Aston Martin
This is one of many illustrated classic car guides I've created for the eBay community. I hope you enjoy it and if you would like to find out more about the classic Aston Martin car art featured in this guide please click here.
This guide includes several classic Aston Martin car models.
DB2/4
Introduced to the public at the London Motor Show of 1953, the DB 2/4 was a continuation of the DB2 theme. The 4 designation denoted four seats and to provide extra room the model was given an extended roofline and much larger rear windows. The longer rear fender development gave the DB2/4 a sense of bulk not found in the DB2. Originally fitted with a 2.6 litre engine, this was enlarged to 2,922cc (140bhp) in April 1954, which improved the top speed to an impressive 118mph and 0-60mph in around 10.5 seconds. Both closed and drophead versions of the car were offered from the beginning of production. Total production for the DB2/4 Mk1, DB2/4 Mk2, and DB Mk3 was 565, 199 and 551 vehicles respectively.
DB4
Aston Martin chose the London Motor Show of 1958 to launch the new DB4, although the DB2/4 Mk 3 was not discontinued at that time and production of the two models overlapped until July of 1959. The DB4 featured a new aluminium twin cam 3.7 litre engine designed by Tadek Marek and superb new body by Touring of Milan, making it a truly handsome sports car. The DB4's stunning top speed of 140mph and 0-60 in 9 seconds was matched by precise handling and excellent four-wheel brakes. Numerous production changes in both body (such as enclosed headlights on late DB4s) and mechanical details resulted in five distinct series with production ending June of 1963 and totalling only 1,113 cars.
Orignal From: Aston Martin Part 1: DB2/4, DB4, DB5, DB6, DBS, AM V8
Friday, September 25, 2009
MG Cars - Magnette, MGA, MGB, Midget, TF
MG Cars - Part 1
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic MG car art featured in this guide please click here.
This guide celebrates the classic modern MG models.
MG Magnette
Launched in 1953 the M.G. Magnette was the first MG saloon to be built following the formation of the British Motor Corporation. Sharing body pressings with the Wolseley 4/44, it was powered by a new 1,489cc. BMC engine, which untuned produced approximately 60bhp and gave the car a top speed of 80mph. The Magnette saloon showed its paces in international rallying and production-car racing and within two years of the launch MG were building six ZA saloons to every one TF two-seater. The ZB appeared in 1956 and with an increased output of 68bhp, 90mph (145km/h) was achievable with 0-60mph (0-96km/h) taking 18.5 seconds. 12,754 ZAs and 23,846 ZBs were built before being dropped in favour of the Cowley built Farina-designed Magnette Mk3.
MG MGA
The MGA introduced in 1955 did much to restore the marques' sporting reputation. It was essentially an all-new design featuring full width bodywork mounted on a substantial separate chassis. Low slung and aerodynamic, the general road-holding was excellent with high speed cornering being very positive via the rack and pinion steering. Fitted initially with a BMC 1,489cc (81cu.in) ohv engine, the top speed was 98mph (158km/h). Later cars were 1,588cc (97cu.in) and 1,622cc (99cu.in) but the hottest MGA of them all was the Twin-cam appearing in 1959, capable of 115mph (185km/h). Due to continual service problems it was discontinued in 1960; only 2,111 being built, making it the most desirable model. Over 100,000 MGAs were built before giving way to the MGB in 1962.
MG MGB
Representing a natural progression along traditional lines, the MGB made its debut in 1962 and although it was not the leap into the future some had hoped for, the new model was well received. Chief departure from previous MG practice was a monocoque construction with an integral body/chassis forming an immensely rigid structure. The familiar B-series engine was employed but was now bored out to 1,798cc (110cu.in) raising output to 95BHP at 5,400rpm. 0-60km/h (0-96km/h) took 12.2 seconds with a top speed of 105mph (169km/h). By comparison to the MGA, there was greater comfort and space for the driver and passengers, more comprehensive instruments and winding windows. Over 500,000 examples make it Britain's most successful sports car.
MG Midget
Introduced in June 1961 and produced for eighteen years, the M.G. Midget was a car that recaptured some of the charm that was so endearing in the pre-war M.G. models. From the outset a runaway success, it offered fun motoring on a budget and for many an introduction to the sports car scene. Early Midgets were fitted with 948cc (58cu.in) capacity engines, but these were soon replaced by the Minor-type 1,098cc (67cu.in) unit (Mark one and a half). The Mark 2 from March 1964 used a similar, but substantially redesigned 1,098cc engine and from October 1966 Mark 3 cars used a completely redesigned (but still A-series) unit of 1,275cc (78cu.in). The last Midgets built between October 1974 and November 1979 used a Triumph 1,500cc (91cu.in) engine.
MG TF
To many people the T-series MGS are the classic example of the marque. Last of the line, the TF, was built between October 1953 and May 1955 and represented a swift but masterly "facelift" of the TD model for the 1953 Motor Show. Lower and sleeker, it sported a slanting imitation radiator with dummy cap and headlights mounted directly into the wings. Initially fitted with a 1,250cc (76cu.in) engine, this was later replaced by the 1,500cc (91cu.in) XPEG unit which BMC had just developed for Magnette saloons and as a result top speed was increased to about 90mph (145km/h). Only 9,600 TFs were built before being discontinued to make way for the new shape MGA. By the end of production, a total 52,649 M.G. T-series cars had been produced.
MG MGC
The MGC was proudly announced at the 1967 Motor Show as a larger engined alternative to the MGB. Using a re-designed version of the familiar BMC six-cylinder C series engine, the three-litre MGC offered a good deal more performance than it's four cylinder brother. With this larger engine almost 120mph (193km/h) was possible and the 0-60mph dash (0-96km/h) was now around the 10 seconds mark. On the road the MGC was virtually indistinguishable from the MGB. The give aways were the bulge on the bonnet accommodating the necessity of a larger radiator, and 15" instead of 14" road wheels. Failing to sell respectable numbers, the model was discontinued in the August of 1969 after only 8,999 had been built. Of this total 4,542 were tourers and 4,457 GTs.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: MG Cars - Magnette, MGA, MGB, Midget, TF
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic MG car art featured in this guide please click here.
This guide celebrates the classic modern MG models.
MG Magnette
Launched in 1953 the M.G. Magnette was the first MG saloon to be built following the formation of the British Motor Corporation. Sharing body pressings with the Wolseley 4/44, it was powered by a new 1,489cc. BMC engine, which untuned produced approximately 60bhp and gave the car a top speed of 80mph. The Magnette saloon showed its paces in international rallying and production-car racing and within two years of the launch MG were building six ZA saloons to every one TF two-seater. The ZB appeared in 1956 and with an increased output of 68bhp, 90mph (145km/h) was achievable with 0-60mph (0-96km/h) taking 18.5 seconds. 12,754 ZAs and 23,846 ZBs were built before being dropped in favour of the Cowley built Farina-designed Magnette Mk3.
MG MGA
The MGA introduced in 1955 did much to restore the marques' sporting reputation. It was essentially an all-new design featuring full width bodywork mounted on a substantial separate chassis. Low slung and aerodynamic, the general road-holding was excellent with high speed cornering being very positive via the rack and pinion steering. Fitted initially with a BMC 1,489cc (81cu.in) ohv engine, the top speed was 98mph (158km/h). Later cars were 1,588cc (97cu.in) and 1,622cc (99cu.in) but the hottest MGA of them all was the Twin-cam appearing in 1959, capable of 115mph (185km/h). Due to continual service problems it was discontinued in 1960; only 2,111 being built, making it the most desirable model. Over 100,000 MGAs were built before giving way to the MGB in 1962.
MG MGB
Representing a natural progression along traditional lines, the MGB made its debut in 1962 and although it was not the leap into the future some had hoped for, the new model was well received. Chief departure from previous MG practice was a monocoque construction with an integral body/chassis forming an immensely rigid structure. The familiar B-series engine was employed but was now bored out to 1,798cc (110cu.in) raising output to 95BHP at 5,400rpm. 0-60km/h (0-96km/h) took 12.2 seconds with a top speed of 105mph (169km/h). By comparison to the MGA, there was greater comfort and space for the driver and passengers, more comprehensive instruments and winding windows. Over 500,000 examples make it Britain's most successful sports car.
MG Midget
Introduced in June 1961 and produced for eighteen years, the M.G. Midget was a car that recaptured some of the charm that was so endearing in the pre-war M.G. models. From the outset a runaway success, it offered fun motoring on a budget and for many an introduction to the sports car scene. Early Midgets were fitted with 948cc (58cu.in) capacity engines, but these were soon replaced by the Minor-type 1,098cc (67cu.in) unit (Mark one and a half). The Mark 2 from March 1964 used a similar, but substantially redesigned 1,098cc engine and from October 1966 Mark 3 cars used a completely redesigned (but still A-series) unit of 1,275cc (78cu.in). The last Midgets built between October 1974 and November 1979 used a Triumph 1,500cc (91cu.in) engine.
MG TF
To many people the T-series MGS are the classic example of the marque. Last of the line, the TF, was built between October 1953 and May 1955 and represented a swift but masterly "facelift" of the TD model for the 1953 Motor Show. Lower and sleeker, it sported a slanting imitation radiator with dummy cap and headlights mounted directly into the wings. Initially fitted with a 1,250cc (76cu.in) engine, this was later replaced by the 1,500cc (91cu.in) XPEG unit which BMC had just developed for Magnette saloons and as a result top speed was increased to about 90mph (145km/h). Only 9,600 TFs were built before being discontinued to make way for the new shape MGA. By the end of production, a total 52,649 M.G. T-series cars had been produced.
MG MGC
The MGC was proudly announced at the 1967 Motor Show as a larger engined alternative to the MGB. Using a re-designed version of the familiar BMC six-cylinder C series engine, the three-litre MGC offered a good deal more performance than it's four cylinder brother. With this larger engine almost 120mph (193km/h) was possible and the 0-60mph dash (0-96km/h) was now around the 10 seconds mark. On the road the MGC was virtually indistinguishable from the MGB. The give aways were the bulge on the bonnet accommodating the necessity of a larger radiator, and 15" instead of 14" road wheels. Failing to sell respectable numbers, the model was discontinued in the August of 1969 after only 8,999 had been built. Of this total 4,542 were tourers and 4,457 GTs.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: MG Cars - Magnette, MGA, MGB, Midget, TF
Jeeps: Jeepster, Wagoneer, CJ-5, Jeepster Commando
Classic Jeep
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jeep art featured in this guide please click here.
The Jeep was born more than 60 years ago, during WW2 when the US military required a small, fast vehicle for delivering messages to the front lines and transporting small groups of soldiers over rough terrain. After significantly contributing to the nation's survival in WWII, the Jeep rolled off the battlefield and onto the highways and back roads of America. With it's do-anything nature it evolved into a superb recreational vehicle. This guide celebrates Jeep models produced between 1946 and 1986, under Willys, Kaiser and AMC ownership.
Station Wagon
This was the first of the post-war vehicles to take its place beside the civilian Universal, with production starting in 1946 and running until 1965. Despite being the industry's first station wagon with an all-steel body, the paint scheme was intended to simulate wood panelling, a popular feature on many station wagons of the 1940s. It was offered in standard or deluxe specification. Three chrome bars across the grille and the single chrome strip along the body are identifying points of later models.
Jeepster
The brainchild of Brooks Stevens, the Jeepster was built on a modified Station Wagon chassis. Its six-seat body had just two doors and access to the rear seats was either by folding down part of the front split bench seat or, by climbing on a step on the side of the body. The original VJ-2 Jeepster was fitted with the Go-Devil 4-cylinder engine, although from 1949 the Lightning in-line six raised performance in the Jeepster VJ-3 model.
Gala Surrey
Dispatcher Jeeps were introduced in 1956 aimed at businesses who had a use for the Jeep's nimble size and open bodywork, but had no need for four-wheel drive hardware. Specifically, the DJ was created with resorts, hotels, police departments and later, the US Postal Service in mind. The DJ series was expanded in 1959 to include the Gala, which along with a striped, fringed top came in a range of gaudy colours including bright pink.
Wagoneer
The Wagoneer arrived in Kaiser Jeep showrooms in late 1962 as a 1963 model, in two or four-wheel-drive form. Styling was distinctive, more modern
Orignal From: Jeeps: Jeepster, Wagoneer, CJ-5, Jeepster Commando
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jeep art featured in this guide please click here.
The Jeep was born more than 60 years ago, during WW2 when the US military required a small, fast vehicle for delivering messages to the front lines and transporting small groups of soldiers over rough terrain. After significantly contributing to the nation's survival in WWII, the Jeep rolled off the battlefield and onto the highways and back roads of America. With it's do-anything nature it evolved into a superb recreational vehicle. This guide celebrates Jeep models produced between 1946 and 1986, under Willys, Kaiser and AMC ownership.
Station Wagon
This was the first of the post-war vehicles to take its place beside the civilian Universal, with production starting in 1946 and running until 1965. Despite being the industry's first station wagon with an all-steel body, the paint scheme was intended to simulate wood panelling, a popular feature on many station wagons of the 1940s. It was offered in standard or deluxe specification. Three chrome bars across the grille and the single chrome strip along the body are identifying points of later models.
Jeepster
The brainchild of Brooks Stevens, the Jeepster was built on a modified Station Wagon chassis. Its six-seat body had just two doors and access to the rear seats was either by folding down part of the front split bench seat or, by climbing on a step on the side of the body. The original VJ-2 Jeepster was fitted with the Go-Devil 4-cylinder engine, although from 1949 the Lightning in-line six raised performance in the Jeepster VJ-3 model.
Gala Surrey
Dispatcher Jeeps were introduced in 1956 aimed at businesses who had a use for the Jeep's nimble size and open bodywork, but had no need for four-wheel drive hardware. Specifically, the DJ was created with resorts, hotels, police departments and later, the US Postal Service in mind. The DJ series was expanded in 1959 to include the Gala, which along with a striped, fringed top came in a range of gaudy colours including bright pink.
Wagoneer
The Wagoneer arrived in Kaiser Jeep showrooms in late 1962 as a 1963 model, in two or four-wheel-drive form. Styling was distinctive, more modern
Orignal From: Jeeps: Jeepster, Wagoneer, CJ-5, Jeepster Commando
Corvette Car:T-Top,Roadster,Sting Ray,Convertible,Coupe
Corvette Sports Cars
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Corvette car art featured in this guide please click here.
The only series-production sports car from a major American manufacturer since WW2, the Corvette had been through many incarnations since its launch in 1953, but each time it has managed to capture the spirit of the age. Like most long-lived success stories, there have been vintage and lean years and Corvette enthusiasts can debate for hours the relative merits of the cars which have poured from the production lines over the past 40 years. This guide celebrates nine of the best Corvette models spanning thirty-five years, showing the progress and development of America's favourite sports car.
1954 Corvette Roadster
Made from a new wonder material, glass fibre, the Chevrolet Corvette made its debut in 1953. The dramatic looking model should have been a smash hit but these early cars were plagued with problems and only 315 Corvettes were delivered in 1953. For the first two years the car used a straight-six engine which delivered its 150bhp through a two-speed automatic gearbox and that wasn't the right formula for a true sports car. This was rectified in 1955 when Ed Cole's 4.3 litre V8 with a three-speed manual gearbox was offered as an option.
1957 Corvette Roadster
In 1956 the Corvette acquired a new style. Emerging as a new car, the chassis remained basically the same but Arkus-Duntov made improvements to the steering and handling, although the all-drum brake system was far from perfect. Power was increased and tune options ranged from the basic 210bhp (1956) to 283bhp (1957), with the latter, the Vette topped 130mph and 0-60mph in 5.3 seconds. The restyled body was sensuous, influenced perhaps by the European Mercedes 300SL but still looking 100 percent American.
1959 Corvette Roadster
From 1958 the Corvette started to sell around 10,000 units a year although the purity of the 1956 car's lines were to some extent lost under extra chrome and the new fashionable quad lights. Like other sports cars of the era, the car was putting on weight and becoming more of a GT and despite different tune options the overall performance was not as good as the 1957 model. In 1962 however, this was rectified by the launch of the 360bhp option, which was capable of 0-60mph in 5.5 seconds and made every other mass produced sports car look slow. For that you paid $5,000 and received a car that was also practical, reliable and comfortable.
1963 Corvette Sting Ray Coupe
In 1963 the long awaited restyle for the Corvette finally arrived with the all-new Sting Ray. Flatter and sleeker than before with fuel injection and a redesigned interior, the results were stunning. A 327 V8 installation in the car, available throughout the 1963-1967 generation, offered flexibility with a horsepower range from 250 to 365 and the legendary 396 and 427 cubic inch V8s provided a level of performance formerly reserved for a few of the world's most expensive sports cars. Sting Ray production totalled 117,964 cars.
Corvette T-Top
The replacement for the Sting Ray was launched in 1968 simply as the Corvette but Stingray (one word) was added in 1969. The chassis remained as before but disc brakes were standardized, wheels were wider and a three-speed automatic transmission arrived at last.
1974 Corvette Convertible
In 1974 the Corvette made its last big change for nine years as it metamorphosed into a sleek and swoopy boulevarder. The body coloured bumper treatment was now applied at both the front and at the rear of the car and the public would from now on have to be content with split-roof coupes as this was the last year of the ragtops. It was also the last year of the big-inch motors.
1978 Corvette 350 V8 Indy Pace Car
The Corvette celebrated its Silver Anniversary in 1978 and to make a 10 year old design look fresh without spending lots of money, the existing car was modified by adding a wide wraparound rear window and in effect bringing back the fastback. In honour of the Corvette's 25 Anniversary, a modified Corvette was chosen as the Official Pace Car for the 1978 Indianapolis 500 race classic.
1982 Corvette 350 V8 Collector Edition
The 1982 Collector Edition was the last of the fifth-generation Corvettes and was very much a Grand Tourer rather than an out-and-out sports car. The 350cid (5.7 litre) engine delivered only 200bhp and the car weighed in at over 3400lbs, giving a power-to-weight ratio of only 128bhp/tonne; still very respectable but a long way from the road rocket of the past. 1982 was the first year Cross-Fire injection was used and all cars that year were fitted with automatic transmission. Luxurious, but access to the luggage area was still only via the passenger compartment.
1988 Corvette Coupe
Equipped with a new chassis, the Corvette was ready to return to competition. Although the Corvette Challenge was not a proper international racing series (it was based at the factory in Kentucky), it showed the Chevrolet was trying to get the handling and performance of the new car up to serious levels. Capable of around 150mph, these Corvettes were not "straight-line-specials" but they could be hurled around corners quickly, a far cry from some of the nominally faster products of some other manufacturers.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: Corvette Car:T-Top,Roadster,Sting Ray,Convertible,Coupe
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Corvette car art featured in this guide please click here.
The only series-production sports car from a major American manufacturer since WW2, the Corvette had been through many incarnations since its launch in 1953, but each time it has managed to capture the spirit of the age. Like most long-lived success stories, there have been vintage and lean years and Corvette enthusiasts can debate for hours the relative merits of the cars which have poured from the production lines over the past 40 years. This guide celebrates nine of the best Corvette models spanning thirty-five years, showing the progress and development of America's favourite sports car.
1954 Corvette Roadster
Made from a new wonder material, glass fibre, the Chevrolet Corvette made its debut in 1953. The dramatic looking model should have been a smash hit but these early cars were plagued with problems and only 315 Corvettes were delivered in 1953. For the first two years the car used a straight-six engine which delivered its 150bhp through a two-speed automatic gearbox and that wasn't the right formula for a true sports car. This was rectified in 1955 when Ed Cole's 4.3 litre V8 with a three-speed manual gearbox was offered as an option.
1957 Corvette Roadster
In 1956 the Corvette acquired a new style. Emerging as a new car, the chassis remained basically the same but Arkus-Duntov made improvements to the steering and handling, although the all-drum brake system was far from perfect. Power was increased and tune options ranged from the basic 210bhp (1956) to 283bhp (1957), with the latter, the Vette topped 130mph and 0-60mph in 5.3 seconds. The restyled body was sensuous, influenced perhaps by the European Mercedes 300SL but still looking 100 percent American.
1959 Corvette Roadster
From 1958 the Corvette started to sell around 10,000 units a year although the purity of the 1956 car's lines were to some extent lost under extra chrome and the new fashionable quad lights. Like other sports cars of the era, the car was putting on weight and becoming more of a GT and despite different tune options the overall performance was not as good as the 1957 model. In 1962 however, this was rectified by the launch of the 360bhp option, which was capable of 0-60mph in 5.5 seconds and made every other mass produced sports car look slow. For that you paid $5,000 and received a car that was also practical, reliable and comfortable.
1963 Corvette Sting Ray Coupe
In 1963 the long awaited restyle for the Corvette finally arrived with the all-new Sting Ray. Flatter and sleeker than before with fuel injection and a redesigned interior, the results were stunning. A 327 V8 installation in the car, available throughout the 1963-1967 generation, offered flexibility with a horsepower range from 250 to 365 and the legendary 396 and 427 cubic inch V8s provided a level of performance formerly reserved for a few of the world's most expensive sports cars. Sting Ray production totalled 117,964 cars.
Corvette T-Top
The replacement for the Sting Ray was launched in 1968 simply as the Corvette but Stingray (one word) was added in 1969. The chassis remained as before but disc brakes were standardized, wheels were wider and a three-speed automatic transmission arrived at last.
1974 Corvette Convertible
In 1974 the Corvette made its last big change for nine years as it metamorphosed into a sleek and swoopy boulevarder. The body coloured bumper treatment was now applied at both the front and at the rear of the car and the public would from now on have to be content with split-roof coupes as this was the last year of the ragtops. It was also the last year of the big-inch motors.
1978 Corvette 350 V8 Indy Pace Car
The Corvette celebrated its Silver Anniversary in 1978 and to make a 10 year old design look fresh without spending lots of money, the existing car was modified by adding a wide wraparound rear window and in effect bringing back the fastback. In honour of the Corvette's 25 Anniversary, a modified Corvette was chosen as the Official Pace Car for the 1978 Indianapolis 500 race classic.
1982 Corvette 350 V8 Collector Edition
The 1982 Collector Edition was the last of the fifth-generation Corvettes and was very much a Grand Tourer rather than an out-and-out sports car. The 350cid (5.7 litre) engine delivered only 200bhp and the car weighed in at over 3400lbs, giving a power-to-weight ratio of only 128bhp/tonne; still very respectable but a long way from the road rocket of the past. 1982 was the first year Cross-Fire injection was used and all cars that year were fitted with automatic transmission. Luxurious, but access to the luggage area was still only via the passenger compartment.
1988 Corvette Coupe
Equipped with a new chassis, the Corvette was ready to return to competition. Although the Corvette Challenge was not a proper international racing series (it was based at the factory in Kentucky), it showed the Chevrolet was trying to get the handling and performance of the new car up to serious levels. Capable of around 150mph, these Corvettes were not "straight-line-specials" but they could be hurled around corners quickly, a far cry from some of the nominally faster products of some other manufacturers.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: Corvette Car:T-Top,Roadster,Sting Ray,Convertible,Coupe
Rover Cars Pt 1:P6 3500S,P6 2000,P5 3.5 Litre Coupe,P5
Rover Cars
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Rover car art featured in this guide please click here.
This guide details the classic post-war Rover models, in the form of the P4, P5 and P6, produced between 1949 and 1977. With a rare blend of refinement, practicality and engineering quality, they represent something particularly British in a way that perhaps no other manufacturer's products do.
Rover P4 75 "Cyclops"
The all-new Rover 75 materialised in 1949 and caused many a broken heart among devotees of the classic Rover style of the P3s and models of the later 1930s. Bonnet, wings and body were no longer considered to be separate entities and the new 75 featured up to the minute styling with a full width body with slab sides to front and rear. It was a particularly handsome car. The central pass lamp was a distinctive feature of these early 75s and this soon earned the car the nickname Cyclops.
Rover P4 100
The six-cylinder Rover 100 was introduced for the 1960 season. Fitted with a 2,625cc engine and single SU carburettor, power output was now 104bhp but flexibility and torque had been improved over the superseded 105.
Rover P5 3-Litre
The P5 programme represented a move up market for Rover and in 1955 the plan was approved to make the new model. Bigger than the P4 it would be a 3-Litre luxury saloon and take Rover into a higher price bracket than they had previously catered for under the Wilks regime. Produced in three Mks between 1959 and 1967, the model featured monocoque construction with engine, transmission and front suspension carried on a detachable sub-frame.
Rover P5 3.5 Litre Coupe
The 3.5-Litre Coupe remains the most sought after variant of the P5 Rovers. Introduced in 1967, Rover were at last able to provide the sort of performance which the luxury market was now demanding. The lightweight all-alloy 3,528cc V8 engine had been developed from a General Motors' design, and was related to the engines which Jack Brabham and his team had won world motor racing titles with, in 1966 and 1967.
Rover P6 2000
The final model of the Rover's classic years, the P6 was introduced at the Earls Court Show in 1963. A boldly executed design pointed at the 2-Litre market, it shook established Rover buyers when they first saw it, but its dynamic qualities were soon to attract a devoted following. Running for thirteen years, with engines up to the 3.5-Litre V8, the P6 was replaced in 1976 with the all-new SD1.
Rover P6 3500S
The Three Thousand Five was launched in April 1968 and ran for two years. Only available with automatic transmission it could still outrun a 2000TC, but only just, and of course fuel consumption suffered. October 1971 saw the long awaited introduction of manual transmission V8 model, the 3500S. It could cover a 0-60 dash in just over 9 seconds going on to 120mph or more. With particular appeal as a Police chase car, it undercut the price of similarly rapid Jaguars by a huge margin.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: Rover Cars Pt 1:P6 3500S,P6 2000,P5 3.5 Litre Coupe,P5
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Rover car art featured in this guide please click here.
This guide details the classic post-war Rover models, in the form of the P4, P5 and P6, produced between 1949 and 1977. With a rare blend of refinement, practicality and engineering quality, they represent something particularly British in a way that perhaps no other manufacturer's products do.
Rover P4 75 "Cyclops"
The all-new Rover 75 materialised in 1949 and caused many a broken heart among devotees of the classic Rover style of the P3s and models of the later 1930s. Bonnet, wings and body were no longer considered to be separate entities and the new 75 featured up to the minute styling with a full width body with slab sides to front and rear. It was a particularly handsome car. The central pass lamp was a distinctive feature of these early 75s and this soon earned the car the nickname Cyclops.
Rover P4 100
The six-cylinder Rover 100 was introduced for the 1960 season. Fitted with a 2,625cc engine and single SU carburettor, power output was now 104bhp but flexibility and torque had been improved over the superseded 105.
Rover P5 3-Litre
The P5 programme represented a move up market for Rover and in 1955 the plan was approved to make the new model. Bigger than the P4 it would be a 3-Litre luxury saloon and take Rover into a higher price bracket than they had previously catered for under the Wilks regime. Produced in three Mks between 1959 and 1967, the model featured monocoque construction with engine, transmission and front suspension carried on a detachable sub-frame.
Rover P5 3.5 Litre Coupe
The 3.5-Litre Coupe remains the most sought after variant of the P5 Rovers. Introduced in 1967, Rover were at last able to provide the sort of performance which the luxury market was now demanding. The lightweight all-alloy 3,528cc V8 engine had been developed from a General Motors' design, and was related to the engines which Jack Brabham and his team had won world motor racing titles with, in 1966 and 1967.
Rover P6 2000
The final model of the Rover's classic years, the P6 was introduced at the Earls Court Show in 1963. A boldly executed design pointed at the 2-Litre market, it shook established Rover buyers when they first saw it, but its dynamic qualities were soon to attract a devoted following. Running for thirteen years, with engines up to the 3.5-Litre V8, the P6 was replaced in 1976 with the all-new SD1.
Rover P6 3500S
The Three Thousand Five was launched in April 1968 and ran for two years. Only available with automatic transmission it could still outrun a 2000TC, but only just, and of course fuel consumption suffered. October 1971 saw the long awaited introduction of manual transmission V8 model, the 3500S. It could cover a 0-60 dash in just over 9 seconds going on to 120mph or more. With particular appeal as a Police chase car, it undercut the price of similarly rapid Jaguars by a huge margin.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: Rover Cars Pt 1:P6 3500S,P6 2000,P5 3.5 Litre Coupe,P5
Rolls Royce : Silver Spirit,Shadow,Cloud,Wraith,Ghost
Rolls Royce
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Rolls Royce car art featured in this guide please click here.
This guide features six magnificent examples of the Rolls-Royce marque from the Silver Ghost of 1907 through to the Silver Spirit of 1980. Arguably the most famous of all British car manufacturers, Rolls-Royce Limited was founded in 1906 by two remarkable individuals: Charles Rolls and Henry Royce. Their early masterpiece, the Silver Ghost set a precedent for fine quality automobiles and popularised their famous slogan "The Best Car In The World".
Silver Ghost 1907-1926
Strictly speaking, there was only one Silver Ghost, the car built up on the 13th chassis, with a silver-painted touring body and sliver-plated fittings and given that name by the company in 1907. Its standard title is the 40/50HP, which denotes the engine type and power rating, however the Silver Ghost nickname refused to die. It was with this car that Rolls Royce's reputation of building "The Best Car In The World" was founded. Built between 1907 and 1925 in England and between 1921 and 1926 in the USA, the 40/50HP was continually improved during its lifetime before its replacement by the new Phantom I model in 1925.
Silver Wraith 1947-1959
The custom-bodied Rolls-Royce series of the post-war years, the Silver Wraith continued a famous name from the 1930s. Rolls Royce built the chassis, which was essentially a stretched-wheelbase version (127 or 133 inches) of the Silver Dawn/Bentley Mark VI platform, with the same suspension design and drive-trains. Bodywork was supplied by traditional R-R specialists - Park Ward, HJ Mulliner, Hooper and others, most with wood framing and light-alloy or steel panels. Many Silver Wraiths had classic lines, with freestanding headlamps, separate front wings, divisions between passengers and chauffeur and the characteristic Rolls Royce Parthenon grille.
Silver Cloud III 1955-1965
Introduced in 1962 as a replacement for the Silver Cloud II, the Silver Cloud III featured a distinctive new front-end style with four paired headlamps and a more powerful engine, although following Rolls-Royce tradition this extra power was not disclosed. In 1965, the Silver Cloud III was still mounted on a separate chassis with drum brakes and a live rear axle and although arguably still "The Best Car In The World", at the time the model was beginning to fall behind the rising standards of chassis refinement. A total of 2,044 "Standard Steel" Silver Cloud IIIs were produced before the arrival in late 1965 of the monocoque Silver Shadow series.
Silver Cloud DHC 1959-1965
In addition to the Standard Steel models a number of elegant coach-built body styles were produced for the Silver Cloud chassis. The design had originally started life in 1959 and was built in both saloon and drop-head forms, usually also being seen on the equivalent Bentley chassis. In 1962, the twin headlamps were angled and the much cleaner lines, with the first truly straight-through body, signalled that styling had moved into the present day. Late in 1965 the new Rolls-Royce, The Silver Shadow made its debut featuring monocoque construction, common enough elsewhere but signalling the end of traditional coach-built bodies and the variation of style that had been a feature of the marque since the early days.
Silver Shadow 1965-1980
Introduced in 1965 as a replacement for the Silver Cloud, the Silver Shadow broke new ground for Rolls-Royce in that it was the first monocoque model to be marketed by the company. The 1965 Silver Shadow was packed with new features, which included self-levelling all-independent suspension, disc brakes all-round and the use of standard automatic transmission. Standard or lengthened versions of the Silver Shadow were offered in addition to a coach-built derivative, the Corniche. The Silver Shadow II of 1978 had rack-and-pinion steering, a new air-conditioning system and minor styling changes. When replaced in 1980 by the Silver Spirit, a total of 30,059 saloons had been produced of which 16,717 were Silver Shadow Is.
Silver Spirit 1980
Rolls-Royce finally retired the Silver Shadow range in 1980 after a distinguished fifteen-year career, replacing it with a slightly larger, heavier and more rounded car in the form of the Silver Spirit. Based on a modified floor-pan, chassis and running gear, the new styling was even smoother than before, but still dignified and distinctly Rolls-Royce, and was built to very high standards. A longer-wheelbase variant of the car with four extra inches, arranged to give more rear leg-room was also available. Known as the Silver Spur, it was available from the start of production in 1980-1981. For 1987 these models received a more powerful, yet economical fuel-injected engine together with ABS braking which increased sales and enhanced driver appeal.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: Rolls Royce : Silver Spirit,Shadow,Cloud,Wraith,Ghost
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Rolls Royce car art featured in this guide please click here.
This guide features six magnificent examples of the Rolls-Royce marque from the Silver Ghost of 1907 through to the Silver Spirit of 1980. Arguably the most famous of all British car manufacturers, Rolls-Royce Limited was founded in 1906 by two remarkable individuals: Charles Rolls and Henry Royce. Their early masterpiece, the Silver Ghost set a precedent for fine quality automobiles and popularised their famous slogan "The Best Car In The World".
Silver Ghost 1907-1926
Strictly speaking, there was only one Silver Ghost, the car built up on the 13th chassis, with a silver-painted touring body and sliver-plated fittings and given that name by the company in 1907. Its standard title is the 40/50HP, which denotes the engine type and power rating, however the Silver Ghost nickname refused to die. It was with this car that Rolls Royce's reputation of building "The Best Car In The World" was founded. Built between 1907 and 1925 in England and between 1921 and 1926 in the USA, the 40/50HP was continually improved during its lifetime before its replacement by the new Phantom I model in 1925.
Silver Wraith 1947-1959
The custom-bodied Rolls-Royce series of the post-war years, the Silver Wraith continued a famous name from the 1930s. Rolls Royce built the chassis, which was essentially a stretched-wheelbase version (127 or 133 inches) of the Silver Dawn/Bentley Mark VI platform, with the same suspension design and drive-trains. Bodywork was supplied by traditional R-R specialists - Park Ward, HJ Mulliner, Hooper and others, most with wood framing and light-alloy or steel panels. Many Silver Wraiths had classic lines, with freestanding headlamps, separate front wings, divisions between passengers and chauffeur and the characteristic Rolls Royce Parthenon grille.
Silver Cloud III 1955-1965
Introduced in 1962 as a replacement for the Silver Cloud II, the Silver Cloud III featured a distinctive new front-end style with four paired headlamps and a more powerful engine, although following Rolls-Royce tradition this extra power was not disclosed. In 1965, the Silver Cloud III was still mounted on a separate chassis with drum brakes and a live rear axle and although arguably still "The Best Car In The World", at the time the model was beginning to fall behind the rising standards of chassis refinement. A total of 2,044 "Standard Steel" Silver Cloud IIIs were produced before the arrival in late 1965 of the monocoque Silver Shadow series.
Silver Cloud DHC 1959-1965
In addition to the Standard Steel models a number of elegant coach-built body styles were produced for the Silver Cloud chassis. The design had originally started life in 1959 and was built in both saloon and drop-head forms, usually also being seen on the equivalent Bentley chassis. In 1962, the twin headlamps were angled and the much cleaner lines, with the first truly straight-through body, signalled that styling had moved into the present day. Late in 1965 the new Rolls-Royce, The Silver Shadow made its debut featuring monocoque construction, common enough elsewhere but signalling the end of traditional coach-built bodies and the variation of style that had been a feature of the marque since the early days.
Silver Shadow 1965-1980
Introduced in 1965 as a replacement for the Silver Cloud, the Silver Shadow broke new ground for Rolls-Royce in that it was the first monocoque model to be marketed by the company. The 1965 Silver Shadow was packed with new features, which included self-levelling all-independent suspension, disc brakes all-round and the use of standard automatic transmission. Standard or lengthened versions of the Silver Shadow were offered in addition to a coach-built derivative, the Corniche. The Silver Shadow II of 1978 had rack-and-pinion steering, a new air-conditioning system and minor styling changes. When replaced in 1980 by the Silver Spirit, a total of 30,059 saloons had been produced of which 16,717 were Silver Shadow Is.
Silver Spirit 1980
Rolls-Royce finally retired the Silver Shadow range in 1980 after a distinguished fifteen-year career, replacing it with a slightly larger, heavier and more rounded car in the form of the Silver Spirit. Based on a modified floor-pan, chassis and running gear, the new styling was even smoother than before, but still dignified and distinctly Rolls-Royce, and was built to very high standards. A longer-wheelbase variant of the car with four extra inches, arranged to give more rear leg-room was also available. Known as the Silver Spur, it was available from the start of production in 1980-1981. For 1987 these models received a more powerful, yet economical fuel-injected engine together with ABS braking which increased sales and enhanced driver appeal.
Thank you for reading my guide and I hope you found it interesting!
Orignal From: Rolls Royce : Silver Spirit,Shadow,Cloud,Wraith,Ghost
VW Transporter Campervan,Pickup etc
VW Transporter Campervan,Pickup etc
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic VW Transporter / Campervan art featured in this guide please click here.
This guide features the classic Volkswagen Transporter models produced between 1950 and 1979. Included are four original Split-screen models from 1950-67 period and two second generation Bay-window models from 1967-79 era. 4.8-million Type 2s were produced between as 1950 and 1979 and today, hundreds of thousands of survivors remain cherished due to their unique blend of practicality, dependability and style.
1952 Microbus
After the launch of the Panelvan, which was designed to carry goods, it became obvious that "people carriers" would be needed in the Type 2 range. The Kombi and Microbus arrived in June 1950 as derivatives of the Panelvan with three windows on each side. The Kombi (Type 23) was the more basic version of the two vehicles having removable seats in the load area, in effect a dual-purpose people/cargo carrier. The Microbus (Type 22) had fixed seats, a better standard of interior trim and two-tone paintwork.
1955 Microbus Deluxe
June 1951 saw the release of the eight/nine-seater Deluxe Microbus or Samba. It featured a vast canvas sunroof, windows all the way round, four skylights along each side of the roof and a more fancy exterior trim. Inside, the dash which had previously been a single pod type was now made full-width to incorporate a clock and an optional radio. As with all Type 2s produced up until 1960, semaphore indicators are fitted. Engine capacity is 1,192cc, rated at 30bhp.
1956 Panelvan
Throughout the 17-year lifespan of the Split-screen Transporter, a number of models were offered to suit different purposes. The Panelvan, available in European showrooms from March 1950, proved to be one of the most popular and remained a mainstay of the range throughout. From June 1950 the Panelvan (Type 21) was joined by the Kombi (Type 23), which was basically a Panelvan with three side windows and removable seats in the load area. At the same time the Microbus (Type 22) was introduced, similar to the Kombi but with fixed seats, two-tone paintwork and better trim in the load area.
1962 Microbus Deluxe
Features of the top of the range Transporter are the aluminium strips dividing the two body colours, additional aluminium strips along the sills, chromed hubcaps and VW roundel and bumpers with rubber inserts. Dating from 1962 this model has "bullert" front indicators, pull-out cab door handles, outward-facing engine cooling louvres (with bright trims) and 15-inch wheels with slotted rims. The one-millionth Transporter rolled off the production line on the 2nd of October 1962.
1969 Microbus Deluxe
In August 1967, after the production of 1.8 million Split-screen Transporters, a completely new model was launched. Now popularly referred to as the Bay-Window Transporter after its large, one-piece windscreen, these second generation buses followed the same design philosophy as the originals and although some felt were endowed with less character than the "Splittie", they sold in vast numbers, taking the total number of Type 2s produced to an incredible 4.8 million when production ceased in 1979. The new range included a Panelvan, Microbus, Kombi, Pick-ups and Microbus Deluxe.
1970 Pick-Up
A single-cab pickup was added to the Type 2 range in 1952. The cab section was basically the same as the standard Kombi but from the seat
Orignal From: VW Transporter Campervan,Pickup etc
This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic VW Transporter / Campervan art featured in this guide please click here.
This guide features the classic Volkswagen Transporter models produced between 1950 and 1979. Included are four original Split-screen models from 1950-67 period and two second generation Bay-window models from 1967-79 era. 4.8-million Type 2s were produced between as 1950 and 1979 and today, hundreds of thousands of survivors remain cherished due to their unique blend of practicality, dependability and style.
1952 Microbus
After the launch of the Panelvan, which was designed to carry goods, it became obvious that "people carriers" would be needed in the Type 2 range. The Kombi and Microbus arrived in June 1950 as derivatives of the Panelvan with three windows on each side. The Kombi (Type 23) was the more basic version of the two vehicles having removable seats in the load area, in effect a dual-purpose people/cargo carrier. The Microbus (Type 22) had fixed seats, a better standard of interior trim and two-tone paintwork.
1955 Microbus Deluxe
June 1951 saw the release of the eight/nine-seater Deluxe Microbus or Samba. It featured a vast canvas sunroof, windows all the way round, four skylights along each side of the roof and a more fancy exterior trim. Inside, the dash which had previously been a single pod type was now made full-width to incorporate a clock and an optional radio. As with all Type 2s produced up until 1960, semaphore indicators are fitted. Engine capacity is 1,192cc, rated at 30bhp.
1956 Panelvan
Throughout the 17-year lifespan of the Split-screen Transporter, a number of models were offered to suit different purposes. The Panelvan, available in European showrooms from March 1950, proved to be one of the most popular and remained a mainstay of the range throughout. From June 1950 the Panelvan (Type 21) was joined by the Kombi (Type 23), which was basically a Panelvan with three side windows and removable seats in the load area. At the same time the Microbus (Type 22) was introduced, similar to the Kombi but with fixed seats, two-tone paintwork and better trim in the load area.
1962 Microbus Deluxe
Features of the top of the range Transporter are the aluminium strips dividing the two body colours, additional aluminium strips along the sills, chromed hubcaps and VW roundel and bumpers with rubber inserts. Dating from 1962 this model has "bullert" front indicators, pull-out cab door handles, outward-facing engine cooling louvres (with bright trims) and 15-inch wheels with slotted rims. The one-millionth Transporter rolled off the production line on the 2nd of October 1962.
1969 Microbus Deluxe
In August 1967, after the production of 1.8 million Split-screen Transporters, a completely new model was launched. Now popularly referred to as the Bay-Window Transporter after its large, one-piece windscreen, these second generation buses followed the same design philosophy as the originals and although some felt were endowed with less character than the "Splittie", they sold in vast numbers, taking the total number of Type 2s produced to an incredible 4.8 million when production ceased in 1979. The new range included a Panelvan, Microbus, Kombi, Pick-ups and Microbus Deluxe.
1970 Pick-Up
A single-cab pickup was added to the Type 2 range in 1952. The cab section was basically the same as the standard Kombi but from the seat
Orignal From: VW Transporter Campervan,Pickup etc
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