Porsche 911 : 911 Turbo, 911 Carrera 3.0, 911 Carrera RS

Do you remember owning one of the car models below? Please leave a comment below. Perhaps you've recently restored a Porsche 911 or maybe you collect diecast models and brochures.

Porsche 911 1963-1977

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Launched in 1963 as a replacement for the 356, the 911 is probably the most successful sports car of all time. Despite continuous development, which has enhanced its refinement and performance, the 911 has managed to retain its distinctive character and become both an icon of style and automotive engineering. This series guide covers classic 911 models produced between 1963 and 1977.

911 (1963-1968)

Introduced as a replacement for the 356 in 1963, the 911 followed a broadly similar layout to its predecessor, with the gearbox ahead of the rear wheels, the engine behind them, and springing by torsion bars. MacPherson struts were fitted to the front and the old swing axle rear suspension was replaced by a trailing arm system. Construction however was now fully integral. The new 130bhp 1,991cc flat-six engine was air-cooled, and drove through a five-speed transmission. Despite the fact it had only single overhead camshafts, the 911 was as quick as the quad-cam Carrera 2. Weber carburettors replaced Solexes in 1966, a Targa-top model came in 1967, and Sportomatic transmission in 1968. 911L (emission control) models were produced in 1967/8 for the US market.

912 Targa (1965-1969)

Basically a 911 fitted with the old VW-derived 90bhp 1,582cc flat-four, which drove through the old-four-speed gearbox, although the new five-speed transmission was an option. Levels of interior trim were lower than on the now-luxurious 911, and were more in line with the 356C. Less powerful than the 911, the 912's lighter engine made for better weight distribution, the model's top speed of 119mph/191kmh, and 0-60mph in 11.3 seconds, was very respectable for 2 litres in 1965. Over the years, the 912 received most of the up-dates of the 911, but not Sportomatic transmission. The model was dropped in 1969 but it was revived in 1976 for America as the fuel-injected, but slightly slower, 912E.

911S (1966-1973)

By 1967 Porsche offered three versions of the road-going 911, and badged them as the 911T, 911L and 911S. Outwardly the cars were the same, but the 2-litre engine common to each model was available in different stages of tune, the S version being equivalent of the hot Carrera models of the 356 era. The 911S featured larger diameter valves, a compression ratio of 9:8:1 and developed a healthy 160bhp @ 6,600rpm. Top speed was close to 140mph (225kmh). Anti roll bars and Koni shock absorbers were fitted as standard to the S and these made a significant difference to the handling. A 2.2-litre version of the engine arrived for the S model in 1969, increasing again in 1971 to 2.4-litres.

911 Carrera RS (1972-1973)

Considered by many to be the definitive 911, production of the Carrera RS 2.7 began in October 1972. With lighter body panels and stripped out interior trim, the Sport or lightweight 911 RS (code M471) used the classic flat-six engine, now bored out to 2.7 litres and boasted uprated fuel injection and forged flat top pistons - modifications that helped push out a sparkling 210bhp. A Touring version of the Carrera RS 2.7 was also available (M472), which was essentially a 911S interior with the 2.7-litre engine, suspension and body.

911 Carrera 3.0 (1975-1977)

Under Porsche's policy of constant development and revision, August 1973 saw the 911 (150bhp), 911S (175bhp) and 911 Carrera (210bhp) replace previous T, E, S and RS models. There were ever wider wheels, and wheel arches, more controllable handling and new bumpers (from late 1973), which met US impact laws. A revival of the famous Carrera name the model used an aerofoil on the engine lid, which had been developed for the 911 Turbo, which was now in preparation. Three-litre engines began to be introduced in 1975, with the Carrera 3.0 and were standard in 1977. The American market received strangulated emission-controlled models.

911 Turbo (1975-1977)

When Porsche introduced the now legendary 911 in 1963, it was capable of a respectable 130mph/209kmh top speed. This figure improved steadily over the years, but performance increased to new levels with the arrival of the 260bhp 911 Turbo in 1974 - now 153mph/246kmh and 0-60/0-96kmh in 6.1 sec was possible. Developed under the 930 destination, the Turbo was instantly recognisable by its wider wheels and accompanying flared arches, while there was a large tea-tray spoiler at the rear, which helped keep the wheels firmly on the road. For 1978 engine capacity rose to 3.3-litres, with revised Carrera 2 Turbo models arriving in 1990.

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Porsche 911 : 996 Coupe, 993 Turbo, 911 Carrera 2

Do you remember owning one of the classic Porsche 911 models below? Maybe you've recently restored one, or perhaps you collect diecast models or brochures of them. Please leave a comment below.

Porsche 911 1978-1998- Part 2

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The 911 series is one of the world's quintessential sports cars. Thoroughly fresh and modern when introduced in 1963, Porsche has carefully massaged its shape over the last four decades so it remains the most identifiable profile in the sports car world. This guide covers classic 911 models produced between 1978 and 1998.

911SC (1978-1983)

By the mid-to late seventies Porsche were in the position of needing to build a "world car", to meet different governments' requirements, and therefore rationalised the 911 series into the Turbo and the SC. The normally aspirated 3.0-litre engine meant it was good for 141mph/227kmh and 0-60mph in 6.5 seconds in European form (it was much slower in US spec). Servo-assisted brakes were standardised in 1979, and the list of luxury options grew in a deliberate move to make the 911 more attractive to the non-enthusiast. 1982 saw the first genuine cabriolet since the 356 series and in 1984, the sohc flat-six engine was enlarged to 3.2-litres, and the SC became known as the Carrera.

911 Slant-nosed Turbo (1982-1987)

Inspired by the racing 935s of the late 1970s, the "flatnose" 911 conversions were built by Porsche's Zuffenhausen repair department as a special order from 1981, although they were only ever officially listed as an option in 1987 (option code M506 also known as the 930S in the USA). Small numbers were produced, the early ones having headlights mounted in the front wing, while later models were equipped with folding headlights. Behind the bumper an additional oil cooler was placed. A total of 236 were built between 1982 and 1987, and these genuine factory cars are now highly sought after as unique 911 variants.

959 (1987-1988)

This is the ultimate 911. Beneath the familiar body lines are a mind-blowing array of equipment which made the 959, for a time, the world's fastest production road car with a top speed of 197mph/317kmh.In many ways, with the 959 Porsche were reaffirming the spirit of the 911, with its unorthodox rear-mounted, air-cooled, flat-six engine. The 911 had taken a back seat between 1972-1980, when Dr Ernst Fuhrmann was Porsche's chief executive and he decreed to switch to conventional front-engined cars such as the 928. However, with the arrival of his successor, Peter Schultz, the 911 once again moved centre stage and it has remained there ever since.

911 Carrera 2

In 1989 a heavily revised 911 (codenamed 964) was launched as the Carrera 4, which had permanent four wheel drive (31/69% split) and a 3.6-litre version of the flat-six engine. Power increased to 247bhp, which meant a top speed of 156mph/251kmh (0-60mph in 5.2secs). A two wheel drive version, the Carrera 2 arrived late in 1989, which was a fraction quicker than the Carrera 4. Both two and four wheel drive ranges were offered in fixed head, cabriolet and targa-top versions. With the Carrera 4, Porsche managed to establish a new generation of cars with enhanced aerodynamics, handling and performance, while at the same time retaining the spirit of the 911.

993 Turbo (1993-1997)

The 993-bodied car was introduced in December 1993 as the fourth generation of the 911, and it made striking improvements in three most important areas - looks, power and handling. Fitted with a 272bhp, 3.6-litre engine and multi-link rear suspension, top speed rose by 6mph over the 964 to 168mph/270kmh with 0-60mph/0-96kmh at 5.6secs. The styling of the 993 was stunning and for many observers this was the most beautiful of all 911s. With its flared wheel arches, large diameter 17-in (or larger) alloy road wheels and flush headlamp lenses, the Porsche design team had created a car that equalled, and surpassed, the most evocative designs from the Italian styling houses. The 400bhp 993 Turbo was the ultimate extension of the 911 design.

996 Coupe

In 1998 the 996 arrived representing the fifth generation of the remarkable 911 series. It was equally stunning and exciting as the cars from which it was derived, although for the first time the famous flat-six (now 3.4-litres) was water-cooled. This made the car much smother and quieter than its predecessors. There was also clear family resemblance to the Porsche Boxster, which had been introduced for the 1996 model year, since the 996 used the same distinctive headlamps with polycarbonate lenses and a similar front bumper. Bristling with innovative digital technology, the 996 probably represented the world's most idiot-proof driving machine and clearly Porsche had not produced a more competent road car.

Thank you for reading my guide and I hope you found it interesting!

Rootes Car 1960s Humber Hawk 4, Singer Gazelle 2, Hillman Minx

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1960's Rootes Cars

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This guide features several classic Rootes cars from the 1960s.

Humber Hawk 1, 2, 3, 4 (1957-1967)

For the first time since 1948, Rootes introduced an all-new Humber, this being the unit-construction Hawk saloon. Although it retained the existing Hawk's 2.3-litre four-cylinder engine and related transmissions, the structure and suspensions were new. Body-shells were pressed and assembled at the BLSP works in Acton, West London. An estate car derivative of the new Hawk followed in the autumn.

Hillman Husky 2, 3 (1958-1966)

A new-generation Husky estate car took over from the original type at the beginning of the year. Though still a short-wheelbase three-door estate car, the latest Husky was based on the bodyshell of the modern-generation Hillman Minx and initially had a 40bhp version of the 1.4-litre overhead-valve engine. The change-over from old-type to new-type Minx-family production at Rootes was now complete.

Singer Gazelle 1, 2 (1958-1961)

Soon after Rootes had taken control of Singer, the Gazelle was announced. This new model was effectively a new-type Hillman Minx, with an overhead camshaft Singer Hunter engine and a restyled nose. Priced slightly higher than the comparable Hillman Minx, the Gazelle gained the Hillman engine from 1958 -tailfins arrived in 1959. A marketing coup for Rootes, the Gazelle sold in reasonable numbers: 83,061.

Sunbeam Alpine S2 (1960-1963)

The new-generation Alpine appeared during the summer of 1959, this new sportscar being a subtle amalgam of available Minx / Rapier / Husky hardware, all clothed in a smart, befinned, two-seater sports style with wind-up door windows. As with all Rootes medium-sized cars of this period, the platform was based on that of the Hillman Minx. Though there were extra cruciform members under the floor, and stiffening tubes in the engine bay. Series II models from 1960 used the bigger 1,592cc engine.

Hillman Minx 3 (1960-1963)

The first cars with an entirely monocoque body left the factory in May 1956. This new Minx was instantly recognisable by its panoramic rear window. The car had also grown in size with a wheelbase of 96 inches (2,440mm). Most of the extra 3 ¼ in (80mm) was for the benefit of rear seat passengers. There were also some mechanical improvements to the car. The new Minx had the front wheel suspension from the Sunbeam Rapier.

Singer Vogue 1, 2 (1961-1964)

The Vogue was the first of a new generation of medium-sized Rootes cars to be launched (the future Hillman Super Minx and Humber Sceptre models would be built on same base). Like the existing Minx/Gazelle ranges, which continued, the Vogue had a conventional four-dour saloon monocoque structure, this time being powered by a 62bhp/1,592cc version of the familiar Rootes engine.

Hillman Super Minx (1961-1967)

The Singer Vogue came first, in July, but the Hillman Super Minx, announced in October, was the lower-priced basic version of the design from which that car was developed. Compared with the Vogue, which looked similar except for its nose and the interior trim, the Super Minx was less well equipped, though it shared the same 62bhp/1.6-litre engine and choice of manual or Easidrive transmissions. Drum rather than disc front brakes were standard.

Sunbeam Tiger 1 (1964-1966)

The Tiger made its debut in April 1964, with all the style changes already phased in for the Alpine Series IV, but with a 4.2-litre Ford-USA gearbox and a Salisbury back axle. Rack-and-pinion steering with very strange geometry was fitted, while the rear-axle movement was kept partly in check by a Panhard rod. Initially, all Tiger deliveries were aimed at the USA - British sales would begin in spring of 1965.

Hillman Imp Californian (1967-1970)

The Imp Californian was a smart, lowered-roof, fastback coupe version of the Hillman Imp, still with two doors and the same single-carburettor engine. For the Californian, the rear window was fixed, not hinged, and there was less head-room in the rear seats. This was an interesting little niche model, which sold well. A much more powerful version of it, the Sunbeam Stiletto, would be announced later in the year.

Hillman Hunter (1966-1970)

As a replacement for the Super Minx, the new Hunter was the first of a comprehensive family of "Arrow"-designated cars to be launched by the Rootes Group, with a Singer Vogue version soon joining in and estate cars, Minx and Singer Gazelle types all set to follow in 1967. In many ways lighter and more obviously cost-conscious than previous Minx/Super Minx cars had ever been. The style was simple, but neat, hiding a conventional Rootes Group engine/transmission driveline.

Thank you for reading my guide and I hope you found it interesting!

Antique Tractors John Deere - Model A; Marshall - Field Marshall; Fordson - Model N

Antique Tractors

Do you remember owning one of the antique tractors featured below? Maybe you've recently restored one, or perhaps you collect diecast models or brochures of them. Please leave a comment below.

This is one of many illustrated antique tractor guides I've created for the community. I hope you enjoy it and if you would like to find out more about the classic Tractor art featured in this guide please click here.

This guide features several major tractor manufacturers in the years around WW2 and just after. The Second World War created an enormous impetus for tractor growth and Britain at this time relied heavily on the import of American tractors in addition to its home produced models, such as David Brown and Fordson.

David Brown - VAK I

The David Brown company of Huddersfield, Yorkshire, became the first company to build tractors incorporating the Ferguson system, launching in 1936 the Ferguson Model A, or Ferguson-Brown. The first version of this tractor was powered by a British Coventry Climax engine rated at 18-20bhp. It had three forward gears with one reverse and independent wheel brakes. Sales were uninspiring and the Ferguson/Brown partnership broke up in 1939, after Ferguson took one of their tractors to America to gain the interest of Henry Ford, and David Brown decided to manufacture a new tractor with the extra power which farmers appeared to demand. This model became the VAK I and was the first in a series of tractors that achieved outstanding commercial success. The tractor interests of the David Brown Corporation were taken over in 1972 to join Case as part of the Tenneco organisation.

Case - Dex

J.I. Case increased their production capacity by buying Rock Island Plow Co in 1937, the former makers of the Heider and Rock Island tractors. Then in 1939 they introduced the new streamlined D and R followed by S, LA and V ranges, with the identifying colour schemes of Flambeau Red. The three-plough capacity model D came with a number of options, such as row-crop (DC) and orchard (DO) and had a mechanical implement lift. Rated at 26-32hp with Case's own engine, it was joined by the smaller S and Continental-engined V in the early years of the war and by a new 4/5 plough model, the model LA, in 1941. The full range of Case D models were D, DC3 (tricycle), DC4 (wide axle), DEX (hybrid), DO, DV (vineyard) and DR (rice).

Caterpillar - D2

Few tractor names are better known than Caterpillar. From their beginnings in 1904 their speciality has always been track-laying or crawler tractors. The Caterpillar D2 was introduced specifically for agricultural used in 1938. It could handle a three/four furrow plough and was powered by a four-cylinder diesel engine of 26 drawbar and 32 belt horsepower. Speeds of up to 5mph were possible in top (fifth) gear. An interesting feature of the Caterpillar was that it used a horizontally-opposed, twin-cylinder, 10hp petrol engine as a starter motor. Known as a "donkey" starter, these were standard on all Cat diesels. In addition to overcoming the problem of unreliable starting they also kept wear on the engine to a minimum when starting cold.

John Deere - Model A

An early tractor of some note was the Waterloo Boy, which first appeared in 1912 as the progeny of the Waterloo Gasoline Engine Company of Iowa. It was known in Britain as the Overtime and offered 12-25hp with two forward gears plus one reverse. Following a take-over in 1918, the company adopted the name John Deere. The first "real" John Deere tractor was the Model D, which was produced between 1923 and 1952. The longest running of any tractor model it used the familiar John Deere two-cylinder horizontal engine, a feature of all the company's products right up until 1962. Lend Lease schemes during WWII led to the arrival in Britain of many John Deere tractors, they soon gained a reputation for robustness and reliability.

Marshall - Field Marshall

The Marshall M tractor was replaced in 1945 by the Marshall Series I, which featured a differential lock to give maximum traction in difficult conditions. The Series II was produced from 1947 to 1949 and was equipped with steering brakes, which were operated via levers beside the rear wings. The final versions were the Series III from 1949 and 1952 and the IIIA from 1952 to 1957. All used Marshall's well known single-cylinder two-stroke diesel engine. The massive 6 1/2 -inch bore piston travelled through a 9-inch stroke and its audible detonation led to the Marshall's nickname of the "Pom-Pom" tractor. Tracked versions of the Marshall were also marketed under the Fowler name.

Fordson - Model N

It was Henry Ford who made the real breakthrough with cheap mass-produced tractor power. Production of his Model F Fordson started in 1917 at Dearborn, Michigan and it became the most successful tractor ever built with the production totals reaching nearly 750,000 by the late 1920s, when the first major design changes were made. The Model N became the replacement for the Model F, production moving in 1928 to Cork, Ireland and shortly thereafter to Dagenham, Essex. At the start of WW2, tractor production in Britain was almost wholly Fordson, the N having a near monopoly since moving to Dagenham. Apart from imported tractors, the only possible competition were the Marshall M and the David Brown VAC-1, most of the others having ceased production.

Ferguson - TE

Harry Ferguson made his comeback in 1946 with the TE, or Gray Fergie as it was to become known. He had hoped that his tractor would be made by Ford at Dagenham, but it became obvious that this would not happen and he had to look elsewhere. A war surplus factory in Coventry owned by the Standard Motor Company was available, so Ferguson reached an agreement with Sir John Black of Standard to manufacture a British Ferguson similar to the Ford 9N. Lacking a suitable engine, Ferguson initially imported the Continental Z-120 engine for fitment into the TE, but this was replaced in 1947-8 by the Standard engine. The Gray Fergie became one of the world's best known tractors, selling worldwide and even going to the South Pole with Sir Edmund Hillary's Antarctic expedition.

International Harvester - Farmall H

The American company, International Havester, was formed through the merging of McCormick and Deering in 1902. Responsible for two of the most famous early tractor series, the Titan and the Mogul, IHC became of the world's leading tractor producers during these early years. They had exported 3,500 Titans and a smaller number of Moguls to Britain by 1920, backing them up with service and spares. International Harvester had hoped to start tractor production in Britain and had built a factory at Doncaster in Yorkshire, but on the outbreak of war it was taken over for war production. Various IHC models were exported to Britain during the war years with the H and the M being the most popular models, long-lasting and well suited to British needs.

Massey-Harris - Pacemaker & Challenger

The Massey-Harris Pacemaker and Challenger tractors were introduced in 1936. As a development of the company's U-framed tractor series, both models were based on the MH 12-12. Engine modifications increased output to 17bhp at the drawbar or 27bhp on the belt and a new four-speed transmission was now fitted. The Pacemaker was the standard design and the Challenger was the first Massey-Harris row-crop model, with a high-clearance frame and rear-wheel adjustment. In 1938, updated versions of the Pacemaker and Challenger were introduced with a completely new look, with the familiar lines of the old Wallis series being replace by a more fashionable rounded styling. Massey-Harris called the new tractor the Steam-lined Pacemaker and gave it a bright red finish.

Thank you for reading my guide and I hope you found it interesting!

Triumph TR Cars TR2, TR3, TR3A, TR4, TR4A, TR5, TR6, TR7

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Triumph TR Car Series

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This guide features the Triumph TR models.

Triumph TR2

Designed as a moderately priced basic sports car, the Triumph TR2 in production form, was unveiled to the public at the London Motor Show of 1953. The TR2 was built mainly from Standard and Triumph components already available and sold for a very competitive £555. Fitted with a two-litre (121cu.in) overhead valve engine developing 90bhp at 4,800rpm, the top speed for the overdrive model was 107mph (172km/h). 0-60mph (0-96km/h) took around 12 seconds. Other noteworthy features of the Triumph TR2 were the exceptional fuel economy (an average of 34mpg), and the car's first-rate weather equipment, with neat hood and close fitting side-screens. For a while the Triumph TR 2 was the world's lowest priced 100mph (161km/h) sports car.

Triumph TR3A

The first TR3 came off the Canley line in October 1955 and in reality was little different from the TR2 it replaced. It used the famous Triumph "wet liner" engine of 1,991cc (121cu.in.) capacity, which fitted with twin SU carburettors produced 95bhp at 4,800rpm. For the hard-driving sporting motorist on a limited budget, the car was unbeatable. It gave snappy acceleration and a genuine 100mph (161km/h) plus capability, which coupled with safe and predictable handling made it an ideal vehicle for private competitors, both in racing and rallying. August 1956 saw several changes, including the fitting of: front disc brakes, a more modified engine (100bhp), a stronger rear axle and a full width front grille. Although popularly referred to as the TR3A, the car was never known as such by the factory.

Triumph TR4A

The TR4, when it was introduced in 1961 broke new ground for Triumph. Whereas the TR2 / TR3 / TR3A range had been strictly conventional in body layout, the Mitchelotti-styled TR4 was much more masculine in appearance with slab sides and a squared-off tail. It broke the traditional sports car ethos and heralded the arrival of the 1960's generation. Wind-up windows and face-level ventilation made it better equipped than previous TRs and it was the first car to have a removable-roof type hard top, later credited to Porsche in its Targa form on the 911s. The TR4 used a four-in-line unit of 2138cc (130cu.in.) water cooled and consisting of a cast iron block and cylinder head. Acceleration from 0-60mph took 9.8 seconds with a maximum speed of 104mph (167km/h).

Triumph TR5

The quest for more performance inevitably led Triumph from four to six cylinder engines and as a direct result the TR5 PI was introduced in 1968. Retaining the basic seven year old body shape of the TR4, the new model was powered by a six-cylinder fuel-injected (a first for a British production car) engine of 2,498cc (152cu.in.) capacity. This six-cylinder boasted a maximum power output of 150bhp at 5,500rpm, which made the 5 easily the fastest TR yet, capable of a top speed of 117mph (188km/h) and 0-60mph (0-96km/h) in just 8.1 seconds. Basically an interim model, the newly introduced TR5 failed to catch the public's imagination and sadly there were to be a total of only 2,947 examples built before being replaced by the TR6 in the November of 1968.

Triumph TR6

Styled by Karmann of Germany, the last of the traditional Triumph sports cars, the TR6, was produced between November 1968 and February 1975. The TR6 was to be the last in a line of cars that could trace ancestry directly back to the TR4 of 1961. The TR6 utilized the chassis of the TR4A and the engine of the TR5 and naturally some onlookers suggested the car offered little new. Despite the criticisms, the TR6 sold readily with 94,619 examples being produced, most going for export. Performance was excellent from the lusty 2,498cc capacity (152cu.in.), fuel injected six-cylinder engine and even by the end of the production in the mid-seventites, 0-60mph (0-96km/h) in 8.2 seconds was still more than a match for most of its competitors.

Triumph TR7

The TR7's six year career began in January 1975 after Triumph beat MG in a design competition to produce the all-new British Leyland sports car. Carrying the TR name and linking itself with an illustrious group of forbears was perhaps unfortunate, for in reality it was a vehicle from another era of automotive manufacture. Thoroughly modern in appearance with a clean, crisp shape, it did not appeal to the Triumph traditionalists despite being the best handling TR of all time and the most comfortably and comprehensively equipped. A convertible option was offered from 1979, and today these are the most desirable models. Production of the TR7 ended in October 1981 making it the last Triumph sports car ever to be produced.

Thank you for reading my guide and I hope you found it interesting!

Triumph Spitfire GT6,Vitesse, Herald, Mk4 / 1500, Mk3, Mk2, Mk1

Do you remember owning a classic Triumph Spitfire car? Maybe you've recently restored one, or perhaps you collect diecast models or brochures of them. Please leave a comment below.

Triumph Spitfire ( GT6 / Herald / Vitesse )

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This guide celebrates the Triumph Spitfire, GT6, Herald and Vitesse models.

Triumph Spitfire Mk1 and Mk2

The Spitfire made its debut at the London Motor Show in October 1962. With chassis and mechanics derived largely from the Triumph Herald and body styling by Michelotti, it was an immediate success. Longer, leaner and better looking than its main competitors, the Austin Healey Sprite and MG Midget, the Spitfire had some definite advantages, although it was slightly higher priced at £641 when new in 1963. From March 1965 the Mk 2 became available. It featured a slightly more powerful engine and a higher level of trim, but was identical externally to the Mk 1, differing only in the style of the grille mesh.

Triumph Spitfire Mk3

The Spitfire Mk 3 became available from 1967 and represented a number of substantial improvements. The most important of these was the increase in engine capacity to 1296cc, which raised the power output to 75bhp and improved the overall performance of the car. 0-60mph now took 14.5 seconds and coupled with a top speed of 95mph the model was comfortably ahead of the competition. From a styling point of view the MkIII featured a raised bumper blade, several inches higher than before and partly obscuring the radiator entry duct. In addition, the soft top became permanently fitted and the inside of the car more tastefully equipped.

Triumph Spitfire Mk4 / 1500

Featuring better handling and a smoother style, the Spitfire Mk 4 arrived in 1970. Completely re-skinned and re-trimmed, it was a much more refined car than its predecessors. Slower than the Mk III it replaced, due to modifications for the new tighter American regulations, the MkIV inspired the final modification of the model, the 1500. Launched in late 1974, this car with its 1493cc power plant would reach the magic ton and ran successfully until 1980 when production finally closed. All Triumph 1500 s were fitted with an under-bumper, chin spoiler.

Triumph Herald

The Herald was conceived at Standard-Triumph in 1956 and launched three years later with a design from Giovanni Michelotti. Facing tough competition from other small cars like the Mini and Ford Anglia, it achieved considerable success with over half-a-million cars being built in just over a decade. Built in various guises: saloon, coupe, convertible, estate and van (very rare), the Herald saloon was the best seller from all other Herald / Vitesse / Spitfire / GT6 models drew many components.

Triumph Vitesse

The Herald sired a complete family of cars to include the Spitfire and GT6 but closely based on its layout was its big-engined brother the Vitesse. Marketed in the USA as the Sports 6, the Vitesse started life as a six-cylinder 1596cc in 1962, and progressed in 1966 to a 2 litre. Compared to the 1600, the 2 litre had a 1998cc / 95bhp six-cylinder engine to which a new all-synchromesh four-speed gearbox and more robust rear axle were mounted. The 2 litre Mk2 Vitesse arrived in late 1968, sharing all its improvements with the GT6 Mk2, which was launched on the same day.

Triumph GT6

The idea of building a six-cylinder version of the Spitfire came along in 1964. Christened GT 6 and developed with the North American market in mind, the model was launched in 1966. The Mk2 emerged in 1968 and the Mk3 (new body style with cut-off tail) was introduced in late 1970. By this time the GT6 had an all-synchromesh gearbox and a new back axle design with lower-wishbone suspension but these arrived too late as the market had already made up its mind unfavourably about the GT6. Little further effort was devoted to development and production ceased towards the end of 1973.

Thank you for reading my guide and I hope you found it interesting!

Land Rover Discovery 2nd-Generation, XS, 3rd-Generation

Do you remember owning a Land Rover Discovery? Maybe you've recently restored one, or perhaps you collect diecast models or brochures of them. Please leave a comment below.

Land Rover Discovery

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it and if you would like to find out more about the classic Land Rover Discovery art featured in this guide please click here.

The Land Rover Discovery was introduced in the UK in October 1989 to fill the ever widening gap between the luxurious Range Rover and the utilitarian Land Rover Defenders Development started in 1986 and was very rapid by British standards, aided by the fact that the Discovery made use of the coil suspension, engines and full-time four-wheel drive transmission of the Range Rover of the day. This guide celebrates some of the landmarks in the Discovery's history during its first ten years of production.

3-Door 1989

The Discovery brought the Land Rover marque to a whole new band of customers in 1989. Launched into an existing market, the one created by Japanese family 4x4s during the 1980s, the competition was strong but at a basic price of £15,750 (V8 or Tdi) the vehicle looked a bargain. Initially, with only three doors, it was only intended to be a quite distinct vehicle from the more upmarket Range Rover and succeeded brilliantly. Early sales figures showed the Discovery to be a best seller in its class, sometimes double that of its nearest rivals.

Camel Trophy 1990-1997

From 1981, Land Rover provided the vehicles for the Camel Trophy, an annual competitive adventure-safari run in exotic and remote territories with teams from a wide variety of nations. Usually the Landrover product used by the te4ams was the one most recently introduced, with the Discovery making its first appearance in 1990.

5-Door 1991

The much-awaited five-door Discovery arrived in 1991. Side graphics were more restrained than on the original three-door, with just a small Discovery logo on each front wing. The V8i version featured an injected engine and chunky looking five-spoke wheels, which were unique to the five-door model in most markets. The roof-rails were optional on three-doors, but standard on five-door models. The five-door offered the buying public a real alternative to a mundane family saloon and was an instant hit.

2nd-Generation 1994

The 1995 model-year saw major revisions to the Discovery under the "Romulus" project. The V8 was enlarged to 3.9 litres and the 2.5 litre, 4 cylinder 300Tdi engine was offered as an alternative. A five-speed manual transmission or a 4-speed automatic could be specified and a driver's airbag became standard. The passenger airbag was optional. For the exterior, there was a revised front end, with new and larger headlamps. A new grille, indicator lamps, apron spoiler and bold Land Rover decal on the leading edge of the bonnet, made the new Discovery look wider and more purposeful.

XS 1995

Launched for the 1996 model-year, the XS model was aimed at customers seeking a more extrovert appearance for their vehicle. The sport XS was an ABS-equipped seven-seater five-door petrol or turbo-diesel, with bright paint colours, side-rubbing strips and wheel-arch protectors, special lower body graphics and dished alloy wheels. With the introduction of the XS, Discoverys in Britain came in four guises: the unnamed entry models, the S, the sporty XS and the luxurious ES.

3rd-Generation 1998

The UM launch of the third-generation Land Rover Discovery, code named "Tempest", came in September 1998. Slightly longer than the original Discovery and with a wider track, the new model was fitted with either the 4.0 litre petrol V8 (182bhp) or a new 5-cylinder turbo-charged and inter-cooled diesel (136bhp). Features included traction control, ABS and self-levelling suspension. For the more expensive models there was ACE or Active Cornering Enhancement, an ingenious active ride control system designed to minimise the Discovery's characteristic cornering roll.

Thank you for reading my guide and I hope you found it interesting!