The Austin-Healey 3000 is a British sports car built from 1959 to 1967. It is the best known of the "big Healey" models. The car's bodywork was made by Jensen Motors and the vehicles were assembled at BMC's MG Works in Abingdon, alongside the corporation's MG models.

During its production life, the car transitioned from an open sports car, albeit with a child-transporting 2+2 option, to a sports convertible.

In 1963, 91.5 per cent of all Austin-Healey 3000 cars were exported; mostly to North America.

The 3-litre 3000 was a highly successful car, which won its class in many European rallies in its heyday and is still raced in classic car competitions by enthusiasts today.

British Motor Corporation ended manufacture in 1967, intending its place to be filled by a car with a new, though similar, engine in a more recently designed monocoque MGB variant named MGC.

History
 

BN7, BT7 roadsters
Mark I

1959 Mark I BN7 open two-seater

1960 Mark I BT7 open 2+2
The Austin-Healey 3000 was announced on 1 July 1959 with a 3-litre BMC C-Series engine to replace the smaller 2.6-litre engine of the 100-6 and disc brakes for its front wheels. The manufacturers claimed it would reach 60 mph in 11 seconds and 100 mph in 31 seconds.

Other changes were minor compared to those between the original 100 and the 100-6. The wheelbase and body were unchanged as were the body-styles, a 2+2 or BT7 and a two-seater BN7.

Weather protection remained minimal, a folding plastic roof on a light demountable frame and above the doors detachable side screens holding sliding perspex panels. Wire wheels, overdrive gearbox, laminated windscreen, heater, adjustable steering column, detachable hard top for the 2+2, and two-tone paint were available as options.

13,650 Mark Is were built: 2,825 BN7 open two-seaters, and 10,825 BT7 2+2s
Road test

2+2
A BT7 3000 with hardtop and overdrive tested by The Motor magazine in 1960 had a top speed of 115 mph (185 km/h) and could accelerate from 0–60 mph (97 km/h) in 11.7 seconds. A fuel consumption of 21.6 miles per imperial gallon (13.1 L/100 km; 18.0 mpg‑US) was recorded. The test car cost £1326 including taxes.
BN7, BT7 roadsters
Mark II

1962 Mark II BT7 open 2+2 showing sidescreens and fitted with optional wire wheels and hardtop
Engines fitted with three SU HS4 carburettors (total area 5.3 sq. inches) and an improved camshaft were announced at the end of May 1961.[4] Other changes included a vertical barred front grille. Optional extras were similar to the Mark I. From August 1961 a brake servo was also available as an optional extra, which greatly improved braking performance.

Road test
A 3000 Mark II BT7 (699DON) with hardtop and overdrive tested by the British magazine The Motor in 1961 had a top speed of 112.9 mph (181.7 km/h) and could accelerate from 0–60 mph (97 km/h) in 10.9 seconds. A fuel consumption of 23.5 miles per imperial gallon (12.0 L/100 km; 19.6 mpg‑US) was recorded. The test car cost £1362 including taxes.

Last true roadsters
The BN7 Mark II was discontinued in March 1962, and the BT7 Mark II in June 1962

BJ7 sports convertible
Mark II

1962 Mark II BJ7 sports convertible
The 3000 sports convertible Mark II was launched at the end of August 1962. It was a true convertible with almost saloon car comfort, a new wrap-around windscreen, wind-up side windows, swiveling quarter lights and a quick-action folding roof. Twin SU HS6 carburettors replaced the triple SUs (total area 5.3 sq. inches, a 9.25% reduction). Austin-Healey claimed it could exceed 115 mph.

91.5 per cent of all 1963 Austin Healey 3000 cars were exported mostly to North America.

11,564 Mark IIs were made: 355 BN7 open two-seaters, 5,096 BT7 2+2s, and 6,113 BJ7 2+2 sports convertibles
BJ8 sports convertible
Mark III

1966 Mark III BJ8 sports convertible (North America)

The 3000 sports convertible Mark III was announced in February 1964 with power increased from 136 bhp to 150 bhp by a new higher lift camshaft. SU HD8 carburettors replaced HS6 units increasing the choke size from 1.75 to 2 inches, or total area 6.3 sq. inches, increasing by 30.6%). Power-assisted braking became standard instead of optional. The new car's fascia displayed its speedometer and tachometer directly in front of the driver. Upholstery was now in Ambla vinyl.

The Mark III BJ8 remained in production until the end of 1967 when manufacture of the Austin-Healey 3000 ceased.

In May 1964 the Phase II version of the Mark III was released, which gained ground clearance through a modified rear chassis. In March 1965 the car received separate indicator lights.

The Ferrari 250 GTO is a sports car manufactured by Ferrari between 1962-1964 specifically for the race in 3 of the FIA Grand Touring Group car category.

The numerical part of the name indicates the displacement in cubic centimeters of each engine cylinder, while GTO stands for "Gran Turismo Omologata", Italian for "Grand Touring Homologado.

Even in 1962, sales of the model in the United States were complex, buyers had to be personally approved by Enzo Ferrari together with the North American representative, Luigi Chinetti.

36 cars were made in the '62 / '63 years. In 1964, Series II was introduced, which had a slightly different appearance.

Three cars were made, and four older ones, Series I was given a "Series II" body. He brought a total of GTOs produced to 39.

In 2004, Sports Car International placed the 250th GTO eighth on the list of Top Sports Cars of the 1960s, and named it the Sports car of all time.

Likewise, the Motor Trend Classic magazine placed the 250 GTO at the top of the "Greatest Ferraris of All-Time" list.

For the model to be able to participate in the FIA GT races, it had to have at least 100 normal units produced.

But even though Ferrari failed to reach 100 units, the model participated in the race.

In 2012 the model 250 GTO Scaglietti Berlinetta 1962 was sold for US $ 35 million (outweighing the 1936 Bugatti Type 57SC Atlantic, sold in 2010 for € 25 million), becoming, until then, the most expensive car in the world .
In 2014, the 1962 250 GTO became the most expensive car sold at an auction.

The car was auctioned for $ 38 million at the Bonhams auction in England, held over the festive week of the Pebble Beach, California meeting.

The manufacturer's name 'SS Cars' used from 1934 maintained a link to the previous owner, Swallow Sidecar, founded in 1922 by Walmsley and Lyons to build motorcycle sidecars. In March 1945 the S. S. Cars shareholders agreed to change the name to Jaguar Cars Limited.

In common with many products of the thirties the adoption of an animal name was deemed appropriate[citation needed] and the model name "Jaguar" was given to a new SS saloon car in 1935, and then to all new SS models.

The '100' was for the theoretical 100 mph maximum speed of the vehicle.

Construction
The chassis had a wheelbase of 8 feet 8 inches (2.64 m), and was essentially a shortened version of the one designed for the 2½-litre saloon, a car produced in much greater numbers, and first seen in the SS 90 of 1935. When leaving the factory it was originally fitted with 5.50 or 5.25 × 18 inch tyres on 18 inch wire wheels.

Suspension was on half-elliptical springs all round with rigid axles. The engine was a development of the old 2½-litre Standard pushrod unit converted from side valve to overhead valve with a new cylinder head designed by William Heynes and Harry Weslake. The power output was increased from 70 bhp (52 kW) to 100 bhp (70 kW). Twin SU carburettors were bolted directly to the cylinder head. In 1938 the engine was further enlarged to 3½ litres and the power increased to 125 bhp (93 kW). The four-speed gearbox had synchromesh on the top 3 ratios. Brakes were by Girling. The complete car weighed just over 23 cwt (2600 pounds, 1150 kg).

On test by the Autocar magazine in 1937 the 2½-litre (20 RAC hp rating) car was found, with the windscreen lowered, to have a maximum speed of 95 mph (153 km/h) and a 0–60 mph (97 km/h) time of 13.5 seconds. With the 3½-litre (25 RAC hp rating) the top speed reached the magic 100 mph (160 km/h) with a best of 101 mph (163 km/h) over the quarter mile and the 0–60 mph (97 km/h) coming down to 10.4 seconds.

In 1937 the 2½-litre car cost £395 and in 1938 the 3½-litre £445. The fixed head coupé, of which only one was made, was listed at £595. A few examples were supplied as chassis-only to external coachbuilders.

Legacy

Widely considered one of the most aesthetically pleasing sporting cars of the 1930s the SS100 is also very rare, with only 198 2½-litre and 116 3½-litre models made. While most stayed on the home market, 49 were exported. Cars in good condition will now regularly fetch in excess of £300,000. A near concours example was auctioned by Bonhams at the 2007 Goodwood Festival of Speed for £199,500. Due largely to its rarity, auction prices for the SS100 have since risen strongly.

More recently a beautifully restored former Pebble Beach concours winning 1937 S.S. Jaguar 100 3½ Litre Roadster - was sold by Gooding & Co. at their August 2010 Pebble Beach auction. It fetched a noteworthy £666,270 ($1,045,000).

It was on an SS100 that the famous Jaguar 'leaper', the marque's signature feline bonnet ornament, was first displayed. In mid 1936 the first version of the Jaguar mascot was reputedly described by Sir William Lyons, founder of the company, as "looking like a cat shot off a fence". A later publicity photograph of the new Model 100 "Jaguar" (registration mark CKV 250) parked outside the offices of SS Cars Ltd in early 1937 shows a revised Jaguar 'leaper' mounted on the radiator cap. It is this more stylised 'leaper' that became the trade mark for Jaguar Cars, Ltd., remaining in use to this day.

The unnamed owner of the Belgravia vintage car dealer in James Leasor's 'Aristo Autos' novels, 'They Don't Make Them Like That Any More', 'Never Had a Spanner on Her' and 'Host of Extras', drives an SS100, and the car features prominently in the books.

The late Alan Clark (1928-1999) MP owned an SS Jaguar 100, and during his time in Margaret Thatcher's government was often to be seen piloting his SS100 away from the House of Commons after late Parliamentary sittings.

 

The Ford Escort RS Cosworth is a sports derivative and the 1st 2500 was a special rally approval of the fifth generation of the European Ford Escort. It was designed to qualify as a Group A car for the World Rally Championship, in which it competed between 1993 and 1998. It was available as a road car from 1992 to 1996 in very limited numbers. Smaller turbo cars were not recognized and only the first 2500 cars manufactured before January 1, 1993 are actually "special approval versions". It was instantly recognizable due to its large "whale tail" rear spoiler. The main selling point was the Cosworth YBT, a highly tunable 2.0 L (1,993 cc) turbocharged engine with a 90.8 mm × 77 mm (3.57 inch x 3.03 inch) Inline-four engine that had an output of 227 hp (167 kW; 224 hp) in the standard trim. Tuning companies have achieved powers of more than 1,000 bhp (746 kW; 1,014 PS).  The car was widely recognized for its excellent handling

The maximum power of the Ford road version officer was 227 PS (224 bh; 167 kW) at 6,250 rpm and 304 N⋅m; 224 lbf⋅ft (31 kg⋅m) of torque at 3,500 rpm  with 95 RON gasoline and a top speed of 232 km / h (GPS) and 237 km / h (147 mph) without large rear wing, while 0-100 km / h (62 mph) takes 5.7 sec. The standard increase in the Garrett AiResearch T3 / T04B turbocharger was 0.8 bar (12 psi) with 1.0-1.1 bar overboost. The car's weight was 1,275 kg (2,811 lb) or 1,310 kg (2,890 lb) for the Lux edition.

The Escort RS Cosworth was the first mass production car to produce downforce in the front and rear (in front 4.6kg / 45Newton at 180 km / h (110 mph) with front adjustable splitter in the center position and 19.4kg / 190Newton downforce with the rear large wing).

The reason behind Escort Cosworth's design was that he should win the World Rally Championship. He did not achieve that goal, but he won eight events between 1993 and 1996 as a Group A car, and two more in the World Car Rally in 1997-8, before being replaced by the Focus WRC.

The Cosworth Escort was developed by the Ford rally team in 1991 and 1992. Its first appearances, before approval, were in the Spanish championship, in the hands of Jose Maria Bardolet, and in the 1992 Scottish Rally, where it was driven by Malcolm Wilson, which was also the main driver of development. Wilson was not formally competing at the event, but his internship times were faster than those of winner Colin McRae. During the latter part of the 1992 season, the development of Sierra Cosworth came to an end, and construction team drivers François Delecour and Massimo Biasion focused on preparing the Escort for the competition.

A Ford Escort RS Cosworth in a stage rally, driven by British driver Malcolm Wilson.

In Escort's first presentation at the World Championship level, the 1993 Monte Carlo Rally, Delecour took the lead with Biasion in second. The pair led the event until the final night, when a late attack by Didier Auriol, driving a Toyota Celica, saw him win, with the Fords in second and third places. However, the new car had demonstrated its potential, which was highlighted the following month, when Malcolm Wilson, driving a car prepared by his own team, briefly drove the Swedish Rally before retiring after an accident. The work team returned to the Portuguese Rally: Delecour took almost from the beginning and won the event with Biasion second, establishing car and driver as serious candidates for the World Championship that year. Delecour won again in Corsica, and Biasion in Greece - their first victory for three years - placing them first and second in the drivers 'championship, and Ford in the joint lead in the manufacturers' title. During the second half of the season, Toyota driver Juha Kankkunen won in Argentina, Finland and Australia, but in New Zealand, with the exception of Delecour's second place (behind Colin McRae), the Fords' results were relatively low, giving the Toyota the manufacturers title. . Both jobs follow Retired at the San Remo Rally, Delecour after an accident and Biasion with engine failure after a radiator hose split, but the event was won by Franco Cunico Italian, in a Cosworth Escort entered privately. It was the first time in several years that a privateer won at this level and, in doing so, surpassed the Lancia Delta Integrale jobs of World Champion Carlos Sainz, demonstrating the Escort's superiority over the previously dominant Lancia. However, the result has been a disappointment for Ford since, although Delecour won the penultimate round of the season in Catalonia, he lost the world title to Kankkunen.

Delecour and Ford were singled out as serious competitors for the 1994 World Championship, especially after Delecour's victory in the Monte Carlo Rally. However, Delecour retired from the second round of the championship, in Portugal, with an engine failure, and a few weeks later he was injured in a road accident, which forced him to lose the next four rounds. Biasion finished third in Portugal, but failed to keep up with the Toyotas, and his results did not improve afterwards, amid reports that his relationship with the team was deteriorating. He left in late 1994 and did not drive again at the World Championship level. In the absence of Delecour, the second Escort was driven by a succession of temporary drivers, including the 1981 World Champion Ari Vatanen, young Belgian driver Bruno Thiry and Franco Cunico. With the exception of Vatanen's third place in Argentina (followed by retirement after a major accident in New Zealand, while challenging for third), the results were indifferent and the team faced some criticism for its dependence on Delecour. The final guest driver proved to be a greater success, however: in a single unit for the team, Tommi Mäkinen won the 1000 Lagos Rally in 1994. Delecour returned to the team at the same event, but was not yet fit and finished fourth , before retiring in the last two rounds. Thiry completed a disappointing season for the team, taking third place in the final round in Britain.

The Ford work team ended in late 1994 and the rally program was handed over to the RAS Sport team in Belgium. Biasion was replaced by Bruno Thiry, while Delecour stayed with the team. The season has been shortened to eight events and maintenance has been much more restricted than in previous seasons. Group A cars also had to operate with a smaller turbo restrictor than the previous one, which was a particular disadvantage for Ford, as the seven-speed box in the Escort rally was not suitable for a low rev engine. Delecour, although complaining loudly in interviews about changing the rules, finished second in Monte Carlo. Bruno Thiry then led the Corsican Rally and looked likely to win, until a failure of the wheel bearing, which under the previous rules his mechanics would have been able to correct, put him out of the rally. Delecour finished second, but there were no more three places in the season and Ford finished at the bottom of the manufacturers' championship.

The RAS experiment was unsuccessful, Ford replaced its rally team in the 1996 season. Thiry stayed as the second driver, but Delecour left the team and was replaced by Carlos Sainz. Sainz took third place in the drivers' championship, with victory in Indonesia and second in Sweden and Italy. However, Escort has by this time been overtaken by Mitsubishi and Tommi Mäkinen, who won that year's title, and at the end of the season, interest shifted to the next season and the new rules of the World Rally Car.

Although a special dispensation was required, Ford was allowed to adapt the Cosworth to a World Rally Car, to serve as a stopgap until a specific WRC was developed. The rear suspension with semicircular arm, considered one of Cosworth's weaknesses, was replaced by MacPherson, and modifications were made to the body and transmission. The rally cars would be driven by the team of Malcolm Wilson, now known as M-Sport. During the 1997 and 1998 seasons, he went on to mark two more wins for Carlos Sainz. With Thiry, Ari Vatanen (on a punctuated podium base at Safari Rally after Thiry suffered an injury) and four-time world rally champion, Juha Kankkunen, now behind the wheel of the cars, the name Escort has finally left the scene. rallying completely after a double podium at the 1998 British Rally, which ends the season.

Outside the World Championship, the Escort Escort, like its predecessors, was very successful at national and European level, winning many national rally titles. These titles include: Belgian (1993, 1994, 1996), British (1994), Italian (1994, 1995, 1996), German (1993, 1994), French (1993, 1994, 1995), Netherlands (1993, 1994), Austrian (1994, 1995), Greek (1994), Bulgarian (1995, 1996), Turkish (1994, 1995, 1996), Swiss (1995), Danish (1995), Finnish (1995), Irish (1995), Portuguese ( 1995), Czech Republic (1996), Lithuanian (1997) and, in 1994, Belgian driver Patrick Snijers won the European Rally Championship driving a car prepared by RAS Sport. He was also a successful competitor of Group N. Tuning parts were (and are) readily available, and the lower-specification Escort Cosworth's became a common feature even in relatively low-level rallies in Europe during the 1990s.

In recent times, all Escort Cosworth varieties (Group A, N and WRC) are regularly seen at historic rally events and festivals. Ken Block also added two to his fleet for the stage rallies and Gymkhana 10. Unfortunately, due to a gearbox issue, one of the cars fell and was destroyed in a fire. As part of the Cossie World Tour 2019, its second car has been upgraded to a modern specification.

Escort also had a foray into Formula 1, albeit as its Safety Car. It was, in fact, used during two Grand Prizes in the 1992 season to test this new safety concept, which was officially introduced to the sport the following year (using other road cars).

 

In June 1962 Renault introduced the Renault 8. This was a model based on the Renault Dauphine (model that was already derived from the Renault 4CV). This means that the Renault 8 had the same chassis as the Dauphine, with a rear engine, a small step back if we consider that the R4 with front engine and hatchback body had been launched a year earlier. But even so, this model became very popular, like the Simca 1000, introduced in 1961, which would become the great rival of the Renault 8.

They were produced in Bulgaria until 1970 (see Bulgarrenault), and an adapted version of the Renault 8 continued to be produced in Spain until 1976. In Romania, a version of the 8 was produced under license between 1968 and 1971 as Dacia 1100. In total they were 37,546 Dacia 1100 were built. [1]

Design 8 looks very similar to the Alfa Romeo type 103 front-wheel drive prototype (1960), because Alfa Romeo and Renault had a business relationship in the 1950s and 1960s. Renault was marketing Alfa Romeo cars and Alfa Romeo was building Renault Dauphine (1959 - 1964), Ondine (a market version of Dauphine) (1961 - 1962) and R4 (1962 - 1964) under license in Italy. In total, 70,502 Dauphine / Ondine and 41,809 R4 were built by Alfa Romeo. [2]

Characteristics

Renault 8 Gordini

Unlike the Dauphine, which had a very rounded body, the Renault 8 had a very angular design. The car had, like most French models, four doors. With this body the Renault 8 had a very modern appearance.

The Renault 8 received a new engine, with 956 cm³ and 44 horsepower. This engine was manufactured in Cléon (North of France), and consequently these engines are called «Cléon». It was a modern engine with five main bearings, a metal alloy engine head, lubricated piston liners, and a sealed and pressurized cooling system. This system had its debut in a car a year earlier, on the R4. The Renault 8 had brake discs on the front and rear wheels, a novelty in those days. It could be chosen with a standard 3-speed gearbox or an optional 4-speed gearbox. Most of these technical innovations were introduced a few months earlier in the renewed Floride - Caravelle model.

In 1964 the new model was introduced, the Renault 8 Major. This car had a larger engine, with 1108 cm³ and 50 CV, and a standard 4-speed gearbox. This model was better equipped than the normal Renault 8: chrome details on the outside, white profile tires, fabric covered car floor, vinyl-lined seats with adjustable backs, armrests in front, ashtrays in the back, carpet and light in the interior mirror.

Another novelty in 1964 was the Renault 8 Gordini. This car had the same 1108 cm³ engine, but with 90 hp. This car had a slightly lowered suspension. The Renault 8 Gordini was only supplied in blue (the French racing color), with two white stripes on the cap, roof and rear.

In 1965 it was made available in an electric gearbox. This was the 3-speed series box, now electrically controlled via buttons on the panel.

In 1967 the Renault 8 Gordini received a 1255 cm³ engine with 103 hp. The car also received two extra headlights, as well as a 5-speed gearbox.

In 1968 a new version of the Renault 8 was introduced, the Renault 8S. This was a sportier version of the Renault 8, with a more powerful 60 hp and 1108 cm³ engine. This model was only available in yellow, and it also had two extra headlights. The rev counter was inserted and supplied as standard.

Production of the Renault 8 Gordini ended in 1970, in 1971 the production of the Renault 8S came to an end. The last Renault 8 was sold in 1973. Production continued only in Spain but for a few years. The latest Renault 8 had new bumpers and larger rear lights, as well as disc drums on the rear wheels.

In total 1.3 million Renault 8 were built. The Gordini 1108 reached 2,626 units, and the Renault 8 Gordini 1255 at 8,981

 

The Datsun 1200 was the second generation Sunny in Japan. This new Sunny sported MacPherson strut front suspension and the A series engine had grown to 1171cc. The body had attractive, simple styling and the car was a great sucess worldwide. the B110 range included both two and four door sedans, a coupe and a wagon.

The wagon actually came in three versions ...a standard four door wagon, a two door wagon and a van (although the latter only in a few countries). The van version had the rearmost side windows panneled in and was based on the three door wagon.

The B110 always came with the A12 engine and although there were many different specifications the cars remained relatively unchanged throughout production. Initially in Japan, the cars could be had in Standard, GL and Deluxe trim and then in April 1970 the GX models were introduced with higher specification trim and black back panels and a broad stripe down the side.

In January 1972 the GL and GX cars recieved a redesigned hood as well as new grilles and tail lights. The last B110 version intoduced was the GX-5 which arrived in August 1972. The GX-5 had improved interiors, sports stripes and most importantly a five speed transmittion. The GX-5 is the most sought after model these days and can command high prices. In 1973 the Datsun 1200 was replaced by the third generation Sunny, known by most as the Datsun 120Y.

 

Ascona was a mid-size model from Opel.

In Portugal it was sold as 1604 and 1904 due to the similarity between Ascona and a Palavrão.

The third generation (shown in the photo) was the first with front-wheel drive and was available in versions of 2 or 3 volumes (ie with traditional suitcase or tailgate).

It had several petrol and diesel engines.

A version called S / R was also launched, which had accessories that made the model more sporty. This version was produced on a small scale and very few of these are currently left. 

 

Over the years, they have gone from a variety of relatively simple rear-wheel drive machines to much more complex turbocharged and fuel-injected front-wheel drive cars. But there were always those at Ford who argued that the RS factor could be applied successfully elsewhere as well. In the case of Capri, which was, after all, Ford's most ostentatiously production car, the most enthusiastic defender was Jochen Neerpasch.
 

A former Porsche race driver, Neerpasch managed the German department of Ford Motorsport which was established on January 7, 1968 as a continental counterpart to Ford Competitions in Boreham. The department was housed in two-story workshops and offices within Ford's Niehl, Rhine plant, and the team included Michael Kranefuss, who later became the head of Ford World Motorsport. His competitive successes with the Escort and Taunus models included victory in the 1969 East African Safari using a Weslake modified V6 engine at the Taunus 20M RS salon. But what worries us here is the development of Capri as a racing car, a story that spans ups and downs - points so low that Jochen Neerpasch offered his resignation before the 1971 season. It was not accepted, but that the proud and competitive Neerpasch should have felt that such a step was necessary indicates the depths in which Capri's reliability in endurance races has sunk. But then the golden years came, with Capri in dominant form in the 1971 and 1972 seasons of the European Touring Car Championship.

The first German competition with the Capri involved the 2300GT, which appeared in the Lyons-Charbonniere rally as a prototype in March 1969. This model was the first use of the V6 engine of the Taunus saloons on the higher-capacity German Capris. Later, this family of V6 iron blocks, which the Capri production used in all capacities, from 2.0 to 2.6 liters, became the basis on which the RS2600 was built for road and competition use. Later, drawing on the experience gained during the European Touring Car Championship campaign, the production block was strengthened as a base for Arizona's Federal 2.8 V6, which was seen in Capris and Mustangs for the USA. Finally, it is worth remembering that the OHV 2.8 iron drive shaft became the propulsion for a number of European Fords in the 1970s and 1980s, including the Granada 2.8i, Capri injection, Sierra XRs and the Granada / Scorpio.
That first Capri competition in March 1969 ran with Weslake engine modifications that boosted it from the standard 108bhp (later in 1969 some 125 horsepower was offered) at 5,100rpm to 170bhp at 6,500 revs. Changes to the 2.293 cc (90 mm x 60.1 mm) V6 included triple Solex carbs and high compression (10: 1 instead of 9: 1) for the Weslake iron heads, which kept the Siamese, as well as the engines of production. until the advent of the 2.9 V6 seen in 1987-Granada / Scorpios specification. However, the development of the Capri competition soon saw schemes much more adventurous than those early efforts with what were basically modified cars registered on the road ...

 

The debut of the 2300GT Capri was marked by a fourth overall for Dieter Glemser / Klaus Kaiser and the factory was encouraged to continue to assemble the Ford coupe until 1969. The 2300GT engine was constantly improved, doing 192bhp at 7,200 rpm with Lucas fuel injection and a compression ratio of 10.5: 1 for the Tour de France, in which Jean-François Piot grabbed an encouraging sixth against high-quality opposition.
The best result of 1969 for the German Capri GTs entered the Tour de Corse, the fast road event in Corsica that is now part of the World Championship. A prototype of the Group 6 Capri 2600GT (2.550cc, 90mm x 66.8mm) for Piot and Jean Todt (Peugeot-Talbot competition chief in the 1980s) finished an excellent third overall. That 2600GT had some 200 horsepower at its disposal at just 6,000rpm (compared with 125bhp for the street 2600GT).
The result of Corsica, in addition to the unexpected victory of Robin Hillyar / Jock Aird in Safari Taunus, made the Ford Competitions department a dead end in 1970, bringing together Capri on the East African Safari and facing the European Championship of Touring Cars. In both cases, the 2300GT model was implemented, evolving to the 2.397cc point and an official 230bhp Kugelfischer fuel injection to boost ever-increasing front spoilers and wheel extensions with a weight of 940kg / 2.0161b.

Back in Britain, the RS Capri plan was being carried out. . . A month after Ford's management approval was granted for the creation of FAVO in October 1969, the agreement to move forward on the construction project for the first RS Capri was received. Bob Howe, FAVO's first chief engineer, recalled the starting point of the project: Jochen Neerpasch identified the need for a Capri sports car

 

The engine was based on its Ferrari 375 F1 counterpart, but with a shorter stroke and larger diameter.

The first prototype was a Vignale Spyder and the next three cars were Pinin Farina Berlinettas, all converted from the Ferrari 340 MM. Perhaps the best known 375 MM is the "Ingrid Bergman" version, commissioned in 1954 by director Roberto Rossellini for his wife, actress Ingrid Bergman.

The Bergman 375 MM was later purchased and restored by Microsoft executive Jon Shirley and restoration specialist Butch Dennison.

It later became the first post-war Ferrari to win the Best of Show award at the Pebble Beach Concours d'Elegance.

Although intended for Mille Miglia, 375 MM was also performed with limited success at Carrera Panamericana, marking fourth place in 1953 and finishing second in 1954.

In total, 26 units were made, including four 340 MM converts.

The Mercedes-Benz 300 SLR (W196S) was a 2-seater sports car that participated in the World Championship of Sport cars before a catastrophic accident and fire at Le Mans ended its domain prematurely.

Designated "SL-R" (for Sport Leicht-Rennen, eng: Sport Light Racing, later condensed to "SLR"), the 3-liter engine was derived from the Mercedes-Benz W196 Formula 1 driver. He shared most of his powertrains and chassis with the 2,496.87 cm3 of straight displacement and fuel injection of the 196 cylinder engine and stroked 2,981.70 cc and increased to 310 bhp (230 kW).

The W196's single-seat driving position has been modified for standard two-seater seats, headlights have been added and some other changes have been made to adapt a strictly track competitor to a 24-hour track / track sports race.

Two of the nine 300 SLR rolling chassis produced were converted into 300 SLR / 300 SL hybrids. Legal corridors effectively road, they had coupe style, gull wing doors and a footprint halfway between the two models.

When Mercedes canceled its racing program after the Le Mans disaster, the hybrid project was shelved. The company's head of design, Rudolf Uhlenhaut, architect of the 300 SLR and hybrids, appropriated one of the remaining mules as his personal driver. Capable of approaching 290 km / h (180 mph), the Uhlenhaut Coupé was by far the fastest road car in the world in its day. 

 

The popular Triumph Dolomite small car was produced by the British Leyland Corporation's Triumph Motor Company division in Canley, Coventry, between October 1972 and August 1980.

Dolomite was the final addition to the Triumph range of small cars (codenamed "Project Ajax"), which started in 1965 with the Triumph 1300. Designed to be a replacement for the rear-wheel drive Triumph Herald,  the 1300 was originally equipped with a 1,296 cc (79 in) engine and front wheel drive. The later model, introduced in September 1970 as the Triumph 1500, featured a remodeled front and rear, styled by Michelotti, and a larger 1,493 cc (91 cubic foot) engine.

Triumph was, however, dissatisfied with the performance of the 1300 market; although it was moderately successful, the higher price and greater complexity meant that sales never reached the levels of the simplest and cheapest Herald that preceded it. In an attempt to improve things, the car was extensively redesigned. Launched in September 1970, the Triumph Toledo was a cheaper and basic version of the 1300, but with conventional rear-wheel drive. This new model was assembled alongside the front-wheel drive version now of larger engines (the Triumph 1500) which was launched at the same time as the Toledo.

Although Dolomite was refined and fast, competitors like BMW 2002 had a performance advantage that cost Triumph dearly, both in terms of sales and prestige. To remedy this, Triumph launched the Dolomite Sprint in June 1973, although the launch was delayed for a year; should be on sale in 1972.

A team of engineers led by Spen King developed a 16-valve cylinder head with all valves being driven using a single camshaft instead of the more conventional DOHC arrangement. Capacity has also been increased to 1,998 cc (122 cubic feet) and, combined with larger carburetors, production has been increased to 165 Nm (4.5 lbf) and 127hp (95 kW) at 5,700 rpm. This represented a significant increase in power over the smaller 1850cc variant, however, it fell short of the original goal of 135 hp (101 kW).



Although BL engineers were able to extract a reliable 150 bhp (112 kW) from the test engines, the production line was unable to build the engines to the same level of quality, producing 125 bhp (93 kW) at 130 cv (97 kW). This led to the designation of the original model, the Dolomite 135, to be replaced in the short term by the name of Sprint.

As a result of using this engine, the Dolomite Sprint was claimed to be "the first mass-produced multivalve car". While other multivalve engines (especially the Lotus 907) were produced in volume, they were not used in mass production vehicles until after the introduction of the Dolomite Sprint. The cylinder head design won a British Design Council award in 1974. Performance was excellent, with 0–60 mph taking about 8.4 seconds, with a top speed of 119 mph (192 km / h). Trim was similar to that of 1850, with the addition of standard alloy wheels (another first for a British production car), a vinyl roof, front spoiler, twin exhaust and lowered suspension. The seats were now made of cloth in 1850, and these were also adjusted to the Sprint.

Due to the increased power brought about by the new engine, the rest of the drive line has been upgraded to withstand the extra torque. The gearbox and differential have been replaced by a version of those fitted to the TR and 2000 cars, albeit with a gear ratio close to the gearbox. The brakes have been updated with new padding materials at the front and the installation of larger drums and a load sensing valve at the rear. Other changes to the Dolomite standard included the option of a limited slip differential. The optional overdrive and automatic transmissions for the 1850 model were also offered as options on the Sprint. Initial models were offered only in "mimosa yellow", although other colors were available from 1974.

At its launch, the Sprint cost 1,740 pounds, which compares extremely well to similar cars from other manufacturers. The press gave Dolomite Sprint an enthusiastic welcome. Motor summed up his road test (subtitled "Britain is leading the way") with brilliant praise:

... the Sprint must be the answer to many people's prayers. It is well equipped, compact, but deceptively spacious. Performance is there in abundance, but the economy is good and the model's manners are impeccable ... Most importantly, it is a tremendously satisfying car to drive.

A press release dated May 1973, from the Public Relations department of BL, states: "To recognize performance

 

SSK was the last car designed for Mercedes by Ferdinand Porsche before founding its own Porsche brand.

Structurally the vehicle is based on the older Mercedes S.

The chassis was shortened by 480 millimeters allowing to reduce the weight of the car and improve maneuverability, which was statistically significant for the races in which it came to participate.

Used for day-to-day operation, the 7.1-liter R6 supercharged petrol engine with an overhead camshaft generated a maximum output of 200-300 horsepower (150-220 kW). ) and over 680 Nm of torque (depending on Setting)

The Mercedes SSK reached a top speed of over 190 km / h, making it the fastest production car of its era.

The car won many races: 500 Miles from Argentina in 1929, 1929 and 1930, Cordoba Grands Prix 1931, Argentine Grand Prix 1929, British Tourist Trophy 1930, Grand Prix Irish 1931, German Grand Prix and 1931 Mille Miglia

S / SS / SSK Series was nominated in 1999 to receive the Car of the Century award in 1999.

The oldest and best-known company that worked in the 2002 BMW was Alpina. The company started in 1963 through Burkard Bovensiepen, the son of a typewriter manufacturer. High-performance conversions from 2002 were done in an area of the typewriter factory. In 1965, Bovensiepen decided to work exclusively on BMW cars, and in 1969 the company got its own facilities in Buchloe in Bavaria.

It was also in 1969 that Alpina created its own racing team, which for the next 5 years proved to be very successful. Although they were against work on BMW racing saloons in the early 1970s, Alpina has always maintained good relations with the factory.

One of the reasons that favored the good relationship with BMW was the high quality of its conversions, and BMW agreed not only to give guarantees on any car converted by Alpina, but also to distribute its products through its dealers. Because of this the relationship became even closer between BMW and Alpina, and until the mid-1980s, Alpina was recognized as a BMW car tuning specialist.

There are no archives on the conversions Alpina made in 2002, and their cars had no badge identifying their origins, although German-made cars had Alpina documentation capable of proving their authenticity. This generates some problems these days. Alpine conversions were also made outside Germany, and in England it was present through franchising under the name Crayford Engineering in 1970, until BMW took over in 1973, becoming BMW Sports Parts Division. Confusingly, there was also an Alpina branch in the UK, known as Alpina Automotive Ltd.

By the time the 2002 was announced in 1968, Alpina already had conversions on the BMW 1600, which took place shortly before the appearance of 2002. However Alpina-converted BMW 2002s became available in the early 1970s, in several tuning states with a variety of options. . From 1975 it was possible to buy Alpina Side Lists for 2002, but these alone do not guarantee the authenticity that the car has been modified by Alpina!

Alpine Engine Characteristics

Alpina offered six basic engines. With the exception of the less powerful A1 engine, all conversions had to be accompanied by ventilated front brake discs in order to comply with TUV regulations in Germany. The company produced engines for Group 1 (production cars) and Group 2 (competition cars).

Group 1 - Racing Engines

Group 1 engines had to remain at standard specifications, although any race-approved parts (approved by the racing competition authorities) could be used. In engine preparation, it was also allowed to take advantage of manufacturing tolerance to improve performance.

The precise specification of the Alpine Group 1 engine has never been known. However, with a standard exhaust system, the 2002 tii Group 1 had 140hp, and an additional 10hp was added to the standard 2002 tii.
Group 2 - Racing Engines

As in the previous case, here too the engine specifications were not known. However, the 1990cc engine had 205hp for tuning races, and 195hp for tuning rallys. This was achieved with altered pistons, Weber 45 DCOE dual carburetors, a special cylinder head, with a broader head intake, exhaust valves, reworked gearbox crank, 5 liter oil manifold with a modified oil pump. The main difference between racing and rally engines was the exhaust systems and profiles of the headers, and the rally engines were designed to improve the average torque range.

Weber carburettors were later replaced by the Kugelfischer injection system, and the power increased to 220hp. This was obtained by the 8000 RPM. Which made the dry lubrication of the manifold essential.

In February 1969, a road test in a 2002 Group 5 180CV 7000 RPM competition test with an 11: 1 compression ratio and two Weber 45 DCOE carburetors made the 0 to 100 km in 6 seconds.

 

The Mercedes-Benz 300 SL (chassis code W 198) is a two-seat sports car that was produced by Mercedes-Benz as a gullwinged coupe (1954–1957) and roadster (1957–1963).

It was based on the company's 1952 racer, the W194, with mechanical direct fuel-injection which boosted power almost 50% on its 3-litre overhead camshaft straight-6 engine.

Capable of reaching a top speed of up to 263 km/h (163 mph), it was both a sports car racing champion and the fastest production car of its time.

Max Hoffman, Mercedes-Benz's authorized United States importer at the time, inspired the 300 SL and correctly perceived an American market for such a car. The company introduced the 300 SL in February 1954 at the International Motor Sports Show in New York instead of in Europe to get it into U.S. buyers' hands sooner.

SL is the short form for "super-light" in German, Mercedes' first use of the designation, referring to the car's racing-bred light tubular frame construction.

The 300 SL was voted the "sports car of the century" in 1999.Origin in the W194 racing car

The 300 SL (also called W198) traces its origin back to a racing sports car, the Mercedes-Benz W194. In 1951, Daimler-Benz decided to take part in races and build a sports car for this purpose. Mercedes' largest engine, the M186 shared between the 300 "Adenauer" saloon (W186) and luxurious 300 S two-seat tourer (W188), was developed.


Mercedes-Benz W194 racing car

In 1952, the W194 took part in the most important races of the year. The new SL competed in the Mille Miglia at the beginning of May and achieved second place. It won the top three places at the Bern Sports Car Prize 131.04 kilometres (81.42 mi). At the 24-hour race at Le Mans, the 300 SL won the top two places. First place went to Hermann Lang and Fritz Riess with an overall average 155.6 km/h (96.7 mph), they achieved a new record in Le Mans history. Second place went to Theo Helfrich and Helmut Niedermayr. A race at the Nürburgring ended with a four-fold success. At the Carrera Panamericana in Mexico, the 300 SL again won with Karl Kling and Hans Klenk – despite having a vulture flying through the windscreen.[8]


W194 at the Carrera Panamericana in Mexico, 1952

These successes, especially those on the high-speed open road races, were somewhat surprising as the W194 engine was fitted only with carburettors, producing 175 hp (130 kW), which was not only less than the competing cars by Ferrari and Jaguar, but also less than the 300 SL road car developed from it introduced in 1954. Low weight and low aerodynamic drag made the W194 fast enough to be competitive in endurance races.


1953 intermediate model at Pebble Beach in 2012
 

Mercedes-Benz developed a new version for the 1953 racing season by adding fuel injection and 16-inch wheels. The gearbox was installed on the rear axle. Its body was made of Elektron, a magnesium alloy, to reduce the weight by 85 kilograms (187 pounds). However, the car was not used because Mercedes-Benz decided to take part in Formula One from 1954 onward.

Later versions revised the body for lower air resistance and did not adopt the transmission arrangement.

Start of the 300 SL

New York Auto Show 1954

Mercedes-Benz 300 SL prototype
 

Mass production of the 300 SL was initially not planned. The idea of a toned-down Grand Prix car tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman at a director's meeting in Stuttgart, in 1953.

Mercedes' new General Director Fritz Konecke agreed when Hoffman put an order in for 1000 cars and the new 300 SL was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva gatherings where company models made their usual debuts. Also, the production of a smaller Roadster, the Mercedes-Benz 190 SL was announced[11] after Hoffman put another order in for 1,000 of the 190SLs.

The two sports cars premiered at the "International Motor Sports Show" in New York, which took place in February 1954. Mercedes-Benz experienced a very positive visitor response to the 300 SL and the 190 SL at the Motor Show. Serial production began in August 1954 at the Sindelfingen plant.

 

Designed specifically to win the Le Mans 24-hour race, the slippery D-Type was produced by Jaguar Cars Ltd. between 1954 and 1957. Sharing the straight-6 XK engine and many mechanical components with its C-Type predecessor, its structure however was radically different. Innovative monocoque construction and aerodynamic efficiency integrated aviation technology in a sports racing car, some examples including a renowned vertical stabilizer.

Engine displacement began at 3.4 litres, was enlarged to 3.8 L in 1957, and reduced to 3.0 L in 1958 when Le Mans rules limited engines for sports racing cars to that maximum. D-Types won Le Mans in 1955, 1956 and 1957. After Jaguar temporarily retired from racing as a factory team, the company offered the remaining unfinished D-Types as XKSS versions whose extra road-going equipment made them eligible for production sports car races in America. In 1957 25 of these cars were in various stages of completion when a factory fire destroyed nine of them.

Total production is thought to have included 18 factory team D-Types, 53 customer cars and 16 XKSS versions.
Design

1955 D-Type with stabilizing fin

Double overhead cam 3.4 litre straight six cylinder XK6 engine
The design, by Jaguar's Technical Director and Chief Engineer William Heynes, applied aeronautical technology, revolutionary at the time. The "tub", or cockpit section, was of monocoque construction, mostly comprising sheets of aluminium alloy. Its elliptical shape and comparatively small cross-section provided torsional rigidity and reduced drag.[1] To the front bulkhead was attached an aluminium tubing subframe for the engine, steering assembly, and front suspension. Rear suspension and final drive were mounted to the rear bulkhead. Fuel was carried in the tail and the designers followed aviation practice by specifying a deformable Marston Aviation Division bag[1][2] in place of a conventional tank.

The aerodynamic influence was partly the work of Malcolm Sayer, who had joined Jaguar following a stint with the Bristol Aeroplane Company during the Second World War and later worked on the C-Type. The D-Type required a minimal frontal area. To reduce the XK engine's height, Chief Engineer William Heynes, responsible for the C and D type overall design, developed dry sump lubrication, and it has been said that the car's frontal area was also a consideration in canting the engine at 8½° from the vertical (which necessitated the offset bonnet bulge). Philip Porter, in his book Jaguar Sports Racing Cars, says that "[a] more likely reason was to provide extra space for the ram pipes feeding the three twin-choke Weber carburettors."[1] Reducing underbody drag contributed to the car's high top speed; for the long Mulsanne Straight at Le Mans, a fin was mounted behind the driver for aerodynamic stability. For the 1955 season, factory cars were fitted with a longer nose, which lengthened the car by 7½ inches and further increased maximum speed; and the headrest fairing and aerodynamic fin were combined as a single unit that smoothed the aerodynamics and saved weight.[1]

Mechanically, many features were shared with the outgoing C-Type. Its front and rear suspension and innovative all-round disc brakes were retained, as was the XK engine. Apart from the new lubrication system, the engine was further revised as development progressed during the D-Type's competition life. Notably in 1955, larger valves were introduced, together with asymmetrical cylinder heads to accommodate them.

Elements of the body shape and many construction details were used in the Jaguar E-Type 1961-1969.

Competition history

D-Type XKD403, winner of the 1954 Reims 12 Hours race
Jaguar D-Types fielded by a team under the leadership of Jaguar's racing manager Lofty England were expected to perform well in their debut at the 1954 24 Hours of Le Mans race. In the event, the cars were hampered by fuel starvation caused by problems with the fuel filters, necessitating pit stops for their removal,[1] after which the entry driven by Duncan Hamilton and Tony Rolt speeded up to finish less than a lap behind the winning Ferrari. The D-Type's aerodynamic superiority is evident from its maximum speed of 172.8 mph on the Mulsanne Straight compared with the 4.9 litre Ferrari's 160.1 mph.

 Three weeks later the D Type won the Rheims 12 hour endurance race.

For 1955 the cars were modified with long-nose bodywork and engines uprated with larger valves. At Le Mans, they proved competitive with the Mercedes-Benz 300 SLRs, which had been expected to win. Mike Hawthorn's D-Type had a narrow lead over Juan Manuel Fangio's Mercedes when another Mercedes team car was involved in the most catastrophic accident in motorsport history.

 Driver Pierre Levegh and more than 80 spectators lost their lives, while many more were injured.

Mercedes withdrew from the race. Jaguar opted to continue, and the D-Type driven by Hawthorn and Ivor Bueb went on to win.
D-Type XKD606, winner of the 1957 Le Mans 24 Hours race, in Ecurie Ecosse metallic "flag blue" livery
Mercedes withdrew from motorsport at the end of the 1955 season, and Jaguar again entered Le Mans in 1956. Although only one of the three factory-entered cars finished, in sixth place, the race was won by a D-Type entered by the small Edinburgh-based team Ecurie Ecosse and driven by Ron Flockhart and Ninian Sanderson, beating works teams from Aston Martin and Scuderia Ferrari.

In America, the Cunningham team raced several D-Types. In 1955, for example, a 1954 works car on loan to Cunningham won the Sebring 12 Hours in the hands of Mike Hawthorn and Phil Walters, and in May 1956 the team's entries for Maryland's Cumberland national championship sports car race included four D-Types in Cunningham's white and blue racing colors. Driven by John Fitch, John Gordon Benett, Sherwood Johnston and team owner Briggs Cunningham, they finished fourth, fifth, seventh and eighth, respectively.


Jaguar D-Type Long Nose at Goodwood Festival of Speed 2009
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Although Jaguar withdrew from motorsport at the end of the 1956 season, 1957 proved to be the D-Type's most successful year. 3.8-litre engine Jaguar D-Types took five of the top six places at Le Mans, and Ecurie Ecosse, with considerable support from Jaguar, finished first and second, the best result in the D-Type's racing history.

Rules for the 1958 Le Mans race limited engine sizes to three litres for sports racing cars, which ended the domination of the 3.8-litre D-Type. Jaguar developed a 3.0 litre version to power D-Types in the 1958, 1959 and 1960 Le Mans races, but it proved unreliable, and by 1960 no longer produced sufficient power to be competitive.

The D-Type never again achieved a podium finish at Le Mans. Its success waned as support from Jaguar decreased and cars from rival manufacturers became more competitive, although from 1960 the D Type continued for a further three years or more to be one of the cars to beat in club racing and national events.

 

Looking ahead at this DS, apart from the lack of chrome around the headlights, nothing particularly strikes, except perhaps two additional lights and a strap that holds the hood. It is when we change that we find the originality of this two-door prototype and then think that this car has a special history.

This story is from Bob Neyret, a Grenoble dentist, a semi-professional runner since the early 1960s. Since his first victory in 1962 with a DS19, the man shines in difficult conditions. The capabilities of the DS conferred by its hydraulic suspension, chassis balance more than compensate for the lack of horsepower of the car whose engine is straight from the traction. He regularly occupies places of honor with a private DS. In 1967, he finished first in every event he entered, but in the "Tourism" class, so he decided to build "his" car, to win.

Thus, in 1968, he introduced his own car, a DS 21 shortened by 53 cm and 500 kg less than the conventional DS. The 115-horsepower car ranks 12th in the Morocco Rally in 1968. But in 1969, with an official DS prototype (our model), Neyret retains his revenge by crushing the competition with a 150-horsepower engine. Only 7 cars of the 97 entered are on arrival and among these 7 cars, 5 are Citroen who sign a hat trick. Neyret will repeat the feat in 1970, assisted by a group DS21 1 co-piloted by a certain ... Jean Todt. Neyret still wins the rally in 1973 with a DS 23 prototype, and in 1975 with an Alpine Berlinette.

Citroën also used it with Michelin's collaboration to test high-power front-end trains before creating the SM. The tests were then continued with the SM Michelin.

As for Bob Neyret, he continued his semi-professional pilot career while developing a brand of toothpaste made in La Mure (Isère). To promote it, he founded a rally team in honor of his product "ASEPTOGYL". Thus, "pink and white" alpine A110s, usually run by women's teams, traveled the roads of France to promote the Neyret brand. We even met your team at the 1978 Monte Carlo Rally, involved with CX Diesel!