#1945-70

448 Volvo P1800 (1962) 480 MTT by Robert Knight Via Flickr: Volvo P1800 (1961-63) Engine 1778 cc S4 OHV . Registration Number AEH 656 A (Devon) VOLVO (Cars) ALBUM www.flickr.com/photos/45676495@N05/albums/72157623738795351/ Long gestation involved the project begining in 1957 under engineering consultant Helmar Pettersson with design work being done by his son Pelle Pettersson who worked for Pietro Frau. Volvo always insisted the car was designed in Italy by Frau but in 2009 Frau admitted that though they built the first three prototypes they were not responsible for the design. There then followed a protracted search for a company to build the car and Karmann initially agreed only for the deal to be scuppered by Volkswagen, Karmann biggest customer. Eventually Jensen Motors who then had spare capacity were approached and agreed a contract to build 10,000 cars Jensen sub contracted Pressed Steel in Linwood to build the uni-body shell and transport them to West Bromwich by rail the first P1800 being completed in 1960. The B18 1800cc engine (with a different cam shaft to that of the Amazon) was made with twin SU carburettors and giving 100 bhp. P1800S (1963-69) In 1963 after the first 6,000 units the Jensen contract was cancelled and production was moved to a Volvo plant in Gothenburg, subsequent cars being called P1800S (S=Sweden) and in 1969 the engine was replaced by a 1985 cc unit to create the P1800E P1800E (1969-72) For 1970 numerous changes came with the fuel-injected 1800E, which had the B20E engine with Bosch D-Jetronic fuel injection and a revised camshaft, and produced 130 bhp with simular fuel economy as before.the 1970 model was the first 1800 with four-wheel disc brakes; until then the 1800 series had front discs and rear drums. In 1972, to meet emission standards mainly for the US market, a lower compression B20F engine was introduced for specific markets. Along with the new "F" head, the ECU, manifold pressure sensor, and head gasket were also changed for all cars with B20F engine. Volvo P1800ES (1972-73) Volvo introduced its final P1800 variant, the 1800ES, in 1972 as a two-door station wagon with a frameless, all-glass tailgate. To my generation the P1800 will always be the car of the Saint (Simon Templar played by Roger Moore) Of the two new cars on show in Geneva in 1961 the programme makers approached Jaguar regarding using the new E Type but were rejected Volvo on the other hand jumped at the chance and a marriage was made. Roger Moore was so impressed he purchased his own. Diolch am 99,460,142 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 99,460,142 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-448

330 Triumph (Renown) Pick-up (1952) TSL 866 por Robert Knight Via Flickr: Triumph Renown Mk.II TDC (1951-54) Engine 2088cc S4 OHV Production 150 Limousines (2800 Mk.IIs plus 6501 Mk.Is) Registration Number TSL 866 TRIUMPH ALBUM www.flickr.com/photos/45676495@N05/sets/72157623847263736... This certainly looks the part, but i have not found any record of Triumph ever building a pick-up version of the Renown. However Triumph under Sir Stanley Black strongly adhered to Stafford-Cripps policy of export or die (a policy regarding the supply of steel, which post-war was in short supply being allocated proportionately to manufactures exports. Triumph exported a good proportion of its exports to Australia were the Ute (pick-up) was popular among the farming communities, so it is possible it may be a bona-fide Triumph export model, especially as the registration number indicates the vehicle has been re-imported back to the UK. If so this is a very rare sight in the UK. The Triumph Renown was introduced in 1949 with similar styling to the earlier 2000TDA and 1800 18T models, sharing the Razor Edge look. with a box section frame and coil suspension at the front on a 108 inch wheelbase. Although very similar in appearance the Renown was built on an entirely new chassis based on the Standard Vanguard with pressed steel sections replacing the tubes previously used. The front suspension changed to coil springing. Although the 3-speed column change transmission was retained, from June 1950 an overdrive unit was offered as an option. Inside there was a new instrument layout. A Renown tested by the Motor magazine in 1950 recorded a top speed of 75 mph, a 0-60mph time of 24.3 and fuel economy of 23.9 mpg, the test car costing £ 991 Diolch am 97,626,262 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 97,626,262 amazing views, every one is greatly appreciated. Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-330

418 Triumph GTR4 Dove (1964) GPH 360 C by Robert Knight Via Flickr: Triumph GTR4 Dove (1964-66) Engine 2138cc S4 Production 43 Registration Number GPH 360 C (Surrey) TRIUMPH ALBUM www.flickr.com/photos/45676495@N05/sets/72157623847263736... A total of 43 Dové GTR4 and GTR4A fixed head coupés were produced at the direction of L. F. Dove Ltd., an auto dealership in Wimbledon, London. The conversions from standard TR4s were done by coachbuilder Harrington Motor Bodyworks, best known for building the Harrington Alpine, a similarly converted Sunbeam Alpine. Conceived as a more weather-proof alternative to the drophead coupé TR4, the Dové provided a way for Dove Ltd. to enter the market for GT automobiles. The cars came with a heater in the engine's water jackets to assist cold starts. Tinted swing-down see-through acrylic sun visors were custom fitted. Two jump seats were located behind the driver's and passenger's seats, covered in material that matched the original TR4 upholstery. A wood-rimmed wheel with riveted perimeter was fitted to some models, along with auxiliary lamps under the front bumper bars. A metallised identifying sticker with Dove written on it was fitted to the glovebox cover. On the left rear deck below the boot cover was another identifying badge with the Dové logo. The side window glasses were specially shaped, with a flat top edge to fit the new roof line. Some were fitted with a fully balanced motor built by either Jack Brabham Motors or Laystall Engineering in London, which was offered as an option in the sales catalogue. Each Dové was an individual order, with some variations between each car. The cars were priced at an expensive £1250. Although most Dovés were based on the TR4 model, some brochures include pictures of a TR4A-based version. The aerodynamics of the Dové gave it good acceleration from 80 to 100 mph (130 to 160 km/h) in comparison with the TR4 drophead coupé. Diolch am 99,376,639 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 99,376,639 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-418

380 Rolls Royce Silver Wraith (1953) NXY 4 by Robert Knight Via Flickr: Rolls Royce Silver Wraith (1946-58) Engine 4566c S6 IOE Production 1144 (all bodies) Body H J Mulliner Registration Number NXY 4 (London) ROLLS ROYCE ALBUM www.flickr.com/photos/45676495@N05/sets/72157623690651737... The Rolls-Royce Silver Wraith was the first post-war Rolls-Royce. It was made from 1946 to 1958 as only a chassis at the company's Crewe factory, its former Merlin engine plant, alongside the shorter Bentley Mark VI. The Bentley was also available as a chassis for coachbuilders, but for the first time could be bought with a Rolls-Royce built Standard Steel body. The use of the name Wraith coincided with the established tradition of naming models after ghosts The straight six-cylinder post-war engine, which had been briefly made for the aborted by war Bentley Mark V, replaced conventional overhead valve gear with an F-head configuration of overhead inlet valves and side exhaust valves and reshaped combustion chambers. There were new main and big-end bearings and a more efficient drive to the timing gear. Rolls-Royce added chromed bores. Initially, this engine retained the Mark V's capacity of 4,257 cc, increased in 1951 to 4,566 cc and from 1955, after the introduction of the (standard wheelbase) Silver Cloud, to 4,887 cc The first cars had an entirely new and more rigid chassis. It matched the new Bentley chassis but with an extra 7 inch section added to the centre. The new chassis had coil sprung independent front suspension, which required a very rigid chassis to function properly, and at the rear conventional semi-elliptic springs and live axle. The braking system was a hydro-mechanical hybrid of hydraulic fronts and mechanical rears using the mechanical servo similar to that of the pre-war cars. The last short-wheelbase cars were delivered in November 1953. The long, 133 inch (3378 mm), wheelbase chassis was announced in 1951 and the first delivered in January 1952. 639 were made by the time of the last deliveries in October 1958. From 1949 until 1955 customers wishing to buy a Rolls-Royce fitted with a much smaller standard steel body could purchase the Silver Dawn. It rode on a chassis seven inches shorter than the Silver Wraith, and was almost identical to Rolls-Royce's Bentley Standard Steel saloon available alongside the Silver Wraith since July 1946. Diolch am 99,288,065 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 99,288,065 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-380

038 Chevrolet (C1) Coupe (1961) 888 Simeon Chodosh by Robert Knight Via Flickr: Chevrolet Corvete C1 (1953-62) Engine Unknown Race Bernies V8s and Historic Outlaws Race Number 888 Simeon Chodosh CHEVROLET SET www.flickr.com/photos/45676495@N05/sets/72157623638181561... The C1 Chevrolet Corvette was introduced in 1953 running to model year 1962 with regular updates. The most significant of which came in 1958 when the nose was lengthened and dual headlights introduced. The model was initially only available with a straight-six powerplant, but by 1962 it could be bought with a thumping great 327ci (5.3-litre) V8 under the bonnet, The 1956 Corvette featured a new body, with real glass roll-up windows and a more substantial convertible top 1958 saw the adaption of the four chrome head lights The 1958 model year and the four that followed all had the exposed four-headlamp treatment and prominent grilles, but a faux-louvered hood and chrome trunk spears were unique to this model year. For 1961 the final update of the Corvette C1, four tail lights appeared for the first time and power was increased to for the two fuel injected models to 275bhp and 315bhp, power did not increase for the dual four barrel engines remained at 245 and 270bhp and this was to be the last year for that option. Also this was the last year for two tone paint options until 1978. In 1961 the Chevrolet Corvette sold at $ 3934 in the USA Diolch am 98,053,190 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 98,053,190 amazing views, every one is greatly appreciated. Shot 18.09.2022, at the MSVR Club Car Championships, Donington Park, Leicestershire 165-038

367 Volvo P1800 Coupe (1969) XEH 435 G by Robert Knight Via Flickr: Volvo P1800S (1964-70) Engine 1986cc S4 OHV Production 39,407 (all models 1961-73) (sports estate: 8,077) Registration Number XEH 435 G (Stoke on Trent) VOLVO (CARS) SET www.flickr.com/photos/45676495@N05/sets/72157623738795351... The Volvo P1800 (pronounced eighteen-hundred) is a 2+2, front-engine, rear-drive sports car manufactured and marketed by Volvo Cars between 1961 and 1973. At first only available as a Coupe, a Shooting Brake version was added to the line up for 1972-73. Styling was by Pelle Petterson under the tutelage of Pietro Frua when Frua's studio was a subsidiary of the Italian carrozzeria Ghia and it shared its mechanical specification with the current Volvo 122 Series The project was originally started in 1957 because Volvo wanted a sports car to compete in the US & European markets, The man behind the project was an engineering consultant to Volvo, Helmer Petterson, who in the 1940s was responsible for the Volvo PV444. Unknown to him, design work was done by his son Pelle, under the tutelage of Italian auto stylist Pietro Frua while Frua's studio as a subsidiary of the prestigious carrozzeria Ghia. Volvo insisted it was an Italian design by Frua and only officially recognized Pelle Petterson's authorship in 2009 Originally produced for Volvo by Jensen and subcontracted to the Linwood plant. The P1800 was introduced in 1963 with servo assisted front disc brakes, twin carburettor engines and overdrive on all the British cars. Made famous in the Saint TV series (Roger Moore). The P1800 was powered by the B18, 1800cc with dual SU carburettors, producing 100 hp. This variant (named B18B) had a higher compression ratio than the slightly less powerful twin-carb B18D used in the contemporary Amazon 122S, as well as a different camshaft. Production moved to Swedish Lundby in Gothenburg after 1963 with minor modifications as the P1800S (s standing for Sverige) . The engine was improved with an additional 8 hp (6 kW). In 1966 the four-cylinder engine was updated to 115 bhp (86 kW). Top speed was 109mph In 1969 the B18 engine was replaced with the 2-litre B20B variant of the B20 giving 118 bhp (88 kW), though it kept the designation 1800S. For 1970 numerous changes came with the fuel-injected 1800E (the 'E' stands for Einspritzung, the German word for fuel injection), which had the B20E engine with Bosch D-Jetronic fuel injection and a revised camshaft, and produced 130 bhp top speed increased to 118mph with no loss of fuel efficiency In addition, the 1970 model was the first 1800 with four-wheel disc brakes Volvo introduced its final P1800 variant, the 1800ES, in 1972 as a two-door shooting brake layout with a frameless, all-glass tailgate. The final design was chosen after two prototypes had been built by Sergio Coggiola and Pietro Frua. The ES engine was downgraded to 125 bhp (93 kW) by reducing the compression ratio with a thicker head gasket (engine variant B20F. The ES's rear backrest folded down to create a long flat loading area. As an alternative to the usual four-speed plus overdrive manual transmission, a Borg-Warner three-speed automatic was available in the 1800ES Diolch am 97,688,659 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 97,688,659 amazing views, every one is greatly appreciated. Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-367

101 Bristol 401 Farina Cabriolet (1948) MCR 718 by Robert Knight Via Flickr: Bristol 401 (1949-53) Engine 1971cc S6 OHV Chassis 401/ 210 Production 611 (plus 23 Bristol 402 Cabriolets) Registration Number MCR 718 (Southampton - please refer to text) BRISTOL ALBUM www.flickr.com/photos/45676495@N05/sets/72157623759876288... MCR 718 Coach-built Bristols are a particularly rare breed, with just 38 rolling chassis delivered to various companies for bespoke bodywork; Most notably Touring, Langenthal, Vanden Plas, Beutler, Ghia-Aigle and Pinin Farina and almost identical bodies were also fitted to Lancia and Alfa-Romeo chassis in the immediate post-war period.. This 401 is one of seven such cars bodied by Farina. Bristol Cars production records show that chassis number 401/ 210 was built in 1948 with engine number 400/ 85B/ 1342 and despatched out from the factory on 9 August 1948.the finished car returned in January 1950 and AFN promptly prepared it for sale, fitting 22mm torsion bars, replacing all four wheels and swapping the original 85B/1345 engine for the current BSC/1572 unit. registered as UMD 603 and owned by AFN Ltd. It was fitted with a replacement engine at a recorded 2, 246km. According to Bristol Cars, the Farina was subsequently purchased by Lord Jersey, who also owned a Bristol 400, and taken to the island of Jersey, where he had an estate. It was registered as MCR 718 at Southampton on 24 February 1955, presumably when it returned to the mainland. by 1968 it was in the hands of Roger Pearce Harvey who began a long term restoration, in 1989, consigning the car to TT Workshops.In 2011 it was sold unfinished to Jonathan Bradburn, whose father had been a partner in the Wolverhampton Bristol agent, Bradburn & Wedge who completed the restoration to a high standard, and was also able to re-unite the Farina with its original engine, which was found in Switzerland The Bristol 401 saloon and Bristol 402 cabriolet are British luxury sporting cars, produced between 1948 and 1953 by Bristol Cars, they were developed from the Bristol 400, which continued in production alongside the 401 and 402 until 1950. Although mechanically the 401 and 402 used an improved version of the BMW M328 hemi-head engine used in the Bristol 400, though upgraded with the use of Solex carburettors improving output by 5bhp to 85 bhp, the styling and construction of light alloy panels over a steel tube frame on a body by Carrozzeria Touring of Italy, was a huge advance. Its body was also more spacious than the 400 and was a full five-seater. The 401 and 402 featured distinctive with their headlights moved quite a distance into the centre of the body on either side of the narrow grille, which resembled BMW a little less than did the 400. They were also deeply curved at the front: this, along with the then-unique recessed door handles. Diolch am 98,520,946 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 98,520,946 amazing views, every one is greatly appreciated. Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-101

368 Wartburg 312 4 door Sedan (1965) GEW 556 D by Robert Knight Via Flickr: Wartburg 312 (1965-67) Engine 991cc S3 2-stroke Registration Number GEW 556 D (Huntingdon) Wartburg Set www.flickr.com/photos/45676495@N05/albums/72157623738806757 The Wartburg 311 was produced by East German car manufacturer VEB Automobilwerk Eisenach from 1956 to 1965. Designed by Hans Fleischer the car was available in a number of variations, including pickup, sedan, limousine, coupé, and as a two-seat roadster. The two-stroke engine was enlarged to 992 cc in 1962. The basic architecture of the pre-war design, acquired from Zwickau-based Auto Union, was retained, albeit with the chassis lengthened by 10 cm, which combined with long overhangs to create a larger car with a relatively spacious four-door Saloon bodies. Its name, Wartburg derives from the very first model (Wartburgwagen) produced in 1898 at the Automobilwerk Eisenach factory Exports of the Wartburg 311 to West Germany beginning in 1958, and by the early 1960s the car was exported to many other countries, including the United Kingdom and United States. In all, 737 right-hand-drive 311s were built from 1961 until 1964. By 1964 Wartburg were developing a more modern successor to the 311, the 353 which was still two years from its introduction The 312 was introduced as an interim model (September 1965 – March 1967). It had the updated chassis and also had smaller 13-inch wheels. The chassis also no longer needed regular lubrication. The 353 parts were gradually installed in the 312 as they were ready, meaning that later models were equipped with the 50 PS (49bhp), engine, rather than the 45 PS (44 bhp). unit from the 311. Some were also equipped with disc brakes at the front. Some enthusiasts replace the body of a 353 with the body of a 311 on the same chassis, which does not require major modifications, thus making a more old-fashioned car with modern underpinnings. The smoother riding 312 has become very popular in the German classic car scene. The 312 continued to be available with a wide variety of body styles until the late-1966 arrival of the 353, after which only the estate and the station wagon remained on sale. As with the 353 Tourist, these models were built by the VEB Karosseriewerk Halle, rather than in the Eisenach main plant. This car was imported and sold new by Northampton Scooters in May 1966 to a buyer from Peterborough for £ 620 18 shillings and ten pence. And has been in the hands of the present owner (the cars third owner) since 1988. The car was fully restored in 2006 by Kelvin Jones of Bremen Motors, who was also the cars second owner. Diolch am 97,688,659 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr. Thanks for 97,688,659 amazing views, every one is greatly appreciated. Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-368