Launched in the spring of 1967, the Triumph 1300TC was an interesting version of the front-wheel-drive 1300 saloon fitted with the twin-carburettor, 75bhp Spitfire 3 engine and servo brakes. Perhaps less exciting than a Vitesse, but it could manage 90mph and turn-in 30mpg. Total production was 35,342.
Announced in 1959 in 948cc form, the Herald marked the return of Triumph to the small saloon market. Built on a separate chassis, it used rack-and-pinion steering and all-independent suspension, which combined to make it a great car to drive. Its engine capacity was increased to 1,147cc in 1961, as the Herald 1200 and a multitude of different body/engine combinations proliferated within the Herald range until production ended 1971.
The new PC range of six-cylinder models was launched in October 1965 and as with the last of the PB models, these were powered by the Chevrolet engine. The Velox name was dropped and the first two models were the Cresta (replacing the Velox) and the Cresta deluxe. In 1966 the Vauxhall Viscount was introduced. This was the most luxurious Vauxhall of the period, its standard features including power-steering, leather seats, walnut facia and door panels and automatic transmission. A total of 7,025 Viscounts were built up to 1972.
A V8-engined Capri developed by Basil Green Motors, based in Johannesburg, South Africa. Officially backed by Ford SA and marketed through its country-wide dealer chain, Peranas started life as 3000Es and interestingly the engine transplant, giving two extra cylinders added only 14lbs (6.4kg) over the standard V6. With the V8 mounted well back in the newly fabricated chassis, weight distribution was a reasonably 53/47 front to back and performance was spectacular. One magazine recorded 0-60 in 6.1 seconds and 143mph!
The first of a new generation of Jaguar saloons, the Mk 10 was technically more advanced than anything before it. Introduced in October 1961, it featured Jaguar's new independent rear suspension, which gave a comfortable ride with excellent handling. The MkX used the familiar 3.8 litre XK engine in its most powerful 265bhp form and performance was impressive, especially considering the car's unladen weight was around 2 tons. Testing a manual car with overdrive in 1964, Motor magazine recorded a top speed of 120mph and 0-60mph in 10.8 seconds. From October 1966 the Mark X became the 420G (G for Grand). Hardly any different from the Mark X, it had a slightly face-lifted exterior with a chrome strip along its sides and a new grille to match the 420.
The most exciting Mercedes sports-saloon of the 1960s was the incredible 300 SEL 6.3. The brainchild of Erich Waxenberger, development chief at Mercedes-Benz at the time, it involved squeezing the massive 6.3-litre V8 engine of the 600 model into the engine-bay of the standard 300 series car. Looking almost identical to the standard 3-litre car, the 6.3-litre version could be identified by its twin circular headlamps and wider wheels and tyres.
Produced 1963-72. Series 1 (diesel) 1963-64, Mk2 1964-66; MkIII 1967-68, Mk IV 1968-72
Specification Mk IV
Engine: 1.6 litre petrol (Ford).
Transmission: 4-speed manual.
Wheels and Tyres: 14-inch wheels and tyres.
Brakes: Drum.
Turning Circle: 7.62 metres (25ft).
Maximum Speed: 105km/h (65mph).
Dimensions: Wheelbase, 2.69m, track, front and rear, 1.64m; overall length, 4.36m; overall width, 1.72m; height 1.83m.
No. Produced: approx 50 examples.
Bodybuilders: Wincanton Engineering.
This is one of many illustrated classic scooter guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Vespa scooter art featured in this guide please click here.
The Vespa was born out of the need for cheap personal transportation in the chaos of postwar Italy, and also the need for aircraft makers Piaggio to diversify their activities. It was desinged by aircraft designer Corradino d'Ascanio without any preconceived ideas that a motorcycle designer would have brought to the task. The frame was pressed steel monocoque, offering maximum rider comfort with its "stop-thru" layout and integral legshields. The engine, gearbox and rear wheel assembly pivoted to provide rear suspension. Wheels were interchangeable, mounted on stub axles like a car and the gearchange was operated by a twistgrip system on the left handlebar.
The first "Vespas" owed much to a strange looking scooter called the SIMAT designed by Vittorio Belmondo. By taking the SIMAT and adding legshields Piaggio created the MP5, which was nicknamed Paperiono, or Donald Duck. Production was very low at less than a hundred. The original Piaggio-manufactured Vespa scooter was produced at the Pontedera works in 1946. It featured a 98cc fan-cooled, two-stroke, single-cylinder engine, driving directly to the rear wheel. Fairly wide and hung low to the ground, there was no stand, to park it the rider simply leaned the Vespa over on to a running board.
In 1955 one of the most exciting Vespas was introduced, the GS or Grand Sport (VS1). Unlike the British-built 125cc machines, this top model in the Vespa range had a 145cc motor in a different chassis, producing a performance that was considered sensational for the time. The GS evolved through the VS2, VS3 and VS4 until 1959, when the last of the 150 GS Vespas, the VS5 was produced. The 150 Gran Sport was always sold in one colour only, metallic silver grey, and is widely regarded as the classic Vespa.
The Vespa 150 Sportique model was introduced in June 1961. It was a four-speed machine with a revolutionary two percent petrol mixture engine, which helped increase performance whilst decreasing engine carbon deposits. Available in a range of colours it was priced at £144 19s 9d. Other versions of the Sportique followed towards the end of 1962 when sales began to fall, notably the Sportique Supreme finished in polychromatic silver with chromium plated mudguards and cowls and a Grand Luxe version finished in Bahama Gold. Both were fitted with numerous accessories as standard and carried a 12-month guarantee.
A 150 model fitted with a new, sleek, steamlined chassis and squared-off headlamp was introduced in the UK in May 1965. Fitted with a new rotary valve power unit it was known as the Vespa 150GL. A lightweight model in the shape of the 90 Standard appeared in the sprint of 1964, filling the gap in the range. Although the model maintained the traditional Vespa design features, considerable restyling had been applied to both the chassis and the engine, with a pleasing effect.
The Vespa Superspint 90, normally referred to as the 90SS was a high performance, four-speed version of the Vespa 90. The leg shields and handlebars were much narrower than on the standard machine and a special high-performance engine was fitted, giving the 90SS a performance equivalent to some 200cc scooters. In terms of manoeuvrability, the 90SS was superior to all the bigger machines on the market and consequently became highly sought after for competitive use, such as road trials, gymkhanas and racing. Available in Roma Red, Peacock Blue or white (not UK), the Vespa 90 SS was priced at £133 14s 3d.
The year 1970 brought the 180 Rally, the last incarnation of the GS series which would stay in production until 1973 - a lifespan of eighteen years. Featuring a more powerful engine than the earlier 180SS model, the 180 Rally was designed for the sporting scooterist who required a higher performance. A stablemate to the 180 Rally, the Vespa 200 Rally Electronic made its debut in November 1972. It was the top model in the Vespa range with a claimed engine output of 12.3bhp at 5,700rpm. Priced new at £259, it was the first Vespa to feature electronic ignition.
