60 Bentley Continental R (1991-03) Special Edition ???

60 Bentley Continental R (1991-03) Special Edition ???

This is a post 1998 car (mesh grille, but does anyone know which of the Special editions – please)

Bentley Continental R (1991-03) Engine 6750cc V8 Turbo
Registration Number VUT 70
BENTLEY SET
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The Bentley Continental R is a large, ultra exclusive, luxury coupé made by Bentley from 1991 to 2003. It was the first Bentley to feature a body not shared with a Rolls-Royce model since the S3 of 1965, the first to use the GM 4L80-E transmission, and the fastest, most expensive, and most powerful Bentley of its day. It was also the most expensive production car in the world at launch. The concept which later became the Continental R was displayed at the 1984 Geneva Motor Show
he car’s body was styled by John Heffernan and Ken Greenley, who had run the automotive design school at the Royal College of Art, together with Graham Hull, who headed up the in-house design team for Rolls Royce and Bentley. The interior was entirely Graham Hull’s work.
The Continental R also featured roof-cut door frames, to allow easier access with a subtle spoiler at the rear.
At launch the Continental R was powered by a 6.75 L Garrett-turbocharged engine from the Bentley Turbo R with an output of 325bhp mated to the new 4-speed GM 4L80-E automatic transmission and featured self levelling hydraulic suspension, ventilated disc brakes at the front, with twin calipers. Engine management via the MK-Motronic digital fuel injection with fully mapped ignition control system. At launch, top speed was 145 mph and the car was priced at £178,000.
1994 model year saw a number of revisions to the engine, including revisions to the cylinder heads courtesy of Cosworth (another company within the Vickers group, the alloy wheels were also increased to 17 inch.
1996 saw some of the most significant changes in the cars production run notably the inclusion of the liquid cooled chargecooler as standard, along with improved engine management, Zytek EMS3, which meant improvement in throttle response, improvement in fuel efficiency and digitally controlled turbo over-boost. It also meant an increase in power output, figures which Rolls Royce now officially released, for the first time, as 385 bhp The 1996 model year also saw revised 17" alloy wheels and steering wheel tilt adjustment for the first time. This was electrically adjustable and so could now be set as part of the seat and wing mirror memory positions. Electronic Traction Assistance System began to appear on the later 1996 model year cars.
For 1998 saw electronic traction assistance system and some cosmetic changes with output remaining as before. Cosmetic revisions included fitting the same front seats as fitted to the Bentley Azure, which were lifted from the BMW 8 series (trimmed by Rolls Royce), featuring an integrated seat belt. Other revisions included small mesh vents below the headlights, laser-cut mesh radiator grill as standard, revised alloy wheels and minor changes to front and rear bumpers.
Under German ownership (1999–2003), several other special editions were made …

593 Aston Martin DBR4-4 (1957:59)

593 Aston Martin DBR4-4 (1957:59)

Aston Martin DBR4 (1967:59) *2493cc S6 DOHC Production 4
Race Number: 276 Wolgang Freidrichs
ASTON MARTIN SET

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*Original engine spec.

Designed by Ted Cutting, and originally built abd tested in 1957, the DBR4 was intended to give Aston Martin the success in Formula 1 that they were enjoying in Sports Car racing.
The chassis of the DBR4 was a conventional spaceframe structure, skinned with aluminium bodywork. Beneath the skin the DBR4’s basic design was closely related to the DB3S sports car of 1956, but with its ancillary components more tightly packaged to enclose them in the smaller, single-seater body. Although some manufacturers had started to use wind-tunnel testing for racing cars, such as the Bristol 450, aerodynamics as a science was still in its infancy where road vehicles were concerned. As a result of this, although the DBR4’s bodywork appeared svelte and streamlined, the effect was ruined by the decision to mount a large air intake on the side of the bonnet, and to install a relatively tall, near-vertical windscreen.
Although the prototype was running in 1957, developement was put on hold. Towards the end of 1958, Aston boss John Wyer instructed Ted to get the GP car out from under its sheet and redesign the front suspension for the 1959 season. That was completed in six weeks and a second car, DBR4/2, was built to the same design.
The car did not make its racing debut until
The Aston Martin DBR4/250 was unveiled to the public in April 1959, and made its competition debut on 2 May in the non-Championship BRDC International Trophy race at Silverstone. Both cars performed well, but the truth was what would have been a good car in 1957 was now to heavy and oudated, against newer designs and in the face of the rear engine revolution.
At the DBR4’s World Championship debut in the 1959 Dutch Grand Prix on 31 May, Shelby and Salvadori could only manage 10th and 13th fastest in qualification, respectively. During the race both cars succumbed to engine problems in the early laps and failed to finish. Further delays and shifted priorities meant that the light green Astons only appeared at a further three races of the 1959 Formula One season. The DBR4s failed to score even a single point during this time; their best results being a pair of 6th places for Salvadori, taken at the British and Portuguese rounds. Following a second disappointing outing in the BRDC International Trophy (Trintignant was tenth and Salvadori’s engine expired on lap 4), a solitary DBR4 appeared in practice for the 1960 Dutch Grand Prix, entered for Salvadori when the DBR5 was not ready. But Aston withdrew the entries following a dispute over start money.

Aston Martin soon abandoned F1. Three of the DBR4s were converted to ‘300’ specification, with 3-litre engines for Australian owners racing to their local rules. Lex Davison had DBR4/1 first and then DBR4/4, While DBR4/2 was cut up by the works and number 3 was sold …

384 Rootes Group Badge

384 Rootes Group Badge

Rootes Group
AUTOMOTIVE BADGES SET
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Originally founded in Hawkhurst, Kent in 1913 by William Rootes as a car sales company, the firm had moved to Maidstone by the First World War and, during the war, was involved in the repair of aero engines. By 1924 Rootes was the largest truck and car distributor in the United Kingdom.
The group rapidly expanded with the aquisitions of Thrupp and Maberly (1926), Hillman, Humber and Commer (1929) Karrier (1934) Clement, Talbot and Sunbeam (1935), British Light Steel Pressings (1937); and Singer (1956)
Rootes was best known for manufacturing solid, dependable, well-engineered middle-market vehicles.
During the Second World War Rootes like most other British car manufacturers, became involved with the production of armaments. In 1940 under the Government’s shadow factory scheme, Rootes built its massive assembly plant in Ryton-on-Dunsmore, near Coventry, initially manufacturing Bristol Blenheim and later the Handley Page Halifax in shadow factories at Speke Airport, Liverpool and Blythe Bridge Staffordshire.where Rootes also manufactured military vehicles, based on the Humber and Commer. Including Field Marshall Montgomery’s famous Humber the victory car.
Rootes had a rare lapse of business judgement shortly after WWII. When he visited the Volkswagen factory in Wolfsburg to evaluate it for war reparations, he opined that it – and the Beetle – had no value.
Following the war, Rootes also sponsored satellite manufacturing operations around the world, notably in Australasia (Rootes Australia) and the Middle East. The best known example of the latter was the Iranian-built Paykan, based on the Hillman Hunter. In 1950 it acquired Tilling-Stevens, a truck and bus manufacturer based in Maidstone, Kent
Rootes successfully sold a range of cars priced at a slight premium to their major home market competitors, justified on the basis that they offered a level of superiority in design and finish. and employed Studebaker stylist Raymond Loewy as a design consultant to Rootes; evidence of his influence is most readily seen in the 1956 Audax range of cars, which included the contemporary Hillman
Minx, a model also produced under licence by Isuzu Motors of Japan as the Isuzu Hillman Minx.
During the 1950s, Rootes’s promotion included a strategy of participation in major UK and European car rallies. Stirling Moss and Sheila van Damm were their top drivers, and the Sunbeam-Talbot 90’s win in the 1955 Monte Carlo Rally was the most significant victory.and in 1968 Rootes entered a factory team in the London-Sydney Marathon, driving a Hillman Hunter. Andrew Cowan gained what was regarded as a surprise victory against stiff competition from factory teams with bigger budgets.
In 1963, Rootes introduced the Hillman Imp, a compact rear engined saloon with an innovative all-aluminium OHC engine, based on a Coventry Climax engine design as a response to the BMC Mini. The company was persuaded by PM Harold Wilson’s Government to base production at a new factory at linwood, Renfrewshire, under the principle of "industrial development certificates" (IDCs) to build factories in depressed areas.
Production and build quality was affected by an inexperienced …

Bristol Aviation History – Bristol Cars

Bristol Aviation History - Bristol Cars

In 1946 the Bristol Aeroplane Company BS7 established a car division from the very beginning cars were built by hand many famous people own Bristol Cars.

2006 – The most powerful and exclusive production car in the world was launched by a quirky but quintessentially British luxury motor manufacturer. The Bristol Fighter T is set to hit the UK’s roads next year and boasts a massive 1,012 horsepower.

Embodying the Bulldog spirit harking back to the company’s origins as a maker of famous fighter planes, the this True Brit supercar’s engine produces more power than the 252mph Bugatti Veyron, currently the most powerful production car, which has 1,001 horsepower and costs £810,000.

The £350,000 Fighter T will be hand built at the firm’s plant in Filton, Bristol.

Its eight-litre V10 engine will propel the car from 0-60mph in less than 3.5 seconds and on to a theoretical top speed of 270mph, although Bristol will limit the speed of production cars to 225mph. Only around 20 Fighters will be built every year, not all of them the range-topping T version, so owners will belong to an exclusive group.

Bristol Cars managing director Tony Crook, who operates from a small but exclusive showroom in London’s Kensington said: ‘It has more power than the Bugatti but the end product is a very usable car which owners will be able to drive every day.

‘We have been producing the Fighter and the Fighter S since 2004, but a lot of people said ‘I want even more power’ so that’s what we’ve done."

The first Bristol Fighter T is expected to be completed in September 2007.

Bristol’s quirky Bulldog spirit and heritage harks back to the end of World War II as a spin-off of aircraft production. The hand-crafted but aggressively-named new car is named after the First World War Bristol Fighter. Bristol is so exclusive that fewer than 9,000 have been built in nearly 60 years.

Traditionally a favourite with Royalty, other Bristol fans include Oasis pop star Liam Gallagher, Sir Richard Branson and Lib Democratic peer Lord Steel. Tony Crook, managing director and head salesman of Bristol Cars – whose sole tiny showroom has graced London’s Kensington High Street for more than 50 years said:’We never disclose the names of our customers, though many are household names.

”This is going to be a car for captains of industry and the rich and famous. It’s obviously going to catch the eye of pop stars, Premiership footballers and those who enjoy their cars.’ Mr Crook said the Fighter incorporated ‘sybaritic levels of luxury’ adding:’It is engineered to strict aerospace standards, designed without the usual cost constraints and coach-built by proud and conscientious individuals.’

Mr Crook, a veteran racing driver of the 1940s and 50s added:’We always make fewer cars than people want. ‘But this is going to be a very exclusive car.The price is not steep at all as people often spend around £200,000 on Bentleys or Ferraris.’

Will it fit in my garage?

Bristol …

Morgan Aero Coupe

Morgan Aero Coupe

For over 100 years the British Morgan Motor Company has been making exciting sports cars in Malvern, Worcestershire. Morgan cars are famous the world over for their unique blend of charisma, quality materials, craftsmanship and performance. All Morgan cars are coach built. One of the brands strongest selling points is the care taken in the manufacture of each car; Leading design capability, an extensive array of luxurious materials and the latest drivetrain technologies combine to create an unparalleled driving experience.

A Morgan Aero Coupe is a car that is designed to be durable with proven chemical coating and treatments of the rigid bonded chassis and body. Following research by the company on the road, the race track and in automotive laboratories the design of this versatile platform has been consistently improved and re-engineered. Now the Morgan Motor Company is a class leader in this chassis and car body technology.

Engine BMW 4799CC V8
Max Power 270kw (367/bhp)
Performance 0 – 62 4.5 seconds
Top Speed 170mph (273kph)

Posted by Roberto Braam on 2013-12-21 12:08:17

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