs very well and the special MG XPEG engine is as brisk today as it plainly was in period. Only nine Lotus Mark VIIIs were ever built by Colin Chapman's youthful company in the 1950s, of which only six now survive. Amongst them 'The White Lotus' offered here has survived in highly original form, immaculately restored to its discerning connoisseur owner's taste. It is a road-useable 1950s sports-racing car of enormous presence. As one of the earliest of Lotus aerodynes – built around a supremely sophisticated, lightweight spaceframe chassis which must represent a near pinnacle of that particular technology – it is in itself another Lotus landmark design...

Classic Days 2016

Schloss Dyck

Jüchen - Germany

Augustus 2016

Les Grandes Marques du Monde au Grand Palais 2020

Bonhams

Parijs - Paris

Frankrijk - France

February 2020

Estimated : € 140.000 - 160.000

Sold for € 138.000

"Here we have one of the quietest and most flexible cars on the market, capable of whispering along in top gear at 10mph or leaping into its 150mph stride on the brief depression of a pedal. A practical touring car, this, with its wide doors and capacious luggage space, yet it has a sheer beauty of line which easily beats the Italians at their own particular game." - John Bolster, Autosport.

Introduced in 3.8-litre form in 1961, the E-Type caused a sensation when it appeared, with instantly classic lines and 150mph top speed. The newcomer's design owed much to that of the racing D-Type: a monocoque tub forming the main structure while a tubular spaceframe supported the engine. The latter was the same 3.8-litre, triple-carburettor 'S' unit first offered as an option on the preceding XK150. An optimistic 265bhp was claimed, but whatever the installed horsepower the E-Type's performance did not disappoint: firstly, because it weighed around 500lb (227kg) 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. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor, modifications) early in 1962. But of all the versions of Jaguar's long-lived and much-loved sports car, it is the very early 'flat floor' 3.8-litre cars built prior to February 1962 which, for many enthusiasts, remain the most desirable.

Completed on 29th December 1961, chassis number '876469' was despatched in January 1962 to Jaguar of Eastern Canada in Montreal. Its accompanying JDHT Certificate records the original colour scheme as Opalescent Dark Blue with red interior trim and a black convertible hood.

Between 2016 and 2018 this E-Type was subjected to an extensive mechanical restoration, the work being entrusted to Ed Watson & Co Classic Motor Engineers of Atherstone in the UK. Works carried out included replacement of rear shock absorbers, springs and caps; instalment of new electrical generator; overhaul of the braking system front and rear; refurbishment of hood frame and new hood fitted; new fuel tank; alternator conversion kit; carburettors stripped, soda-blasted and re-assembled; new radiator fitted; crankshaft re-ground; new pistons, bearings and timing chains, etc; and the engine balanced. Invoices for all these works may be found in the history file (perusal recommended) and the car also comes with a UK V5C registration document as well as yje aforementioned JDHT certificate.

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.

Cisitalia Badge - History

AUTOMOTIVE BADGES SET

www.flickr.com/photos/45676495@N05/sets/72157631048301272...

Cisitalia was an Italian sports and racing car brand. The name Cisitalia derives from Compagnia Industriale Sportiva Italia", a business conglomerate founded in Turin in 1946 and controlled by the wealthy industrialist and sportsman Piero Dusio.

During the companies short existance, 1947-63, as many as 21 different low volume models nevertheless Cisitalia did gain quiet a reputation on the race tracks. Their first car the D46 came to dominate voiturette series racing, designed by Dante Giacosa formerly of Fiat and with the use of Fiat parts as a base, it engine received dry sump lubrication and further tweaks considerably increased the power output to 60-70 bhp. With a spaceframe chassis and weighing under 400kg the car attracted drivers of the likes of Tazio Nuvolari and Ilario Bandini. The D46 was modified as the the D47 and D48 This successes led to a much more ambitious single seater project that would prove too much for the small company. Ferdinand Porsche was commissioned to design and construct a full Grand Prix car which led to the innovative but complex Cisitalia 360. With a mid engined layout and four wheel drive the Type 360 was far too expensive for Dusio to support and the attempt essentially killed any further racing cars.

Dusio commissioned several automobiles from Europe's leading designers the 202GT which was unveiled at the 1947 Paris Motorshow designed by Pininfarina it was an aesthetic and technical achievement that transformed postwar automobile body design. Though not, a commercial success; because it was coachbuilt, it was expensive, and only 170 were produced between 1947 and 1952. Most cars were coachbuilt by Pinin Farina with some by Vignale and Stabilimenti Farina. Around 200 were built.

All the 202s were handbuilt Carlo Abarth, Dante Giacosa and Giovanni Savonuzzi, made several variants of the 202. as Coupe and Open sports racers, a 202 was victorious in the 1947 Mille Miglia driven by to class victory by Tazio Nuvolari

Many thanks for a fantabulous

45,961,305 views

Shot Brooklands, 01.01.2016 - Ref 111-133

The Mercedes-AMG GT (C190) is a 2-door, 2-seat grand tourer coupé produced by Mercedes-AMG. The sports car was presented on September 9, 2014 and was officially unveiled to the public in October 2014 at the Paris Motor Show. After the SLS AMG, it is the second sports car developed entirely in-house by Mercedes-AMG. The car is produced in two performance variations, with the Mercedes-AMG GT S (C120) having a slightly higher performance. Both models went on sale in March 2015, with a GT3 racing variant of the car expected to be released in 2016. All variants are assembled at the Mercedes-Benz plant in Sindelfingen, Germany.

History

The interior of the Mercedes-AMG GT was previewed on April 16, 2014. The car made its debut on September 9, 2014 and was officially unveiled to the public in October 2014 at the Paris Motor Show with two performance options: the GT, with 350 kW (476 PS; 469 bhp), and the GT S with 375 kW (510 PS; 503 bhp). The GT has 600 N·m (443 lb·ft) of torque, and the GT S has 650 N·m (479 lb·ft) of torque.

The Mercedes-AMG GT S is Formula 1's current safety car, having made its debut in that role at the 2015 Australian Grand Prix.

Specifications

The GT uses a front mid-engine, rear-wheel drive layout, with the engine inside the vehicle's wheelbase. The spaceframe chassis and body are made out of aluminium alloys, while the boot lid is steel and the engine bonnet magnesium. The suspensions are double wishbones front and rear, with forged aluminium wishbones and hub carriers.

The car is powered by a front-mid mounted M178 4-litre twin-turbo V8. This new V8 is in "hot inside V" configuration—with exhaust and turbochargers inside the cylinder banks to reduce turbo lag—and uses dry-sump lubrication. Power is sent to the rear wheels through a transaxle 7-speed AMG Speedshift dual-clutch transmission; the GT S model employs an electronically controlled mechanical limited-slip differential. In a road test executed by Car and Driver, the AMG GT S accelerated from 0–60 mph in 3.0 seconds and ran the quarter mile in 11.2 seconds.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mercedes-AMG_GT

This Lego miniland-scale Mercedes-AMG GT S F1 Safety Car has been created for Flickr LUGNuts' 101st Build Challenge, titled - 'A Matter of Life and Death!'. In this challenge, any vehicle can be built that associates with the themes of life or death.

The F1 Safety car has been used more frequently over the past 20 years, but has been used as part of a number of specialist cars to improve the sports safety, including medical cars for life-saving, rapid emergency intervention.

Bonhams : the Zoute Sale

Estimated : € 55.000 - 75.000

Sold for € 63.250

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

That a major US manufacturer could come up with such an exciting concept car was startling enough, but Chrysler's decision to put the Viper into production was nothing short of astonishing. Inspired, as its name suggests, by the legendary Cobra, Tom Gale's design study made its auto-show debut in 1989 following discussions between Chrysler boss Bob Lutz and Cobra-creator Carroll Shelby, its appearance triggering an avalanche of deposit cheques. Without doubt, a large part of the Viper's 'back to basics' appeal stemmed from its unique selling point: a massively powerful 8-litre V10 engine. The latter had been born out of the requirement for a larger unit to power the Dodge Ram pickup truck, the prototype being created simply by grafting two extra cylinders on to the Ram's existing 5,9-litre V8. Despite being relatively 'low-tech', the Lamborghini-developed pushrod V10 churned out 400 bhp and a brutal 450 lb/ft of torque at a lowly 3.600 rpm, figures which the 3.280 lb Viper translated - via a six-speed manual gearbox - into a 0-60 mph time of 4,7 seconds and a top speed of 165mph. Compared with this paragon of power units, the Viper's running gear made somewhat less interesting reading: a multi-tubular spaceframe chassis endowed with all-round independent suspension and four-wheel disc brakes residing beneath the svelte glassfibre bodywork.

Little more than 12 months after the Viper roadster had commenced production, a closed coupé version, the GTS, debuted in prototype form at the Los Angeles Auto Show. 'Where the Viper follows the classic sportscar gospel, this time we looked at some of the great Grand Touring cars such as the Cobra Daytona Coupé and Ferrari GTO,' revealed Chrysler's vice president of engineering, François Castaing. By the time the production GTS coupe arrived for 1996, the original Viper concept had undergone considerable refinement. Thus the coupé boasted air conditioning, dual airbags, adjustable pedals and power windows in glass rather than plastic, features soon extended to the roadster. Concerns that the Viper had been needlessly 'sanitised' were dispelled by the revised engine that now produced a staggering 450bhp, and a succession of weight reductions achieved by the use of alloy chassis components.

Endurance events were an obvious target for a car with such obvious competition potential. The result was the Viper GTS/R-T. Developed in conjunction with the French racing team ORECA, the GTS/R-T clinched the 1997 FIA GT2 Championship, won its class at the 1998 24 Hours of Le Mans and took overall victory in the 2000 Daytona 24 Hours, in addition to countless successes in the domestic American Le Mans Series.

Originally sold in Canada to a Belgian/Canadian businessman, this very early Viper roadster has been kept, unused, in his private collection and is presented in effectively 'as new' condition having covered only some 100 kilometres since it left the factory. Finished in red with grey leather interior, this beautiful car comes complete with its original weather equipment and all books and tools. The car is currently registered in Belgium as an 'Old-timer' and is offered with Carte Grise and all its original documents. If exported from Belgium this lot may possibly be liable to VAT depending on the country of import. A rare opportunity to acquire an unused example of one of the most exciting sports cars of recent years.

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The Mercedes-Benz 190SL is a two-door grand touring roadster with an optional removable hardtop that was produced byMercedes-Benz between May 1955 and February 1963. A prototype was first shown at the 1954 New York Auto Show.

The 190SL was sold alongside the faster, more expensive Mercedes-Benz 300SL, which it closely resembled both in its styling, engineering, detailing and fully independent suspension, both cars having double wishbone suspensions at the front and swing axles at the rear. However, the 190SL did not use the 300SL's purpose-built tubular spaceframe W198 platform, but was built on a shortened and monocoque R121 platform that modified from the W121 small saloon.

- - -

(Wikipedia)

Ex-factory-built demonstrator, 1970 Ram AC Cobra (Shelby approved, CSX R-4000 series). Reynard round tube, spaceframe chassis. Spax coil-over adjustable dampers. Salisbury limited slip differential. 5 speed Getrag transmission', Mcleod (long style) racing clutch. 6,000cc Ford 351 Cleveland V8 (+30 re-bore and rebuilt by D&J Performance, Arizona). 2V quenched, Australian, cylinder heads. Holley 750 carburretor. Competition Cobra 'turkey pan'. Alloy Edelbrock Performer inlet. Alloy Shelby valve covers. Comp Cams split-duration cam. Forged rods. ARP bolts. Alloy Flow-Cooler water pump. Alloy Radtec radiator. Alloy March pulleys. Mallory ignition system. 402bhp @ 6,000rpm. 411 lb ft torque @ 5,000rpm.

Lamborghini Murcielago LP 670-4 Super Veloce (2009-10) Engine 6496cc V12 660bhp

Production 181 (of 3983 Murcielago = 899 Roadsters 3084 Coupes)

Registration Number V 12 FKR (Cherished number, first allocated from Maidstone)

LAMBORGHINI SET

www.flickr.com/photos/45676495@N05/sets/72157623795819738...

The Murcielago was introduced as a Coupe in 2001 as the first new Lamborghini model for eleven years. designed by Peruvian-born Belgian Luc Donckerwolke, Lamborghini's head of design from 1998 to 2005

The Murciélago is an all-wheel drive, mid-engined sports car. With an angular design and an exceptionally low slung body, one of its more distinguishing features is the scissor doors The First-generation of the Murciélago was produced between 2001 and 2006 and was powered by a Lamborghini V12 The total power distribution is 70 percent at the rear and 30 percent at the front. Power is delivered through a 6-speed manual transmission. The suspension utilised in the car uses an independent double-wishbone design, and the bodywork mostly features carbon fibre except for the steel roof and aluminium scissor doors. The car utilised an aluminium spaceframe chassis in order to keep the car light weight. The active rear wing and the active air intakes integrated into the car's shoulders are electromechanically controlled, deploying automatically only at high speeds The first generation cars were known simply as Murciélago, sometimes Murciélago VT. The 6,192 cc (6.2 L; 377.9 cu in) naturally aspirated V12 engine installed in the first generation cars generated a maximum power output of 580 PS (572 hp). In March 2006, Lamborghini unveiled an updated version with displacement increased to 6.5 litres, the engine produced 640 PS (471 kW; 631 hp. The exterior recieved a facelift ) revised front and rear fascias, and asymmetrical side air intakes, with the left side intake feeding an oil cooler. A new single outlet exhaust system incorporated into the rear diffuser, modified suspension system, revised programming and upgraded clutch for the 6-speed "e-Gear" automated sequential transmission with launch control .

At the 2009 Geneva Motor Show, Lamborghini unveiled the ultimate variant of the Murciélago, the LP 670–4 SuperVeloce. The SV variants are more extreme and track-oriented than the normal production variants and are usually produced in limited numbers. The SuperVeloce's 6,496 cc (6.5 L; 396.4 cu in) V12 engine generates a maximum power output 670 PS (493 kW; 661 hp) due to revised valve timing and upgraded intake system. The car's weight was also reduced by 100 kg (220 lb) through extensive use of carbon fibre inside and out and a new lighter exhaust system. According to Maurizio Reggiani, head of Lamborghini R&D at the time, the LP 670–4 SV's steering was tuned for high-speed sensitivity. The original production plan of the ultimate Murciélago was limited to 350 cars, and cost US$400,000 (before options) £270,038 in 2009. However, only 186 LP 670-4s were produced before the factory had to make room for the new Aventador production line.

The Murcielago was replaced by the Reventon for the 2011 model year

Diolch am olygfa anhygoel, 61,986,121 oblogaeth y Lloegr honno dros y Mynyddoedd

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Danke für 61,986,121 Aufrufe, sehr geschätzt

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Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-333

E52

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 Albrecht von Goetz-designed '507', a luxurious limited-edition roadster.

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. 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.

The Z8's body panelling and spaceframe chassis were fabricated in lightweight and corrosion resistant aluminium, while the 32-valve 4.941 cc V8 engine, shared with the M5 saloon, was built by BMW's Motorsport division. With 400 bhp on tap, the Z8 raced to 100 km/h (62 mph) in 4.7 seconds and only the built-in rev limiter stopped it from exceeding 250km/h (155mph). 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 at the end of 2002, 5.703 of these fabulous cars had been built.

But that was not quite the end of the Z8 story, for BMW tuning specialist Alpina then introduced its own, even more exclusive version: the Alpina V8 Roadster. Alpina's product was less hard-edged and considerably more refined than the original, being equipped with a 4,8-litre engine from the 5-Series Alpina B10 V8 S and an Alpina-specified ZF five-speed 'Switchtronic' automatic transmission with paddle-shift operation. With a maximum of 375bhp on tap, the Roadster's slightly smaller engine was re-tuned for greater torque at lower revs, which better suited the automatic transmission. Top speed was limited to 161 mph, with 60 mph coming up in 5,0 seconds, only a couple of tenths slower than the original Z8.

The suspension was revised to provide a more supple ride, and the original 18" wheels and run-flat tyres replaced with 20" rims and tyres with taller sidewalls. Re-trimmed in softer Nappa leather, the interior boasted many Alpina-specific touches including the steering wheel, gauges, and gear selection display. As its specification suggests, the Alpina V8 was targeted at the North American market, which took 450 units out of the 555 scheduled for production.

Car & Driver reckoned the car was well suited to its newly acquired persona: 'In fact, some of us, who regard the Z8 more as a design icon than a serious sports car, reckon the Alpina Roadster V8, with its easygoing power delivery and automatic transmission, is what this car should have been all along.'

First registered on 1st September 2004, the limited edition Alpina V8 offered here has had only three owners – all collectors – from new. The first owner, David Michael of Florida, USA kept the car until March 2010 when it passed to a Mr Scholdra Germany. The current vendor purchased the BMW for his private collection in July 2014, by which time it had covered only 17.948 kilometres from new. The current odometer reading is circa 20.000 kilometres.

Superior to those of the original Z8, this car's special features include heated seats; climate control; AM/FM stereo; CD changer; centre-mounted Alpina gauges in blue; xenon headlights with Dynamic Auto-Levelling; hand-stitched Alpina steering wheel with shift buttons and Alpina centre cap; 20" Alpina Dynamic alloy wheels; and a battery charger for when the car is in storage. It has also had over mats fitted since new.

Finished in black with two-tone cream/black leather interior, the car comes complete with hardtop, hardtop cover, hardtop stand, and hardtop stand cover; wind deflector and cover; original tools; front cup holder; phone pack (new in box); original wallet; and the Alpina key pouch containing both numbered keys, chauffeurs key, and plastic key. Accompanying documentation consists of the original US Certificate of Title; original German registration document; German Klassische document (dated 2012) and a current UK V5C registration document and MoT certificate.

Recently serviced by Sytners BMW in the UK, this Z8 Alpina Roadster is in immaculate condition throughout.

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 320.000 - 380.000

Parijs - Paris

Frankrijk - France

February 2017

Dry, bright but grimy post-Christmas excess ride.

That brings 2018's cycling stats to:

331 rides

3,614 miles

271 hours and 33 minutes

Elevation gain of 127,057 ft

My Moulton TSR27 has covered nearly 11,000 miles since May 2011. It cost £1,850 - the most I've ever spent on a bicycle.

All my mileage is shared between this and other bicycles in my 'fleet'.

Almost all the components on this bike have been replaced due to wear or upgraded. The only original parts are the frame, seat post,seat post clamp, rear mudguard, stem and rear mech changer.

Estimated : CHF 40.000 - 60.000

Sold for CHF 40.250 - € 36.946

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

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 6.250 rpm, 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 190 mph (305 km/h), 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 456 GT a worthy competitor for Bentley, Aston Martin, and Mercedes-Benz.

Supplied new to Switzerland, this handsome 456 GT is finished in dark blue with grey leather interior and has covered 74.798 km from new.

Lotus 20 (1961) Engine 1098cc S4 Ford

Race Number 61 Simon Diffey

LOTUS SET

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

Lotus 20 was a Formula Junior car built by Lotus for the 1962 season as a successor to the Lotus 18. The chassis was a spaceframe, clothed in fibreglass bodywork. It had front double wishbone suspension, but the rear had a lower wishbone with the driveshaft being fixed length and therefore used as a top link. Originally fitted with Alfin drum brakes at all four corners, it was soon upgraded to discs in front and inboard drums at the rear. Equipped as standard with the Ford MAE engine and with either a Renault Dauphine gearbox or Hewland-modified VW box.

Compared to the Lotus 18, the 20 had a much reduced frontal area and lower centre of gravity, aided by the fact the driving position was reclined so the driver was nearly lying down, compared to being nearly upright in the Lotus 18.

This car raced at Silverstone in the Peter Arundell Trophy Race for Historic Formula Junior cars

Many thanks for a fantabulous 44,020,073 views

Shot at the Silverstone Classic 14-15 July 2015- Ref 109-522

The Dino 308 GT4 and 208 GT4 (later Ferrari 308 GT4 and 208 GT4) are mid-engined V8 2+2 cars built by Ferrari. 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 rear mid-engined V8 layout that would become the bulk of the company's business in the succeeding decades, and was the first production Ferrari with Bertone rather than Pininfarina designed bodywork.

The design has sharp, angular shapes, entirely in contrast to its delicately curvaceous two-seater predecessor, the Dino 246 GT and GTS, and was controversial at the time. Journalists compared it to the Bertone-designed Lancia Stratos and especially the Lamborghini Urraco – all were designed by Marcello Gandini.

The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a 2,550 mm (100.4 in) wheelbase to make room for the second row of seats.

The 2.9 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 (188 kW) in the European version and 240 hp (179 kW) in the American.

Chassis n° 0051

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 580.000 - 780.000

Parijs - Paris

Frankrijk - France

February 2018

- Genuine works car

- First registered to FIAT Auto Spa

- Abarth Classiche certified

- 100% original and never restored

- Ready to enjoy

From the mid-1960s until the early 1990s, Lancia was a major force in international rallying, winning the World Rally Championship for Makes no fewer than 11 times between 1972 and 1992, including a remarkable six successive victories commencing in 1987. During the same period, Lancia drivers won the European Rally Championship on 14 occasions and the World Drivers' Championship (only instigated in 1978) four times. The models used – Fulvia HF, Stratos, Rally 037, and the Delta family: S4, HF, and Integrale – are among the most successful rally cars of all time.

Following Audi's lead, Lancia had introduced a new four-wheel-drive World Rally Championship contender in 1985, the Delta S4, which bore more than a passing resemblance to its road-going namesake. That deliberate likeness though, was merely skin deep, for the two cars had next to nothing in common mechanically. For whereas the Delta road car was a conventional, front-wheel-drive, five-seater hatchback, the two-seater S4 carried its engine where the rear seat passengers would have been and concealed a tubular spaceframe chassis - similar to that of the Rally 037 and incorporating fully adjustable all-independent suspension – beneath lightweight composite bodywork. Featuring numerous aerodynamic aids designed to increase downforce at high speeds, both front and rear sections of the S4's body were quickly detachable in the case of an accident.

The transmission drove all four wheels via central and rear differentials while the Abarth-designed 1.759 cc, 16-valve engine broke new ground also, employing both supercharging and turbo-charging to reduce the effects of 'turbo lag' at low revs. As the FIA applied a 'x1.4' formula to the capacity of forced induction engines, the Delta S4 ran in the up-to-2.500 cc class, which permitted a minimum weight of 890 kg (1,958 lbs). A maximum power output of around 400bhp was available from the start, rising to in excess of 500bhp by the end of development.

After the required 200 Stradale (road-going) models required by Group B regulations had - allegedly - been constructed, the competition version made its first appearance in November 1985 at the RAC Rally, Henri Toivonen and Markku Alén finishing 1st and 2nd respectively to record one of the most successful debuts in rallying history. The Delta S4 went on to score three more World Championship victories in 1986, securing Lancia 2nd place in the Makes' competition and 2nd place for Alén in the Drivers', before being compulsorily retired at the end of the year when the FIA imposed Group A regulations for 1987. The FIA's decision had been prompted by a series of serious accidents, including Toivonen's fatal crash in Corsica at the wheel of a works S4, which also claimed the life of his co-driver, Sergio Cresto.

In use for only 13 months, the Lancia Delta S4 is one of the rarest of Group B rally cars. There is considerable doubt that Lancia actually produced the 200 road cars required for homologation, expert opinion being that fewer than 80 exist today. Genuine works cars are even rarer.

The Lancia Delta S4 Group B rally car offered here was first registered on 20th October 1986 in Turin as 'TO 44805F' to FIAT Auto Spa. It is not a converted Stradale model but a genuine works rally car built by Abarth, which had previously been acting as parent-company FIAT's competitions department and had recently merged with Lancia's Squadra Corse. It is finished in the distinctive white livery of the famous Martini drinks company, Lancia's sponsors at the time.

According to Abarth, '0051' is probably one of the three 'muletto' (reconnaissance) cars built. It was never raced in the World Championship, and along with its contemporaries was rendered obsolete when Group B was cancelled at the end of 1986. The registration was changed to 'TO-44816F' soon afterwards, and then in 1988 the car was sold to Comauto, an Italian Racing team. Subsequently, the Lancia belonged to two different Italian collections before being sold to German collector, John Bosch, a major Ferraristi who was drove for Audi and Opel in the 1970s and '80s. The file of this rare Delta S4 includes important documents like a copy of the car's original Italian registration document; original conformity and homologation paperwork; Abarth Classiche certificate, etc.

The current owner purchased the Lancia on 17th June 2008 and participated with it in the Rally Legend in 2008, 2009, and 2015. The owner also entered 'Les Boucles de Spa' in 2012 with the car, while Frenchman Bruno Saby (a Lancia Delta S4 driver in 1988) drove it at the Legend Show Serre Chevalier that same year on the ice racetrack.

This ultra-rare ex-works Lancia is in excellent condition and 100% original in specification, even retaining its original seats marked with the names of Markku Alén and his co-driver, Ilkka Kivimäki. We are advised that for security reasons, the original fuel tanks have been replaced by more secure ones for the Legend Show. An additional front light is included in the sale as well as the original fuel tanks. Regularly maintained by an Abarth Classiche professional team, this rare ex-works Lancia Group B supercar is ready to enjoy.

Chassis n° 0051

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 580.000 - 780.000

Parijs - Paris

Frankrijk - France

February 2018

- Genuine works car

- First registered to FIAT Auto Spa

- Abarth Classiche certified

- 100% original and never restored

- Ready to enjoy

From the mid-1960s until the early 1990s, Lancia was a major force in international rallying, winning the World Rally Championship for Makes no fewer than 11 times between 1972 and 1992, including a remarkable six successive victories commencing in 1987. During the same period, Lancia drivers won the European Rally Championship on 14 occasions and the World Drivers' Championship (only instigated in 1978) four times. The models used – Fulvia HF, Stratos, Rally 037, and the Delta family: S4, HF, and Integrale – are among the most successful rally cars of all time.

Following Audi's lead, Lancia had introduced a new four-wheel-drive World Rally Championship contender in 1985, the Delta S4, which bore more than a passing resemblance to its road-going namesake. That deliberate likeness though, was merely skin deep, for the two cars had next to nothing in common mechanically. For whereas the Delta road car was a conventional, front-wheel-drive, five-seater hatchback, the two-seater S4 carried its engine where the rear seat passengers would have been and concealed a tubular spaceframe chassis - similar to that of the Rally 037 and incorporating fully adjustable all-independent suspension – beneath lightweight composite bodywork. Featuring numerous aerodynamic aids designed to increase downforce at high speeds, both front and rear sections of the S4's body were quickly detachable in the case of an accident.

The transmission drove all four wheels via central and rear differentials while the Abarth-designed 1.759 cc, 16-valve engine broke new ground also, employing both supercharging and turbo-charging to reduce the effects of 'turbo lag' at low revs. As the FIA applied a 'x1.4' formula to the capacity of forced induction engines, the Delta S4 ran in the up-to-2.500 cc class, which permitted a minimum weight of 890 kg (1,958 lbs). A maximum power output of around 400bhp was available from the start, rising to in excess of 500bhp by the end of development.

After the required 200 Stradale (road-going) models required by Group B regulations had - allegedly - been constructed, the competition version made its first appearance in November 1985 at the RAC Rally, Henri Toivonen and Markku Alén finishing 1st and 2nd respectively to record one of the most successful debuts in rallying history. The Delta S4 went on to score three more World Championship victories in 1986, securing Lancia 2nd place in the Makes' competition and 2nd place for Alén in the Drivers', before being compulsorily retired at the end of the year when the FIA imposed Group A regulations for 1987. The FIA's decision had been prompted by a series of serious accidents, including Toivonen's fatal crash in Corsica at the wheel of a works S4, which also claimed the life of his co-driver, Sergio Cresto.

In use for only 13 months, the Lancia Delta S4 is one of the rarest of Group B rally cars. There is considerable doubt that Lancia actually produced the 200 road cars required for homologation, expert opinion being that fewer than 80 exist today. Genuine works cars are even rarer.

The Lancia Delta S4 Group B rally car offered here was first registered on 20th October 1986 in Turin as 'TO 44805F' to FIAT Auto Spa. It is not a converted Stradale model but a genuine works rally car built by Abarth, which had previously been acting as parent-company FIAT's competitions department and had recently merged with Lancia's Squadra Corse. It is finished in the distinctive white livery of the famous Martini drinks company, Lancia's sponsors at the time.

According to Abarth, '0051' is probably one of the three 'muletto' (reconnaissance) cars built. It was never raced in the World Championship, and along with its contemporaries was rendered obsolete when Group B was cancelled at the end of 1986. The registration was changed to 'TO-44816F' soon afterwards, and then in 1988 the car was sold to Comauto, an Italian Racing team. Subsequently, the Lancia belonged to two different Italian collections before being sold to German collector, John Bosch, a major Ferraristi who was drove for Audi and Opel in the 1970s and '80s. The file of this rare Delta S4 includes important documents like a copy of the car's original Italian registration document; original conformity and homologation paperwork; Abarth Classiche certificate, etc.

The current owner purchased the Lancia on 17th June 2008 and participated with it in the Rally Legend in 2008, 2009, and 2015. The owner also entered 'Les Boucles de Spa' in 2012 with the car, while Frenchman Bruno Saby (a Lancia Delta S4 driver in 1988) drove it at the Legend Show Serre Chevalier that same year on the ice racetrack.

This ultra-rare ex-works Lancia is in excellent condition and 100% original in specification, even retaining its original seats marked with the names of Markku Alén and his co-driver, Ilkka Kivimäki. We are advised that for security reasons, the original fuel tanks have been replaced by more secure ones for the Legend Show. An additional front light is included in the sale as well as the original fuel tanks. Regularly maintained by an Abarth Classiche professional team, this rare ex-works Lancia Group B supercar is ready to enjoy.

And the orange sky-pox began to spread across the night.

In 1938 Auto Union built a hill-climb racing car that was a special combination of the old Type C and the new Type D.

Almost all Auto Union racing cars were shipped to Russia after the war as reparations.

Estimated : CHF 40.000 - 60.000

Sold for CHF 40.250 - € 36.946

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

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 6.250 rpm, 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 190 mph (305 km/h), 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 456 GT a worthy competitor for Bentley, Aston Martin, and Mercedes-Benz.

Supplied new to Switzerland, this handsome 456 GT is finished in dark blue with grey leather interior and has covered 74.798 km from new.

Chassis n° ZFF81BHB000223160

Bonhams : the Zoute Sale

Estimated : € 650.000 - 850.000

Sold for € 687.190

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

"The Ferrari F12 has never struck anyone as being in need of more power. It really doesn't feel like it needs more nor, at least without significant modification, should it be given it. But here we are: the Ferrari F12tdf, a special version of the F12, limited in production but unlimited in ambition." – Autocar.

Introduced to the motoring public at the 2102 Geneva Motor Show, the Ferrari F12 replaced the 599 family of front-engined Gran Turismos. "... the company has thrown everything at it to ensure it's vastly quicker than its seminal predecessor, but also that it's more enjoyable at low speeds," declared evo magazine, continuing: "It claims to be both GT and supercar, mixing front-engined packaging and civility with exotic, F1-inspired dynamic ability."

Ferrari's gorgeous new berlinetta was soon garnering critical accolades, being voted 'Supercar of the Year 2012' by Top Gear magazine, and in 2014 receiving the coveted 'Premio Compasso d'Oro ADI', one of the world's oldest and most prestigious design awards.

It is an oft-stated cliché that 'the heart of every Ferrari is its engine', and the F12's 6.3-litre, 65-degree, normally aspirated V12 is acknowledged as one of the finest ever, winning the 'Best Performance' and 'Best Engine above 4.0 litres' categories in the 2013 'International Engine of the Year Awards'. With 730bhp on tap, this class-leading power unit - one of the most powerful every installed in a Ferrari road car – delivers stupendous performance, propelling the F12 to 100km/h in 3.1 seconds on its way to a top speed of over 330km/h. Around Ferrari's Fiorano test track, the F12 proved to be 3.5 seconds quicker that the preceding 599 GTB and 2.0 seconds quicker than the mid-engined Enzo; even the hardcore 599 GTO was slower.

But these days even a supercar has to make the odd concession in the interests of fuel economy, and with this in mind the F12 incorporated Ferrari's HELE stop/start system that reduces consumption when idling. Paddle shifters mounted on the steering wheel – an innovation pioneered by Ferrari in Formula 1 - had long been a feature of the Maranello marque's road cars, and the F12's controlled a seven-speed dual-clutch semi-automatic transmission. Stability, traction control, suspension, and other settings were also controlled from the F12's steering wheel, while improved carbon-ceramic brakes helped keep things in check.

The engine/transmission package was mounted in an aluminium spaceframe chassis - developed by Ferrari's close neighbours and long-time collaborators, Carrozzeria Scaglietti – that represented significant gains in rigidity and weight reduction when compared with the preceding 599 GTB. As one would expect of a modern-day Ferrari supercar, the F12 came with the latest in driver aids as standard: ABS, SCM-E magnetorheological suspension, electronic limited-slip differential, ESP Premium stability control, and F1-Trac traction control.

Styled by the Ferrari Styling Centre and Carrozzeria Pininfarina, the F12's voluptuous body restated the traditional 'long bonnet, small cabin, short tail' look in a manner suggesting muscular horsepower while retaining all the elegance associated with the Italian coachbuilder's work for Maranello. A significant aerodynamic development was the 'Aero Bridge': an under-body air channel running from front to rear that increased down force while exerting less drag than an external wing. 'Active Brake Cooling' ducts had been adopted for the same reason; opening only when the brakes required cooling while remaining closed at other times to reduce aerodynamic drag. The result was a remarkably low drag coefficient of only 0.299. Based on that of the Ferrari FF, the 'Frau leather' interior featured aluminium, Alutex, and carbon fibre trim. The F12's optional accessories were extensive, though pricey: who would have thought that a carbon fibre cup holder could cost over €2,000?

In October 2015, Ferrari announced a limited-edition variant, the F12tdf, its nomenclature referencing a competition variant of the 250 GT, so named following the latter's many victories in the Tour de France Automobile in the late 1950s/early 1960s. Like its illustrious predecessor, the F12tdf was a lightweight, track-focused model aimed at wealthy connoisseurs and gentleman racers; only 799 were built during the 2016 and 2017 seasons.

The F12tdf used the same 6.3-litre V12 engine as the standard car, albeit modified to produce 770bhp, while deleting much of the leather/aluminium interior trim in favour of Alcantara and carbon fibre, together with swapping many exterior aluminium panels for carbon fibre, helped shed some 110kgs from the total weight. The result was a reduction of the 0-100km/h to 2.9 seconds while the claimed top speed was now 'in excess of 211km/h'. Around Fiorano, the F12tdf was 2.0 seconds quicker than its standard sibling.

Completed on 20th October 2016, this beautiful F12tdf is finished in special Grigio Alloy with central stripes, wheels and accents in Canna di Fucile (gunmetal) and Blu Medio Alcantara interior. Delivered new by the well-known official Ferrari dealer Monza in Sint-Martens-Latem, Belgium, the car was built to the special order of the current vendor, its sole owner from new. This car is one of only three F12tdf models delivered by Monza.

Used sparingly over the course of the last three years, this F12tdf has covered a little over 6,000 kilometres from new and has been painstakingly maintained with yearly services undertaken by Ferrari dealer Monza in Belgium. The owner has enjoyed his rare F12tdf on numerous occasions, including the Mille Miglia Tribute to Ferrari in 2017.

Representing a wonderful opportunity to own one of Ferrari's all-time great, front-engined supercars, this stunning F12tdf comes complete with factory tool kit; locking wheel nut key; service wallet and manuals; and the all-important F12tdf Classiche book. Offered for sale by a Belgian Ferrari collector, the car is presented in immaculate condition, ready to be enjoyed by its next custodian.

Lotus 61FF (1969) Engine 1600cc S4 Ford

Race Number 68

LOTUS SET

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

The Lotus 61 was first unveiled at the January 1969, London Racing Car Show. With the first orders placed by the Jim Russell racing Drivers School as replacements for their Lotus 51s.

he new Lotus 61 featured a new multi-tubular spaceframe chassis composed of round-section tubes and stiffened by a stressed-steel sheet undertray panel. Typically Lotus all-independent suspension was adopted, with double wishbones at the front pivoting on nylon-lined bearings, with interposed coil-spring/damper units as the springing medium. The rear suspension featured reversed lower wishbones, single top links and twin radius rods each side, again with outboard-mounted coil-spring/damper units. While any suitable engine and gearbox combination could be installed to customer preference, Lotus Components offered an approved factory package featuring a Lotus-Holbay LH/105 engine mated to a Hewland Mark VI four-speed transaxle-type gearbox. The engine was based upon a Ford Cortina 1600E production 4-cylinder unit, bored and honed to 15-thou oversize and developing some 105bhp from its 1599cc capacity.

The Lotus 61 proved itself extremely competitive without quite establishing the class domination of various illustrious predecessors from the Lotus marque. Australian driver Dave Walker utterly dominated the 1968 Les Leston Formula Ford Championship by winning nine rounds in his Type 61, and he would go on to star in Formula 2 before joining World Champion Emerson Fittipaldi as a Team Lotus Formula 1 driver.

Thankyou for a massive 53,508472 views (Flickrs latest count adjustment)

Shot 29.05.2016 at Curborough Sprit Course, Curborough, Lichfield REF 119-215

Chassis n° 0051

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 580.000 - 780.000

Parijs - Paris

Frankrijk - France

February 2018

- Genuine works car

- First registered to FIAT Auto Spa

- Abarth Classiche certified

- 100% original and never restored

- Ready to enjoy

From the mid-1960s until the early 1990s, Lancia was a major force in international rallying, winning the World Rally Championship for Makes no fewer than 11 times between 1972 and 1992, including a remarkable six successive victories commencing in 1987. During the same period, Lancia drivers won the European Rally Championship on 14 occasions and the World Drivers' Championship (only instigated in 1978) four times. The models used – Fulvia HF, Stratos, Rally 037, and the Delta family: S4, HF, and Integrale – are among the most successful rally cars of all time.

Following Audi's lead, Lancia had introduced a new four-wheel-drive World Rally Championship contender in 1985, the Delta S4, which bore more than a passing resemblance to its road-going namesake. That deliberate likeness though, was merely skin deep, for the two cars had next to nothing in common mechanically. For whereas the Delta road car was a conventional, front-wheel-drive, five-seater hatchback, the two-seater S4 carried its engine where the rear seat passengers would have been and concealed a tubular spaceframe chassis - similar to that of the Rally 037 and incorporating fully adjustable all-independent suspension – beneath lightweight composite bodywork. Featuring numerous aerodynamic aids designed to increase downforce at high speeds, both front and rear sections of the S4's body were quickly detachable in the case of an accident.

The transmission drove all four wheels via central and rear differentials while the Abarth-designed 1.759 cc, 16-valve engine broke new ground also, employing both supercharging and turbo-charging to reduce the effects of 'turbo lag' at low revs. As the FIA applied a 'x1.4' formula to the capacity of forced induction engines, the Delta S4 ran in the up-to-2.500 cc class, which permitted a minimum weight of 890 kg (1,958 lbs). A maximum power output of around 400bhp was available from the start, rising to in excess of 500bhp by the end of development.

After the required 200 Stradale (road-going) models required by Group B regulations had - allegedly - been constructed, the competition version made its first appearance in November 1985 at the RAC Rally, Henri Toivonen and Markku Alén finishing 1st and 2nd respectively to record one of the most successful debuts in rallying history. The Delta S4 went on to score three more World Championship victories in 1986, securing Lancia 2nd place in the Makes' competition and 2nd place for Alén in the Drivers', before being compulsorily retired at the end of the year when the FIA imposed Group A regulations for 1987. The FIA's decision had been prompted by a series of serious accidents, including Toivonen's fatal crash in Corsica at the wheel of a works S4, which also claimed the life of his co-driver, Sergio Cresto.

In use for only 13 months, the Lancia Delta S4 is one of the rarest of Group B rally cars. There is considerable doubt that Lancia actually produced the 200 road cars required for homologation, expert opinion being that fewer than 80 exist today. Genuine works cars are even rarer.

The Lancia Delta S4 Group B rally car offered here was first registered on 20th October 1986 in Turin as 'TO 44805F' to FIAT Auto Spa. It is not a converted Stradale model but a genuine works rally car built by Abarth, which had previously been acting as parent-company FIAT's competitions department and had recently merged with Lancia's Squadra Corse. It is finished in the distinctive white livery of the famous Martini drinks company, Lancia's sponsors at the time.

According to Abarth, '0051' is probably one of the three 'muletto' (reconnaissance) cars built. It was never raced in the World Championship, and along with its contemporaries was rendered obsolete when Group B was cancelled at the end of 1986. The registration was changed to 'TO-44816F' soon afterwards, and then in 1988 the car was sold to Comauto, an Italian Racing team. Subsequently, the Lancia belonged to two different Italian collections before being sold to German collector, John Bosch, a major Ferraristi who was drove for Audi and Opel in the 1970s and '80s. The file of this rare Delta S4 includes important documents like a copy of the car's original Italian registration document; original conformity and homologation paperwork; Abarth Classiche certificate, etc.

The current owner purchased the Lancia on 17th June 2008 and participated with it in the Rally Legend in 2008, 2009, and 2015. The owner also entered 'Les Boucles de Spa' in 2012 with the car, while Frenchman Bruno Saby (a Lancia Delta S4 driver in 1988) drove it at the Legend Show Serre Chevalier that same year on the ice racetrack.

This ultra-rare ex-works Lancia is in excellent condition and 100% original in specification, even retaining its original seats marked with the names of Markku Alén and his co-driver, Ilkka Kivimäki. We are advised that for security reasons, the original fuel tanks have been replaced by more secure ones for the Legend Show. An additional front light is included in the sale as well as the original fuel tanks. Regularly maintained by an Abarth Classiche professional team, this rare ex-works Lancia Group B supercar is ready to enjoy.

The Mercedes-Benz 190 SL (W121) is a two-door luxury roadster produced by Mercedes-Benz between May 1955 and February 1963. Internally referred to as W121 (BII or B2), it was first shown in prototype at the 1954 New York Auto Show, and was available with an optional removable hardtop.

The 190 SL presented an attractive, more affordable alternative to the exclusive Mercedes-Benz 300 SL, sharing its basic styling, engineering, detailing, and fully independent suspension. Both cars had double wishbones in front and swing axles at the rear. Instead of the 300 SL's expensive purpose-built W198 tubular spaceframe, the 190 SL's R121 structure used a shortened unitary floorpan modified from the W121 base saloon

More at. en.wikipedia.org/wiki/Mercedes-Benz_190_SL

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

Production 8800 Modenas (plus 7565 Spiders)

Number 88 Juan Moreno

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 28% lighter than the earlier F355. The body was designed by Pininfarna and features a much rounder shape. The new V8 engine utilises a 3.6 litre capacity, a flat plane crankshaft and titanium connecting rods with a power output of 395bhp and a weight reduction of 60kg despite being slightly larger coupled with either gated six speed manual transmission, or the automated F1 single clutch transmission' and more powerful at 395bhp, than the unit used in the F355

Three road going versions were available the 360 Modena,

360 Spider, and the road and track focused 360 Challenge Stradale.

Many thanks for a fantabulous

45,277,942 views

Shot 11:10:2015 at the Midland Auto Club, (Pirelli Ferrari Hillclimb Championship) Curborough Sprint - Ref 110-474

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° 1004

Put together in just three months by a team headed by Mauro Forghieri, the 512 S mounted an all-alloy V12 of almost five litres with four valves per cylinder. The tubular spaceframe was developed from the P4 and the 612, while the bodywork was designed by Giacomo Caliri and made from polycarbonate for light weight.

The car offered here, chassis 1004, was completed in late 1969 in preparation of the 1970 World Endurance Championship. The car featured external door hinges, a roof vent and larger diameter anti-roll bar. Chassis 1004 was immediately destined for competition and entered the 1970 Daytona 24 Hours, which was also the debut for the Ferrari 512 S model.

5,0 Liter

V12

550 bhp @ 8.500 rpm

Techno Classica 2017

Essen

Deutschland - Germany

April 2017

Estimated : CHF 140.000 - 200.000

Sold for CHF 218.500 - € 198.060

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

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. 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.

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. The Diablo though, 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. Nevertheless, the Diablo was still one of the world's most expensive cars. Four-wheel drive Diablo VT and Targa-style open roadster versions soon followed.

An open roadster had been shown at the Geneva Motor Show in 1992 but another three years would pass before customers could buy the production version. Historically significant as Lamborghini's first open-top production car with a V12 engine, the Diablo Roadster was yet another example of the popular 'Targa Top' concept that relies on removable roof panels to provide fresh-air motoring. In the Diablo's case the single panel is stored over the engine cover when not in place. Despite the absence of a fixed roof, Lamborghini claimed that the Roadster was every bit as stiff as the Coupé.

The dashboard has been removed from the Diablo VT Roadster, which is offered with Equatorial Guinea registration papers and customs document.

AC 3000ME (1979-84 AC 1984-86 AC Scotland) Engine 2994cc Ford Essex V6

Production 101

Registration Number C 987 TAP (Brighton)

AC ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623759779024...

The AC 3000ME is a mid-engined sports car, designrd by Peter Bohanna and Robin Stables based on the prototype Diablo built by the Bohanna Stables company and shown at the London Racing Car Show in 1972. The 1972 Diablo prototype was built with the 1.5 L inline four version of the E-series engine and 5-speed manual transaxle that was used in the Austin Maxi. Bohanna Stables had sought interest from both AC and TVR before the Diablo was shown at the Racing Car Show, but neither company committed to the project. After the car's debut AC's Keith Judd drove the Diablo to the company's Thames Ditton headquarters and convinced AC owner Derek Hurlock to take the project on. AC acquired the rights to the Bohanna Stables Diablo design and assigned two of their engineers, Alan Turner and Bill Wilson, to develop it into a production car with Bohanna and Stables hired to consult on the redesign. The Diablo's steel tubing spaceframe was completely re-engineered, and a V6 Ford engine chosen rather than the BL E Series. The completed car was first shown at the 1973 London Motor Show as a prtotype called the AC 3000. Developement continued with the cars styling finalised in 1974, the prototype failed the 30mph crash test required for Type Approval necessitating a chassis redesign. The revised chassis passed on the next attempt. The car officially went on sale when it appeared at the 1978 NEC Motor Show now known as the AC 3000ME with a list price of £ 11,300, with early deliveries from 1979. The delays meant that the 3000ME was out of date by the time it reached production, and continued cost increases which by March 1980 were £ 13,328

This is the 89th AC 3000ME built, and chassis number 201. The first 71 car where built at the AC factory in Thames Ditton between 1979-84 the remaining 30 cars were built at AC (Scotland) in Hillington, Glasgow, between August 1984 and December 1985. This the 89th car was the last built before the receivers seized the last 12 cars to help pay the companies creditors. The car remained unregistered until June 1986. The cost new was in the region of £ 13,000

Today this 23 year old has covered a documented 27,000 miles

Diolch am 79,664,370o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 79,654,370 amazing views, every one is greatly appreciated.

Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-487

The UK is on Coronavirus lockdown to tackle the coronavirus pandemic, with people told to stay at home, with a handful of exceptions - one being that they can undertake one form of exercise a day, including cycling, provided they do so alone or with members of their household.

So I did. Alone. And avoided everyone.

More on this story:

road.cc/content/news/pm-cycling-allowed-alone-or-members-...

Gordon Keeble GK1/1T (1964-66) Engine 5395cc V8 OHV Production 99 (+ 1)

Registration Number CUU 77 C (London C)

GORDON KEEBLE SET

www.flickr.com/photos/45676495@N05/sets/72157627063631758...

The company John Gordon, formerly of Peerless and Jim Keeble who came together in 1959 to produce the Buuick powered Gordon GT. The car still in development was later fitted with a Chevrolet 283 V8 into a spaceframe chasis with independent front suspension and all-round disc brakes. The complete chassis was then taken to Turin, Italy, where a body made of aluminium panels designed by Giugiaro was built by Bertone.

The car appeared on the Bertone stand in March 1960, branded simply as a Gordon, at the Geneva Motor Show., after road testing the car was shipped to Detroit were the Chevrolet management agreed to supply engines and components for a production run.

The production ready car was altered with a glass fibre body made by Williams & Pritchard Limited. replacing the aluminium of the prototype and a larger Chevrolet 327 Ci V8 (5398cc) engine

The luxury Grand Tourer sold for a then astronomic £2798

Problems with suppliers occurred and before many cars were made the money ran out and the company went into liquidation after only about 90 cars had been built, the company was purchased by Harold Smith and Geoffrey West and was re-registered as Keeble Cars Ltd. with production resuming in 1966 but halted after only a few car were built, with a combine total of 99 cars constructed, a final car was produced in 1967 from factory spares.

An attempt was made to restart production in 1968 when the rights to the car were bought by an American, John de Bruyne, but this came to nothing, although two cars badged as De Bruynes were shown at that year's New York Motor Show along with a new mid-engined coupé

Many thanks for a fantabulous 37,838,400 views

Shot at the Haynes International Motor Museum Sparkford, Somerset 23rd June 2015 Ref 107-105

Manufacturer Alfa Romeo

Also called Alfa Romeo TZ

Production 1963–1967

Designer Ercole Spada at Zagato (TZ1 and TZ2)

The original TZ, currently sometimes referenced as TZ1 to differ from later TZ2, was developed in together with Autodelta, a company led by Ex-Ferrari engineer Carlo Chiti. It featured a 1,570 cc twin cam engine and other mechanical components shared with the Alfa Romeo Giulia and carried a 105 series chassis number, but was a purpose built sports racing car, with a tubular spaceframe chassis, light all-aluminium bodywork, disc brakes and independent suspension. The result was a lightweight coupé of only 650 kilograms (1,430 lb) and top speed of 134 miles per hour (216 km/h). The TZ was built both for street and racing trim, with the latest racing versions producing up to 160 brake horsepower (120 kW). Alfa's twin-spark cylinder head, as also used in the GTA, contributed to the speed of the TZ; the standard Giulia alloy block with wet steel liners was installed at an angle under the hood of the TZ to improve airflow.

Aiding the TZ in its quest for performance was the treatment of the rear bodywork. Incorporating the research of Dr. Wunibald Kamm, the TZ used a style called "coda tronca" in Italian, meaning "short tail.", otherwise known as the Kamm tail. The principle is that unless you are willing to incorporate an aircraft-like extended tail (not practical for an automobile), there is surprisingly little, if any, increase in drag and a marked decrease in lift or even some downforce by simply chopping off a portion of the tail. Zagato had previously proved the success of this tail treatment in their "coda tronca" Sprint Zagato sports-racing cars, and it was a natural evolution to adapt this to the Giulia TZ.

The car debuted at the 1963 FISA Monza Cup, where TZs took the first four places in the prototype category. At the beginning of 1964 the TZ was homologated (100 units were needed for homologation) to the Gran Turismo category. After homologation it started to take more class wins in Europe and North-America. Of the first TZ, 112 units were built between 1963 and 1965. Only built as limited amount these TZ models are quite collectibles nowadays, listed price around 150,000-200,000 US dollars.

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

Registration Number RX 03 KCC (Reading)

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.

Many thanks for a fantabulous

46,026,393 views

Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-168

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

Production 40,000

Registration Number TJY 356 (Exeter)

MESSERSCHMIDT (Car) SET

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

This car was offered for sale at the H+H Auction at the event, described as all good and the subject of a restoration between 2013 and 2014. Offered with an auction estimate of £ 20,000 to £ 25,000 it remained unsold

Many thanks for a fantabulous 41,037,595 views

Shot at the Chateau Impney Hill Climb, Chateuu Impney, Droitwich 12 July 2015 - Ref 108-219

Ferrari 456 GT (1994-98) Engine 5474cc V12 Production 1548 (+ 403 456GTA, 688 456M GT, and 650 456 M GTA = Total 3289)

Registration Number F 12 GRH (Cherished number, originally allocated for issue from Hull)

FERRARI ALBUM

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

Introduced as a 4 seat front engine Grand Tourer as a belated replacement for the 412. Designed by Pietro Camardella under Lorenzo Ramaciotti at Pininfarina and originally only available as the 456 GT with the GTA, an Automatic version joining the range in 1996. The 5474cc V12, with 4 valve per cylininder engine produces 436bhp in a car of 1690kg. The chassis is tubular steel spaceframe construction, with a one piece composite bonnet and body panels of aluminium

A modified 456M was introduced in 1998 with improved aerodynamics, cooling system and interior which was to run until 2003

Diolch am 81,589,702 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 81,589,702 amazing views, every one is greatly appreciated.

Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-061

.

Aston Martin Atom (1939) Engine 2000cc S4 Prouction 1

Registration Number LMF 386 (Middlesex)

ASTON MARTIN SET

www.flickr.com/photos/45676495@N05/sets/72157623759800132...

The Aston Martin Atom is a one off, four door prototype designed by Claude Hill. The streamlined body, is an aluminium skin, over light steel tubes and a pre-cursor to the Aston Martin Superleggera style of construnction of the 1950's and 1960's. With the light steel tubes forming a part of a tubular spaceframe structure, extremely advanced for its time.

The car was originally powered by an Aston Martin 15/98 engine but upgraaded afer WW2 with its present 2 litre engine.

Legend has it that after driving this David Brown decided to buy the company.

Entered into the Goodwood concours by Dr. Tom Rollinson of Solihull, this car normally resides at The Heritage Museum, Gaydon.

Shot at TheSpeed, Goodwood Festival of Speed 01:07:2011 Ref 76-042

Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor United States last new US state visitor California

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Coachwork by Carrozzeria Fissore

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 190.000 - 250.000

Sold for € 172.500

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.

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. From 1950 onwards, there was a new twin-overhead-camshaft OSCA engine, built in various capacities up to 1.6 litres, which was developed by the Maserati brothers for FIAT.

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. According to the authoritative book on the marque, 'OSCA' by Orsini/Zagari, only 128 examples of the 1600 GT were built by the factory, with different body designs by Fissore, Boneschi, Morelli, and Zagato.

The beautiful OSCA 1600 GT Spider Maina Cabriolet offered here is the work of Carrozzeria Fissore, which bodied 24 chassis, 21 as coupés and three as cabriolets. Founded by the four Fissore brothers in 1920, Carrozzeria Fissore is best remembered for its stylish FIAT 1500/1600S coupés and spiders and the later versions on the OSCA chassis, of which this car is an example. Its 'Maina' designation reflects the fact that the design originated with the small independent coachbuilder of the same name.

This ultra-rare car was purchased by the private vendor several years ago from the world famous Mario Righini Collection near Bologna, Italy, in whose possession it had been for some considerable time. We are advised by the vendor that it is all original (chassis, body, paintwork, engine, transmission, electrics, etc), only the soft-top being new.

One of the rarest of all OSCAs, this charming Spider Maina Cabriolet represents an exciting opportunity to acquire a fine example of this exclusive Italian Gran Turismo eligible for a wide variety of the most important historic motoring events. An ideal addition to any serious OSCA or Maserati collection.

Mercedes SLS AMG Coupe Electric Drive

With the new Mercedes-Benz SLS AMG Coupé Electric Drive, Mercedes-AMG is entering a new era: the locally emission-free super sports car featuring advanced technology from the world of Formula 1 is the most exclusive and dynamic way in which to drive an electric car. The most powerful AMG high-performance vehicle of all time has four electric motors producing a total output of 552 kW and a maximum torque of 1000 Nm. As a result, the gullwing model has become the world's fastest electrically-powered series production vehicle: the Mercedes-Benz SLS AMG Coupé Electric Drive accelerates from zero to 100 km/h in 3.9 seconds.

A new dimension of driving performance - a convincing synonym for the AMG brand promise are the outstanding driving dynamics which come courtesy of AMG Torque Dynamics as well as torque distribution to individual wheels, which is made possible by means of wheel-selective all-wheel drive. The most "electrifying" gullwing model ever has been developed in-house by Mercedes-AMG GmbH. The high-voltage battery for the SLS AMG Coupé Electric Drive is the result of cooperation between Mercedes-AMG and Mercedes AMG High Performance Powertrains in Brixworth (GB). This is an area in which the British Formula 1 experts were able to contribute their extensive know-how with KERS hybrid concepts.

"The SLS AMG Coupé Electric Drive is setting new standards for cars with electric drives. As the most powerful gullwing model ever, it is also representative of the enduring innovational strength of Mercedes-AMG. Our vision of the most dynamic electric vehicle has become a reality. With the help of our colleagues at Mercedes AMG High Performance Powertrains in Brixworth, we are bringing exciting advanced technology from the world of Formula 1 to the road", according to Ola Källenius, Chairman of the Board of Management of Mercedes-AMG GmbH.

Mercedes SLS AMG Coupe Electric Drive (2014)

2014 Mercedes-Benz SLS AMG Coupe Electric Drive

Pioneering, visionary, electrifying: the powerful and locally emission-free super sports car with electric drive also embodies the development competence of Mercedes-AMG GmbH. With this innovative and unique drive solution, AMG - as the performance brand of Mercedes-Benz - is demonstrating its technological leadership in this segment. The Mercedes-Benz SLS AMG Coupé Electric Drive is aimed at technology-minded super sports car fans who are open to new ideas and enthusiastic about ambitious high-tech solutions for the future of motoring.

Enormous thrust thanks to 1000 Nm of torque

The pioneering drive package in the SLS AMG Coupé Electric Drive is impressive and guarantees a completely innovative and electrifying driving experience: enormous thrust comes courtesy of four synchronous electric motors providing a combined maximum output of 552 kW and maximum torque of 1000 Nm. The very special gullwing model accelerates from zero to 100 km/h in 3.9 seconds, and can reach a top speed of 250 km/h (electronically limited). The agile response to accelerator pedal input and the linear power output provide pure excitement: unlike with a combustion engine, the build-up of torque is instantaneous with electric motors - maximum torque is effectively available from a standstill. The spontaneous build-up of torque and the forceful power delivery without any interruption of tractive power are combined with completely vibration-free engine running characteristics.

The four compact permanent-magnet synchronous electric motors, each weighing 45 kg, achieve a maximum individual speed of 13,000 rpm and in each case drive the 4 wheels selectively via a axially-arranged transmission design. This enables the unique distribution of torque to individual wheels, which would normally only be possible with wheel hub motors which have the disadvantage of generating considerable unsprung masses.

Powerful, voluminous, dynamic, emotional and authentic: the characteristic sound of the Mercedes-Benz SLS AMG Coupé Electric Drive embodies the sound of the 21st century. After an elaborate series of tests as well as numerous test drives, the AMG experts have created a sound which captures the exceptional dynamism of this unique super sports car with electric drive. Starting with a characteristic start-up sound, which rings out on pressing the "Power" button on the AMG DRIVE UNIT, the occupants can experience a tailor-made driving sound for each driving situation: incredibly dynamic when accelerating, subdued when cruising and as equally characteristic during recuperation. The sound is not only dependent on road speed, engine speed and load conditions, but also reflects the driving situation and the vehicle's operating state with a suitable driving noise. Perfect feedback for the driver is guaranteed thanks to a combination of the composed sound, the use of the vehicle's existing inherent noises and the elimination of background noise - this is referred to by the experts as "sound cleaning". The impressive sound comes courtesy of the standard sound system with eleven loudspeakers.

Advanced Formula 1 technology: high-voltage lithium-ion battery

Battery efficiency, performance and weight: in all three areas Mercedes-AMG is setting new standards. The high-voltage battery in the SLS AMG Coupé Electric Drive boasts an energy content of 60 kWh, an electric load potential of 600 kW and weighs 548 kg - all of which are absolute best values in the automotive sector. The liquid-cooled lithium-ion high-voltage battery features a modular design and a maximum voltage of 400 V.

Advanced technology and know-how from the world of Formula 1 have been called on during both the development and production stages: the battery is the first result of the cooperation between Mercedes-AMG GmbH in Affalterbach and Mercedes AMG High Performance Powertrains Ltd. Headquartered in Brixworth in England, the company has been working closely with Mercedes-AMG for a number of years. F1 engine experts have benefited from its extensive expertise with the KERS hybrid concept, which made its debut in the 2009 Formula 1 season. At the Hungarian Grand Prix in 2009, Lewis Hamilton achieved the first historic victory for a Formula 1 vehicle featuring KERS hybrid technology in the form of the Mercedes-Benz KER System. Mercedes AMG High Performance Powertrains supplies the Formula 1 teams MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Sahara Force India with Mercedes V8 engines and the KERS.

The high-voltage battery consists of 12 modules each comprising 72 lithium-ion cells. This optimised arrangement of a total of 864 cells has benefits not only in terms of best use of the installation space, but also in terms of performance. One technical feature is the intelligent parallel circuit of the individual battery modules - this helps to maximise the safety, reliability and service life of the battery. As in Formula 1, the battery is charged by means of targeted recuperation during deceleration whilst the car is being driven.

High-performance control as well as effective cooling of all components

A high-performance electronic control system converts the direct current from the high-voltage battery into the three-phase alternating current which is required for the synchronous motors and regulates the energy flow for all operating conditions. Two low-temperature cooling circuits ensure that the four electric motors and the power electronics are maintained at an even operating temperature. A separate low-temperature circuit is responsible for cooling the high-voltage lithium-ion battery. In low external temperatures, the battery is quickly brought up to optimum operating temperature with the aid of an electric heating element. In extremely high external temperatures, the cooling circuit for the battery can be additionally boosted with the aid of the air conditioning. This also helps to preserve the overall service life of the battery system.

Quick charge function via special wall box

Ideally the Mercedes-Benz SLS AMG Coupé Electric Drive is charged with the aid of a so-called wall box. Installed in a home garage, this technology provides a 22 kW quick-charge function, which is the same as the charging performance available at a public charging station. A high-voltage power cable is used to connect the vehicle to the wall box, and enables charging to take place in around three hours. Without the wall box, charging takes around 20 hours. The wall box is provided as an optional extra from Mercedes-AMG in cooperation with SPX and KEBA, two suppliers of innovative electric charging infrastructures for the automotive industry.

Eight-stage design for maximum safety

To ensure maximum safety, the SLS AMG Coupé Electric Drive makes use of an eight-stage safety design. This comprises the following features:

•all high-voltage cables are colour-coded in orange to prevent confusion

•comprehensive contact protection for the entire high-voltage system

•the lithium-ion battery is liquid-cooled and accommodated in a high-strength aluminium housing within the carbon-fibre zero-intrusion cell

•conductive separation of the high-voltage and low-voltage networks within the vehicle and integration of an interlock switch

•active and passive discharging of the high-voltage system when the ignition is switched to "off"

•in the event of an accident, the high-voltage system is switched off within fractions of a second

•continuous monitoring of the high-voltage system for short circuits with potential compensation and insulation monitors

•redundant monitoring function for the all-wheel drive system with torque control for individual wheels, via several control units using a variety of software

By using this design, Mercedes-AMG ensures maximum safety during production of the vehicle and also during maintenance and repair work. Of course the Mercedes-Benz SLS AMG Coupé Electric Drive also meets all of the statutory and internal Mercedes crash test requirements.

All-wheel drive with AMG Torque Dynamics enables new levels of freedom

Four motors, four wheels - the intelligent and permanent all-wheel drive of the SLS AMG Coupé Electric Drive guarantees driving dynamics at the highest level, while at the same time providing the best possible active safety. Optimum traction of the four driven wheels is therefore ensured, whatever the weather conditions. According to the developers, the term "Torque Dynamics" refers to individual control of the electric motors, something which enables completely new levels of freedom to be achieved. The AMG Torque Dynamics feature is permanently active and allows for selective distribution of forces for each individual wheel. The intelligent distribution of drive torque greatly benefits driving dynamics, handling, driving safety and ride comfort. Each individual wheel can be both electrically driven and electrically braked, depending on the driving conditions, thus helping to

•optimise the vehicle's cornering properties,

•reduce the tendency to oversteer/understeer,

•increase the yaw damping of the basic vehicle,

•reduce the steering effort and steering angle required,

•increase traction,

•and minimise ESP® and ASR intervention.

The AMG Torque Dynamics feature boasts a great deal of variability and individuality by offering three different transmission modes:

•Comfort (C): comfortable, forgiving driving characteristics

•Sport (S): sporty, balanced driving characteristics

•Sport plus (S+): sporty, agile driving characteristics

AMG Torque Dynamics enables optimum use of the adhesion potential between the tyres and the road surface in all driving conditions. The technology allows maximum levels of freedom and as such optimum use of the critical limits of the vehicle's driving dynamics. Outstanding handling safety is always assured thanks to the two-stage Electronic Stability Program ESP®.

"AMG Lightweight Performance" design strategy

The trailblazing body shell structure of the Mercedes-Benz SLS AMG Coupé Electric Drive is part of the ambitious "AMG Lightweight Performance" design strategy. The battery is located within a carbon-fibre monocoque which forms an integral part of the gullwing model and acts as its "spine". The monocoque housing is firmly bolted and bonded to the aluminium spaceframe body. The fibre composite materials have their roots in the world of Formula 1, among other areas. The advantages of CFRP (carbon-fibre reinforced plastic) were exploited by the Mercedes-AMG engineers in the design of the monocoque. These include their high strength, which makes it possible to create extremely rigid structures in terms of torsion and bending, excellent crash performance and low weight. Carbon-fibre components are up to 50 percent lighter than comparable steel ones, yet retain the same level of stability. Compared with aluminium, the weight saving is still around 30 percent, while the material is considerably thinner. The weight advantages achieved through the carbon-fibre battery monocoque are reflected in the agility of the SLS AMG Coupé Electric Drive and, in conjunction with the wheel-selective four-wheel drive system, ensure true driving enjoyment. The carbon-fibre battery monocoque is, in addition, conceived as a "zero intrusion cell" in order to meet the very highest expectations in terms of crash safety. It protects the battery modules inside the vehicle from deformation or damage in the event of a crash.

The basis for CFRP construction is provided by fine carbon fibres, ten times thinner than a human hair. A length of this innovative fibre reaching from here to the moon would weigh a mere 25 grams. Between 1000 and 24,000 of these fibres are used to form individual strands. Machines then weave and sew them into fibre mats several layers thick, which can be moulded into three-dimensional shapes. When injected with liquid synthetic resin, this hardens to give the desired structure its final shape and stability.

Optimum weight distribution and low centre of gravity

The purely electric drive system was factored into the equation as early as the concept phase when the super sports car was being developed. It is ideally packaged for the integration of the high-performance, zero-emission technology: by way of example, the four electric motors and the two transmissions can be positioned as close to the four wheels as possible and very low down in the vehicle. The same applies to the modular high-voltage battery. Advantages of this solution include the vehicle's low centre of gravity and balanced weight distribution - ideal conditions for optimum handling, which the electrically-powered gullwing model shares with its petrol-driven sister model.

New front axle design with pushrod damper struts

The additional front-wheel drive called for a newly designed front axle: unlike the series production vehicle with AMG V8 engine, which has a double wishbone axle, the SLS AMG Coupé Electric Drive features an independent multi-link suspension with pushrod damper struts. This is because the vertically-arranged damper struts had to make way for the additional drive shafts. As is usual in a wide variety of racing vehicles, horizontal damper struts are now used, which are operated via separate push rods and transfer levers. Thanks to this sophisticated front-axle design, which has already been tried and tested in the world of motorsport, the agility and driving dynamics of the Mercedes-Benz SLS AMG Coupé Electric Drive attain the same high levels as the V8 variant. Another distinguishing feature is the speed-sensitive power steering with rack-and-pinion steering gear: the power assistance is implemented electrohydraulically rather than just hydraulically.

AMG ceramic composite brakes for perfect deceleration

The SLS AMG Coupé Electric Drive is slowed with the aid of AMG high-performance ceramic composite brakes, which boast direct brake response, a precise actuation point and outstanding fade resistance, even in extreme operating conditions. The over-sized discs - measuring 402 x 39 mm at the front and 360 x 32 mm at the rear - are made of carbon fibre-strengthened ceramic, feature an integral design all round and are connected to an aluminium bowl in a radially floating arrangement.

The ceramic brake discs are 40 percent lighter in weight than the conventional, grey cast iron brake discs. The reduction in unsprung masses not only improves handling dynamics and agility, but also ride comfort and tyre grip. The lower rotating masses at the front axle also ensure a more direct steering response - which is particularly noticeable when taking motorway bends at high speed.

Exclusive, high-quality design and appointments

Visually, the multi-award-winning design of the SLS AMG is combined with a number of specific features which are exclusive to the Electric Drive variant. The front apron has a striking carbon-look CFRP front splitter which generates downforce on the front axle. The radiator grille and adjacent air intakes adorn special areas painted in the vehicle colour and with bionic honeycomb-shaped openings. They are not only a visual highlight but, thanks to their aerodynamically optimised design, also improve air flow over the cooling modules mounted behind them. Darkened headlamps also impart a sense of independence to the front section. Viewed from the side, the "Electric Drive" lettering stands out on the vehicle side, as do the AMG 5-twin-spoke light-alloy wheels with their specific paint design. The SLS AMG Electric Drive comes as standard with 265/35 R 19 tyres on the front and 295/30 R 20 tyres on the rear. The overall look is rounded off to dynamic effect by the new diffuser-look rear apron, and the darkened rear lamps. One feature reserved exclusively for the SLS AMG Coupé Electric Drive is the "AMG electricbeam magno" matt paint finish. A choice of five other colours is available at no extra cost.

When the exterior colour AMG electricbeam magno is chosen, the high-quality, sporty interior makes use of this body colour for the contrasting stitching - the stitching co-ordinates perfectly with designo black Exclusive leather appointments. AMG sports seats and numerous carbon-fibre trim elements in the interior underscore the exclusive and dynamic character of what is currently the fastest electric car. Behind the new AMG Performance steering wheel there is a newly designed AMG instrument cluster: instead of a rev counter, there is a power display providing information on the power requirements, recuperation status, transmission modes and battery charge.

AMG Performance Media as standard

The AMG DRIVE UNIT comprises the electronic rotary switch for selecting the three transmission modes of "C" (Controlled Efficiency), "S" (Sport) and "S+" (Sport plus), which the driver can use to specify different performance levels from the electric motors, which in turn also changes the top speed and accelerator pedal response. Behind the buttons for "power" and "ESP On/Off", there are also buttons for AMG Torque Dynamics and AMG Setup.

In addition to carbon-fibre exterior mirrors, AMG carbon-fibre engine compartment cover, COMAND APS, Media Interface, Blind Spot Assist and reversing camera, the standard equipment also includes the AMG Performance Media system. Besides full high-speed mobile internet access, the system provides information on engine performance, lateral and longitudinal acceleration, tyre pressure, vehicle setup and lap times, as well displaying a variety of additional information such as:

•vehicle energy flow

•battery charge status

•burrent range

•AMG Torque Dynamics

•temperatures of the battery and motors

•energy consumption kWh/100 km

The Mercedes-Benz SLS AMG Coupé Electric Drive will be celebrating its market launch in 2013. The price in Germany (incl. 19% VAT) will be 416,500 EUR.

Lola Mk.3 (1961) Engine 1100cc S4

Production 11

Race FJHRA HSCC Silverline Formula Junior Championship (Rear Engine)

Race Number 1 Peter De La Roche (GB)

LOLA SET

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

The Mark 3 was Lola's first rear engine car, The spaceframe chassis was constructed from 18 gauge tubes triangulated for extra rigidity. with the undertray acting as a stressed member by being riveted to the chassis. With the frame holding the engine and gearbox designed for quick removal.

The engines were, unusually for the time, dry-sumped with a wedge shaped oil tank being placed beside the fuel tank, behind the driver.

Diolch am olygfa anhygoel, 64,632,950

oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 64,632,950 views

Shot 05.05.2018 at Donington Historic Festival, Donington Park, Leic Ref 133-212

Gordon Keeble GK1/1T (1964-66) Engine 227 cu in (5395cc) V8 OHV Production 99 (+ 1)

Registration Number DBH 160 B

GORDON KEEBLE SET

www.flickr.com/photos/45676495@N05/sets/72157627063631758...

The company John Gordon, formerly of Peerless and Jim Keeble who came together in 1959 to produce the Buuick powered Gordon GT. The car still in development was later fitted with a Chevrolet 283 V8 into a spaceframe chasis with independent front suspension and all-round disc brakes. The complete chassis was then taken to Turin, Italy, where a body made of aluminium panels designed by Giugiaro was built by Bertone.

The car appeared on the Bertone stand in March 1960, branded simply as a Gordon, at the Geneva Motor Show., after road testing the car was shipped to Detroit were the Chevrolet management agreed to supply engines and components for a production run.

The production ready car was altered with a glass fibre body made by Williams & Pritchard Limited. replacing the aluminium of the prototype and a larger Chevrolet 327 Ci V8 (5398cc) engine

The luxury Grand Tourer sold for a then astronomic £2798

Problems with suppliers occurred and before many cars were made the money ran out and the company went into liquidation after only about 90 cars had been built, the company was purchased by Harold Smith and Geoffrey West and was re-registered as Keeble Cars Ltd. with production resuming in 1966 but halted after only a few car were built, with a combine total of 99 cars constructed, a final car was produced in 1967 from factory spares.

An attempt was made to restart production in 1968 when the rights to the car were bought by an American, John de Bruyne, but this came to nothing, although two cars badged as De Bruynes were shown at that year's New York Motor Show along with a new mid-engined coupé

Shot at Donington Historic Festival, 6th May 2012 Ref: 84-346

Bonhams : the Zoute Sale

Estimated : € 140.000 - 180.000

Sold for € 155.250

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

Conceived and developed as an open sports car, the Jaguar E-Type 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 150mph top speed. The newcomer's design owed much to that of the Le Mans-winning D-Type sports-racer, 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. 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.

With a claimed 265bhp available, E-Type's performance did not disappoint; firstly, because it weighed around 500lbs 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. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor modifications) early in 1962. Today, the E-Types 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. Indeed, even Enzo Ferrari felt obliged to concede that the E-type was 'the most beautiful car ever made'.

Representing the Jaguar E-Type in its earliest, purest, and most sought-after form, this 3.8-litre 'Series 1' was imported by Jaguar's French distributor, Paris-based Ets F Delecroix on 30th August 1962. On 19th September 1962 the car was delivered to its first owner, who would keep it for seven years. It was then purchased by a Mr Carillon of Givros, France.

On 28th June 1985, the E-Type was bought by Mr Michel Hassoun, who kept the car in the South of France. Ownership was transferred to Madame Aline Hassoun on 27th July 1993. The current owner purchased the car on 5th November 2015 at which time the odometer reading was around 60,000 kilometres.

In France until 2015 and since then in Belgium, this fully matching numbers E-Type has always been kept in original condition, and even retains its original radio and electric antenna. In maintaining the car, the current owner has prioritised mechanical reliability, as he wanted to drive it without having to worry. Carried out by Retro Cars, a Belgian Jaguar specialist, refurbishment has included a complete engine overhaul in the course of which high-compression (9.0:1) pistons were fitted; the crankshaft, flywheel, and other rotating components dynamically balanced; the carburettors completely overhauled; 123 electronic ignition fitted; new ignition system and alternator fitted; and an aluminium radiator and Kenlowe electric cooling fan installed. Other works included overhauling the Moss gearbox and fitting a new clutch; overhauling the differential with new bearings; new brake discs front and rear; new brake master cylinder and new pistons front and rear: overhauling the steering rack; and fitting six new gas shock absorbers, adjustable for compression and rebound damping. Other noteworthy features include all new hoses; a stainless steel exhaust system; complete new electrical wiring loom and fuse box; a new convertible hood; and re-upholstered seats. Apart from the seats, the interior remains original.

Invoices totalling more than €50,000 on file together with a photographic record of the mechanical rebuild showing that high quality parts were used exclusively. This exceptional E-Type also comes complete with tool kit, jack, instruction manual, JDHT Certificate, Belgian Carte Grise, and a 12-page Rapport d'Expertise from the Bureau d'Expertises en Automobile, Doucy.

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.