1951 Lagonda 2,6l Tickford DHC

1951 Lagonda 2,6l Tickford DHC

Lagonda is a British car manufacturer, founded as a company in 1906 in Staines, Middlesex by the American Wilbur Gunn (1859-1920). He named the company after a river near the town of his birth Springfield, Ohio. The company was purchased and integrated into Aston Martin in 1947.

Wilbur Gunn had originally built motorcycles on a small scale in the garden of his house in Staines with reasonable success including a win on the 1905 London—Edinburgh trial. In 1907 he launched his first car, the 20-hp, 6-cylinder Torpedo, which he used to win the Moscow—St. Petersburg trial of 1910. This success produced a healthy order for exports to Russia which continued until 1914. In the pre-war period Lagonda also made an advanced small car, the 11.1 with a four-cylinder 1000 cc engine, which featured an anti-roll bar and a rivetted monocoque body and the first ever fly-off handbrake.

During World War I Lagonda made artillery shells.

After the end of the war the 11.1 continued with a larger 1400-cc engine and standard electric lighting as the 11.9 until 1923 and the updated 12 until 1926. Following Wilbur Gunn’s death in 1920, three existing directors headed by Colin Parbury took charge. The first of the company’s sports models was launched in 1925 as the 14/60 with a twin-cam 1954-cc 4-cylinder engine and hemispherical combustion chambers. The car was designed by Arthur Davidson who had come from Lea-Francis. A higher output engine came in 1927 with the 2-litre Speed Model which could be had supercharged in 1930. A lengthened chassis version, the 16/65, with 6-cylinder 2.4-litre engine, was available from 1926 to 1930. The final car of the 1920s was the 3-litre using a 2931-cc 6-cylinder engine. This continued until 1933 when the engine grew to 3181 cc and was also available with a complex 8-speed Maybach transmission as the Selector Special.

A new model for 1933 was the 16-80 using a 2-litre Crossley engine with pre-selector gearbox from 1934. A new small car, the Rapier came along in 1934 with 1104-cc engine and pre-selector gearbox. This lasted until 1935 but more were made until 1938 by a separate company, Rapier Cars of Hammersmith, London. At the other extreme was the near 100-mph, 4.5-litre M45 with Meadows 6-cylinder 4467-cc engine. An out and out sporting version the M45R Rapide, with tuned M45 engine and a shorter chassis led to a Le Mans victory in 1935. Also in 1935 the 3-litre grew to a 3.5-litre.

All was not well financially and the receiver was called in 1935 but the company was bought by Alan Good, who just outbid Rolls-Royce. He also persuaded W. O. Bentley to leave Rolls-Royce and join Lagonda as designer. The 4.5-litre range now became the LG45 with lower but heavier bodies and also available in LG45R Rapide form. The LG45 came in 3 versions known as Sanction 1,2 and 3 each with more Bentley touches to the engine. In 1938 the LG6 with independent front suspension by torsion bar and …

1959 – 1962 DKW Junior

1959 - 1962 DKW Junior

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The DKW Junior was a small front wheel drive saloon manufactured by Auto Union AG. The car received a positive reaction when first exhibited, initially badged as the DKW 600, at the Frankfurt Motor Show in March 1957. The ‘Junior’ name was given to the (by now) DKW 750 in 1959 when the car went into volume production, but failed to survive an upgrade in January 1963, after which the car was known as the DKW F12. In addition to the saloon, a pretty ‘F12 Roadster’ (cabriolet version) was produced in limited numbers.

The car was known for its two-stroke engine. A number of European auto-makers produced two-stroke powered cars in the 1950s, but by the time the DKW Junior came along, the market was beginning to resist two-stroke powered cars as the industry increasingly standardised on four-stroke four-cylinder units which accordingly were becoming cheaper to produce. Two-stroke-engined cars were perceived by some as rough and noisy by comparison.

(Wikipedia)

Posted by Georg Sander on 2014-04-18 05:30:30

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1937 – 1938 Škoda Popular OHV (01)

1937 - 1938 Škoda Popular OHV (01)

Škoda is an automobile manufacturer based in the Czech Republic. Škoda became a wholly owned subsidiary of the Volkswagen Group in 2000, positioned as the entry brand to the group. Its total global sales reached 684,226 cars in 2009 and 85,000 for the month of March 2011.

(Wikipedia)

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Der Škoda Popular war der Nachfolger des Škoda 420 Popular. Der zweitürige Kleinwagen kam 1937 mit Limousinen- und Roadster-Karosserien in Holz-/Stahlmischkonstruktion heraus.

(Wikipedia)

Posted by Georg Sander on 2012-03-25 12:45:48

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shoppmlit-auto-parts-lights-car-accessories-lighting-custom-mods-headlights-lamps

shoppmlit-auto-parts-lights-car-accessories-lighting-custom-mods-headlights-lamps

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Our automotive lighting parts and accessories will make your ride a custom one, while keeping it classy. Keep in mind that we also offer installation services, which are competitively priced and available for all makes and models of vehicles. All parts and accessories come with warranty. Our custom headlights, for example, come with a 1-year warranty on workmanship and materials. With us, you can shop with confidence.

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1936 – 1937 Škoda Sagitta Prototyp (Typ 911) (02)

1936 - 1937 Škoda Sagitta Prototyp (Typ 911) (02)

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Škoda Auto (Czech pronunciation: [ˈʃkoda]) was established as an arms manufacturer in 1859. Today, Škoda is an automobile manufacturer based in the Czech Republic. Škoda became a wholly owned subsidiary of the Volkswagen Group in 2000, positioned as the entry brand to the group. Its total global sales reached 684,226 cars in 2009 and 85,000 for the month of March 2011.

(Wikipedia)

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Der Škoda Sagitta war ein Kleinwagen-Prototyp des tschechoslowakischen Herstellers Škoda. Die in Holz-Stahl-Mischkonstruktion gefertigte Karosserie ähnelte der des Škoda Popular. Das Fahrzeug wurde 1937 hergestellt. Es kam nie zu einer Serienfertigung.

Der luftgekühlte, seitengesteuerte Zweizylinder-Viertakt-V-Motor hatte einem Hubraum von 845 cm³ und eine Leistung von 15 PS (11 kW). Über die Kardanwelle und das an die Hinterachse angeflanschte Getriebe (Transaxle-Bauweise) wurde die Antriebskraft an die Hinterräder weitergeleitet. Das 580 kg schwere Fahrzeug erreichte eine Höchstgeschwindigkeit von 70 km/h. Der vorne und hinten gegabelte Zentralrohrrahmen des Wagens bestand aus gepressten Stahlprofilen.

(Wikipedia)

Posted by Georg Sander on 2012-03-25 12:45:14

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