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 MGB is a two-door sports car manufactured and marketed from 1962 until 1980 by the British Motor Corporation (BMC), later the Austin-Morris division of British Leyland, as a four-cylinder, soft-top sports car. It was announced and its details first published on 19 September 1962.[3] Variants include the MGB GT three-door 2+2 coupé (1965–1980), the six-cylinder sports car and coupé MGC (1967–69), and the eight-cylinder 2+2 coupé, the MGB GT V8 (1973–76).

Replacing the MGA in 1962, production of the MGB and its variants continued until 1980. Sales for the MGB, MGC and MGB GT V8 combined totaled 523,836 cars. After a 12-year hiatus, the MGB re-entered production as the heavily modified MG RV8 with a limited run of 2,000 cars before finally being replaced in 1995 by the MG F.

History
Development of the MGB started at least as early as 1958 with the prototype known by its Abingdon codename; MG EX205.[4] In structure the car was an innovative, modern design in 1962, utilizing a unitary structure, instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series.[5] However, components such as brakes and suspension were developments of the earlier 1955 MGA, with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.

The MGB achieved a 0–60 mph (97 km/h) time of just over 11 seconds. The three-bearing 1,798 cc B-Series engine produced 95 hp (71 kW) at 5,400 rpm – upgraded in October 1964 to a five-bearing crankshaft. From 1975, US-market MGB engines were de-tuned to meet emission standards, ride height was increased by an inch (25 mm), and distinctive rubber bumpers were fitted to meet bumper standards.

The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier (200 ton).[6][7] Nevertheless, the British AA motoring association has described the car, like many other classic models, as much less safe than modern cars. The issue received public attention following a 2013 case in which a driver in a hired 1963 MGB was killed in a collision with a taxi.[8]

A limited production of 2,000 units of the RV8 was produced by Rover in the 1990s. Despite the similarity in appearance to the roadster, the RV8 had less than 5% parts interchangeability with the original car.

Drivetrain

A sectioned MGB showing engine and gearbox configuration
All MGBs (except the V8 version) used the BMC B-Series engine. This engine was essentially an enlarged version of that used in the MGA with displacement being increased from 1,622 to 1,798 cc. The earlier cars used a three-main-bearing crankshaft, 18G-series. In February 1964 positive crank-case breathing was introduced and the engine prefix changed to 18GA, until October 1964, when a five-bearing crankshaft design was introduced, the engine prefix became 18GB. Horsepower was rated at 95 net bhp on both five-main-bearing and earlier three-bearing cars with peak power coming at 5,400 rpm with a 6,000 rpm redline. Torque output on the MGB had a peak of 110 lb⋅ft (150 N⋅m) and fuel consumption was around 25 mpg.[9] US specification cars saw power fall in 1968 with the introduction of emission standards and the use of air or smog pumps. In 1971 UK spec cars still had 95 bhp (71 kW) at 5,500 rpm, with 105 lb⋅ft (142 N⋅m) torque at 2,500 rpm. Engine prefixes became 18V and the SU carburettor needles were changed for reasons of the latest emission regulations, under ECE15. By 1973 it was 94 bhp (70 kW); by 1974 it was 87, with 103 lb⋅ft (140 N⋅m) torque; by 1975 it was 85 with 100 lb⋅ft (140 N⋅m). Some California specification cars produced only around 70 hp (52 kW) by the late 1970s. The compression ratio was also reduced from 9:1 to 8:1 on US spec cars in 1972.

All MGBs from 1963 to 1974 used twin 1.5-inch (38 mm) SU carburettors. US spec cars from 1975 used a single Stromberg 1.75-inch (44 mm) carburettor mounted on a combination intake–exhaust manifold. This greatly reduced power as well as created longevity problems as the (adjacent) catalytic converter tended to crack the intake–exhaust manifold. All MGBs used an SU-built electric fuel pump.

All MGBs from 1962 to 1967 used a four-speed manual gearbox with a non-synchromesh, straight-cut first gear. Optional overdrive[10] was available. This gearbox was based on that used in the MGA with some minor upgrades to cope with the additional output of the larger MGB engine. In 1968 the early gearbox was replaced by a full synchromesh unit based on the MGC gearbox. This unit was designed to handle the 150net bhp of the three-litre engine of the MGC and was thus over-engineered when mated with the standard MGB B-Series engine. The same transmission was used in the 3.5-litre V8 version of the MGB-GT-V8. An automatic three-speed transmission was also offered as a factory option, but was unpopular.

Electrically engaged overdrive gearboxes were an available option on all MGBs. The overdrive unit was operational in third and fourth gears (until 1977, when overdrive was only operational in fourth)[11] but the overall ratio in third gear overdrive was roughly the same as fourth gear direct. The overdrive unit was engaged by a toggle switch on the dashboard. The switch was moved to the top of the gearshift knob in 1977.[11] Overdrives were fitted to less than 20% of all MGBs.

There were three different types of overdrive transmissions fitted to the MGB.

1962–64, 1965–67

Laycock Type D OD (note external solenoid)
A hole in the bell housing where the starter nose poked through
"Shield" shaped access cover
1020 TPM for OD and 1040 TPM for non-OD
The gearbox input shaft, flywheel and engine backing plate were changed with the advent of the five-main-bearing engine in 1965. Therefore, the transmission for a three-main-bearing engine (1962–1964) differed from its later counterpart.

1968 to 1974.5

Laycock Type LH OD
Rectangular shaped access cover
Oval clutch fork boot
Dipstick (for checking oil)
Black label on the OD solenoid cover stamped "22/61972"
1280 TPM for OD and non-OD
Speedometer drive gear (on the mainshaft) was blue
Speedometer driven gear (on removable drive housing) was white with 21 teeth

1974.5 to 1980

Laycock Type LH OD
Rectangular shaped access cover
Square clutch fork boot
Side fill plug (no dipstick)
Blue label on the OD solenoid cover stamped "22/62005"
1000 TPM for OD and non-OD
Speedometer drive gear (on the mainshaft) was red
Speedometer driven gear (on removable drive housing) was red with 20 teeth
Overdrive operated in fourth gear only in units made from February 1977 onward.[11]


A sectioned MGB showing the rear axle and differential
Early MGBs used the "banjo" type differential carried over from the MGA with the rear axle ratio reduced from the MGA's 4.1 (or 4.3) to 3.9 to 1. (Compensating for the reduction from 15 inch to 14-inch (360 mm) wheels). MGB GTs first began using a tube-type rear axle in 1967. This unit was substantially stronger, being, like the later gearbox, designed for the three-litre MGC. All MGBs used the tube-type axle from 1968.

All MGBs were fitted with 11-inch (280 mm) solid (non-ventilated) disc brakes on the front with drum brakes on the rear. The front brake calipers were manufactured by Lockheed and used two pistons per caliper. The brake system on the MGB GT was the same as the roadster with the exception of slightly larger rear brake cylinders. A single-circuit hydraulic system was used before 1968 when dual-circuit (separate front and rear systems) were installed on all MGBs to comply with US regulations. Servo assistance (power brakes) was not standard until 1975. Many modern and contemporary testers have commented on the very heavy brake pedal pressure needed to stop the non-servo-assisted cars.[citation needed]

The MGB initially had an extremely simple electrical system. Dash-mounted toggle switches controlled the lights, ventilation fan, and wipers with only the direction indicators being mounted on a stalk on the steering column. The ignition switch was also mounted on the dash. Like the MGA, the MGB utilized two 6-volt batteries wired in series to give a 12-volt positive earth configuration. The batteries were placed under a scuttle panel behind the seats making access difficult; the location gave excellent weight distribution and thus improved handling. The charging system used a Lucas dynamo. Later MGBs had considerable changes to the electrical system including the use of a single 12-volt battery, a change from positive to negative earth, safety-type toggle (rocker) switches, alternator in lieu of dynamo, additional warning lights and buzzers, and most common functions moved to steering column stalks.

From 1972 there were two different Pirelli Cinturato radial tyre sizes factory-fitted to new cars, depending on whether the car was a roadster,(155/80x14) or a GT,(165/80x14).The original tyres for the majority of MG B’s were 165HR14 Pirelli Cinturato.[12] With the 1974.5 arrival of the rubber bumper cars the factory-fitted tyre size was simplified to 165/80x14 for all cars, irrespective of whether the car was a roadster or a GT, and also irrespective of the wheel type (wire or RoStyle). Later on during the rubber bumper production period, alloy wheels were introduced on several different limited edition models - with the final 1,000 LE models being the last cars to leave the factory with alloy wheels. The factory built V8s were fitted with full profile 175HR14 tyres.

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 Type 35 was the most successful of the Bugatti race models. Its version of the Bugatti arc-shaped radiator, which evolved from the more architectural Bugatti Type 13 Brescia, would become what the brand is best known for, although even in the ranks of the various 35s there were variations. the theme.

The Type 35 had phenomenal success, winning over 1,000 races in its time. The Grand Prix World Championship was played in 1926 after winning 351 races and setting 47 records in the previous two years. At its peak, the Type 35s averaged 14 wins a week. Bugatti beat Targa Florio for five consecutive years from 1925 to 1929 with the Type 35.

The Jaguar C-Type (also called Jaguar XK120-C) is a racing sports car built by Jaguar and sold from 1951 to 1953. The "C" stands for "competition".

The car used the XK 120 of the XK120, a lightweight tubular frame designed by William Heynes and an aerodynamic aluminum body jointly developed by Heynes, RJ (Bob) Knight and later Malcolm Sayer. A total of 53 C types were built, 43 of which were sold to private owners

Specification

The XK120's 6-liter straight-cylinder two-cylinder engine, which runs on the road, produces between 160 and 180 hp (134 kW).

The C-Type version was originally set at around 205 bhp (153 kW). The first C-Types were equipped with SU carburetors and drum brakes. Later C-Types (mid 1953) are more powerful, using triple double choke Weber carburetors and high lift camshafts.

They are also lighter, and from mid-1953 onwards, braking performance was improved by four-wheel disc brakes.

The lightweight, multipubular and triangular frame was designed by William Heynes. Heynes, Knight and Sayer together developed the aerodynamic body.

Made of aluminum in the barchetta style, it is devoid of items such as carpets, weather equipment and external door handles. According to the Jaguar Heritage Registry, the cars were produced between May 1952, starting with XKC001 and ending in August 1953 with XK054. The body of the original alloy was marked with the prefix K (for example, K1037).

Announced in May 1957 the XK150 had a familiar resemblance to the XK120 and XK140, but has been radically revised. Visibly, a one-piece windshield replaced the split screen, and the wing line was higher and more aerodynamic on the doors. The extended hood opened to the wings and, in the coupés, the windshield structure was moved forward, 102 mm, to facilitate the access of passengers. The car was available on several occasions in red, pearl gray, white, indigo blue, claret, Cotswold blue, black, fog gray, Sherwood green, Carmen red, British Racing Green, Cornish Gray and Imperial Maroon.

The XK140's walnut panel has been replaced with a leather trim. In the first tilting coupés, the central aluminum panel, which was discontinued after June 1958, had an X-patterned engraving similar to the beginning of the E-Type 3.8. Thinner doors gave more interior space. A small red light reminded the driver that the front parking lights, located on top of the wings (fenders), were on.

The suspension and chassis were very similar to the XK140, with rack and pinion steering only manual. The 3.4-liter DOHC straight-6 XK engine was similar to that of the XK140, but a new type "B" head increased power to 180 SAE bhp at 5750 rpm.

XK150 S 3.4L XK engine with orange paint used on S models with "straight door" heads equipped with three carburetors

The first closed and convertible XK150s were slower than their predecessors. After a twelve-month delay caused by the factory fire in February 1957, this deficit was corrected in the spring of 1958 with the launch in March of special equipment models equipped with disc brakes and a more powerful SE engine. Two 1.75 ”SU HD6 carburetors (44 mm) and a modified type B cylinder head with larger exhaust valves improved performance to 210 hp at 5500 rpm. While most export cars were SE models, a third option for the open two-seater car included an "S" engine with three 2-inch (51 mm) SU HD8 carburetors and a straight-door cylinder head that drove 250 SAE bhp.

In 1960, the 3.8-liter, 220 hp (223 hp; 223 hp) engine, installed in the luxurious Mark IX salon, since October 1958, became available. [6] It was tuned to produce 265 hp (198 kW; 269 PS) and propel an XK150 at 135 mph (217 km / h) and from 0 to 60 mph in about 7.0 seconds. Fuel economy was 18mpg. [4] Dunlop 12-inch (305 mm) four-wheel disc brakes first appeared as an option. Factory specifications 6.00 × 16 inch Dunlop Road Speed tires or optional 185VR16 Pirelli Cinturato CA67 radials could be mounted on 16 × 5K½ solid wheels or optional 16 × 5K wire wheels.

MG began offering the MGB GT V8 in 1973 powered by the aluminium block 3,528 cc Rover V8 engine, first fitted to the Rover P5B. This engine had been used in the unibody GM 1961–1963 A-body platform Buick Special/Skylark and Oldsmobile F-85 and 1961–1962 Pontiac Tempest and was the lightest mass-production V8 in the world.

The Buick version had a dry, undressed weight of 318 lb (144 kg) and the 1963 Skylark with optional four-barrel Rochester carburettor and 10:1 compression ratio produced 200 hp (150 kW) at 5,000 rpm. By the time Rover had made webbing modifications to strengthen the block, the engine was considerably heavier (over 170 kg). Some changes were made by MG-Rover and the engine found a long-lived niche in the British motor industry.

These cars were similar to those already being produced in significant volume by tuner Ken Costello. MG even contracted Costello to build them a prototype MGB GT V8. However, the powerful 180 bhp (134 kW) engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137 bhp (102 kW) at 5,000 rpm. Nonetheless, 193 lb⋅ft (262 N⋅m) of torque helped it hit 60 mph (97 km/h) in 7.7 seconds and go on to a 125 mph (201 km/h) top speed. Fuel consumption was just under 20 mpg.

By virtue of its aluminium cylinder block and heads, the Rover V8 engine weighed approximately 40 pounds less than MG's iron four-cylinder. Unlike the MGC, the V8 that provided the MGB GT V8's increased power and torque did not require significant chassis changes nor sacrifice handling.

Both chrome and rubber-bumpered GT versions of the V8-powered MGB were produced by the factory with production ending in 1976.

MG never attempted to export the MGB GT V8 to the United States. It chose not to develop a left-hand-drive version of the MGB GT V8 although the Rover V8 engine was offered in US-bound Rover models. The P6 3500 was withdrawn after 1971 from the US and the Rover 3500 SD1 only introduced in 1980 (its engine equipped with power-sapping emissions equipment) so that during the lifetime of the MGB GT V8 the engine was not being built in a federal version. Abingdon built seven LHD models, sent them to America to achieve certification, and brought them back to the UK to be sold to mainland European countries.

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 production of the Capri RS3100 showroom at the initial selling price of £ 2,450 included a l4in three-spoke sports steering wheel, and a modified version of the decalling used on the period RS2600 - Ford just removed the RS2600 and the injection references! Such decals are becoming impossible to obtain new stock for the concours competitor, so it has to be done using the standard originals. The traditional quarter-bumpers have been preserved for the front of the RS3100. As in the case of the 2600, both the chrome and matte black models were owned and photographed by Ford: the catalog specification was matte black. I was told Escort 1100 Mk2 The popular screws can be used to replace any missing original.

Only two officially manufactured RS Capris went into production, but there have been a few other attempts to bring RS and Capri together over the years following the brief production of the RS3100. Some of the following, such as Escort Mexicos, were sold only by RS dealers. Some were designed by German motoring personnel and then sold only through RS outlets. Some have been proposed as RS products, but have never achieved anything more than Ford's limited approval, with some sections of the normal warranty absent in deference to radically increased engine power.

The closure of Ford Advanced Vehicle Operations was a prolonged affair. Several departments remained operational in 1975 (notably engineering; and Motorsport's parts operation still operates from this location in 1987) despite the closure of the production line and the dispersion of the majority of the workforce.

Product planner Mike Moreton prepared a plan in 1975 to produce a 2.8 liter RS ​​Capri with fuel injection that should have reached the production lines in conjunction with the Escort RS2000. Management approval was given for this project, but the car was never made, due to the time-consuming business of putting the RS2000 into production at a mainstream facility, rather than at the FAVO factory for which it was originally designed.

However, the RS2800 Capri prototype was built, with the help of Thomas Ammerschlager in the Ford Motorsport department of Germany, and these cars were later demonstrated to the press in the Capn III trim. At the time, it was said that it was not worth the cost of development and crash tests to combine the 2.8 with the Capri hatchback, but the fluctuation in sales in Britain ended up changing all of that and the 2.8 injection appeared, reaching a very high level. proportion of profitable sales.

There is some logic in the owners of Capri 2.8 Injection, Special or 280 versions feeling that they have a genuine RS car, but the project had no intention on the part of the factory to use it in the competition. It was, however, a product of many of the same engineers who were at FAVO. The men who designed the RS2600 / 3100 started working on 2.8 Injection, the first car handled by the Special Vehicle Engineering group.

The fact that the resulting vehicle did not have an RS badge was simply a marketing decision. For the 2.8i it was as completely changed from a production base as many types of RS were. In fact, a former FAVO engineering chief told me: When I first ran a Capri injection, I thought it was the perfect development for the RS2600 series. Suspension, brakes, engine, all looked like developed versions of that first RS Capri

A similar lack of competition intent was why Germany's Ford / Zakspeed Capri turbo did not become an official RS product, despite being sold by RS dealers and developed by Motorsport staff. The Zakspeed-Ford alliance had previously produced a phenomenally successful 1.4 and 1.7 liter Turbo Capri race based on Cosworth BDA technology, but in addition to Zakspeed's work in its production and engineering, the Capri 2.8 Turbo sold by RS dealers in Germany in 1981 -82 had few features in common with 16-valve turbocharged race cars. Only 200 of these 134mph road cars were made by the Zakspeed-Ford cooperation, although a run of 300 to 400 was originally planned. Ford Vice President of Europe, Karl Ludvigsen, was brought to Britain. All were LHD and their 2.8-liter V6s equipped with a carburetor received only a modest increase of 0.38 bar in a KKK turbo. For later production, a Garrett AiResearch turbine was adopted, when the increase was apparently increased to almost 0.5 bar. With the largest reinforcement figure, these special Capris gave 188bhp at 5,500 rpm and at least 200lb / ft of torque was up at 4,500 revolutions.

Externally, they were the wildest goats ever offered by a Ford dealership. They had a very large rear wing in the style of the 16-valve pilots, tall and wide. The popular X-pack / RS body kit inflated wheel arches over 6.5 or 7.5 inch wide alloy wheels. The front spoiler was what the biggest German authorities allowed, and was usually removed when transporting new vehicles! The price, at the close of production in September 1982, was just under £ 8,900 without options.

There were also turbo capris for sale through Ford dealerships in Great Britain that could have achieved RS status, as SVE was very interested and cooperative in its training stages. The first was the Tickt Capri 2.8T, based on 2.81 with a Japanese IHI turbo conversion giving 205bhp. This package, of which less than 90 had been made when I arrived in 1986, included disc brakes for the rear axle and extensive body modifications, its price rising from over £ 15,000 to closer to £ 20,000 for the final lot in 1986-87.

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 MG T series is a line of open two-seater sports cars with body structure and very little protection against the elements that were produced by MG from 1936 to 1955. The series included the MG TA, the MG TB, the MG TC, the MG TD, and MG MG Midget models. The last of these models, the TF, was replaced by the MGA.

The name TF was reinstated in 2002 in the mid-engined MG TF sports car.

The TF Midget, launched on October 15, 1953, was a faceted TD, equipped with the TD Mark II engine, headlights on the fenders, an inclined radiator grille concealing a separate radiator and a new pressurized cooling system along with a simulated external radiator cap. [1] The compression ratio of this XPAG engine has been increased to 8.1: 1 and extra-large valves with stronger valve springs and larger carburetors have increased production to 57.5 hp at 5,500 rpm.

In mid-1954, the engine's capacity was increased by 17% to 1466 cc and called XPEG. The diameter was increased to 72 mm (2.8 in) and the compression increased to 8.3: 1, giving 63 CV (47 kW) at 5,000 rpm and a 17% increase in torque. The car was designated TF1500, and externally distinguished by a cream-colored enamel nameplate on both sides of the hood, placed only on the rear of the front cover release buttons.

Production ended at chassis number TF10100 on April 4, 1955, after 9,602 TFs were manufactured, including two prototypes and 3,400 TF1500s. TF was replaced by MGA.

 

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.