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  •   MaxNew reacted to this post about 7 months ago
    Mike Renaut created a new group

    Ford Model B, Model 18 & Model 40 / V8 Club

    Ford Model B, Model 18 & Model 40 / V8 Club - Ford produced three cars between 1932 and 1934: the Model B, Model 18 & Model 40. These succeeded the Model A. The Model B continued to offer Ford's proven four cylinder and was available from 1932 to 1934. The V8 (Model 18 in 1932, Model 40 in 1933...
    Ford Model B, Model 18 & Model 40 / V8 Club - Ford produced three cars between 1932 and 1934: the Model B, Model 18 & Model 40. These succeeded the Model A. The Model B continued to offer Ford's proven four cylinder and was available from 1932 to 1934. The V8 (Model 18 in 1932, Model 40 in 1933 & 1934) was succeeded by the Model 48. It was the first Ford fitted with the flathead V8. In Europe, it was built slightly longer. The same bodies were available on both 4 cylinder Model Bs and V8 Model 18/40s. The company also replaced the Model AA truck with the Model BB, available with either the four- or eight-cylinder engine.
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  • Paul Hardiman created a new group

    Ford Model T

    Ford Model T
    Production‎: ‎1908–192
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  • Bob BMW created a new group

    Ford Consul Capri

    Ford Consul Capri
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  •   Shelby Glenn reacted to this post about 10 months ago
    Simon Woolley created a new group

    Ford Anglia 100E

    Anglia 100E (1953-1959)


    Ford Anglia 1172 cc December 1955.JPG
    1955 Ford Anglia 100E
    Overview
    Production 1953-1959 345,841 units
    Assembly United Kingdom / Australia
    Body and chassis
    Body style 2-door saloon
    Related Ford Popular 100E
    Ford Prefect 100E
    Ford Escort 100E (estate)
    Ford...
    Anglia 100E (1953-1959)


    Ford Anglia 1172 cc December 1955.JPG
    1955 Ford Anglia 100E
    Overview
    Production 1953-1959 345,841 units
    Assembly United Kingdom / Australia
    Body and chassis
    Body style 2-door saloon
    Related Ford Popular 100E
    Ford Prefect 100E
    Ford Escort 100E (estate)
    Ford Squire 100E (estate)
    Thames 300E (van)
    Powertrain
    Engine 1172 cc sidevalve Straight-4
    Dimensions
    Wheelbase 87 in (2,210 mm)
    Length 151.75 in (3,854 mm)
    Width 60.5 in (1,537 mm)
    Height 57.25 in (1,454 mm)
    Curb weight 1,624 lb (737 kg)

    In 1953, Ford released the 100E, designed by Lacuesta Automotive[citation needed]. It was a completely new car, its style following the example of the larger Ford Consul introduced two years earlier and of its German counterpart, the Ford Taunus P1, by featuring a modern three-box design. The 100E was available as a two-door Anglia and a four-door Prefect. During this period, the old Anglia was available as the 103E Popular, touted as the cheapest car in the world.

    Internally there were individual front seats trimmed in PVC, hinged to allow access to the rear. The instruments (speedometer, fuel gauge and ammeter) were placed in a cluster around the steering column and the gear change was floor mounted. A heater and radio were optional extras. The dashboard was revised twice; the binnacle surrounding the steering column was replaced by a central panel with twin dials towards the driver's side in 1956; the last from 1959 had twin dials in a binnacle in front of the driver and 'magic ribbon' AC speedo similar to the 1957 E-series Vauxhall Velox/Cresta and '58/'59 PA models, and included a glovebox.

    Under the bonnet the 100E still housed an antiquated, but actually new, 36 bhp (27 kW; 36 PS) side-valve engine sharing the bore and stroke of the old unit but now with larger bearings and inlet valves and pump-assisted cooling. The three-speed gearbox was retained. Some models were fitted with a semi-automatic "Manumatic" gearbox. A second wind-screen wiper was now included at no extra cost, although the wipers' vacuum-powered operation was also retained: by now this was seen as seriously old-fashioned and the wipers were notorious for slowing down when driving up steep hills, or coming to a complete rest when trying to overtake. The separate chassis construction of the previous models was replaced by unitary construction and the front suspension used "hydraulic telescopic dampers and coil springs" – now called MacPherson struts, a term that had not yet entered the public lexicon – with anti-roll bar and semi-elliptic leaf springs at the rear. The car's 87-inch (2,200 mm) wheelbase was the shortest of any Anglia, but the front and rear track were increased to 48 inches (1,200 mm), and cornering on dry roads involved a degree of understeer:
    the steering took just two turns between locks, making the car responsive and easy to place on the road, although on wet roads it was too easy to make the tail slide out.

    A rare option for 1957 and 1958 was Newtondrive clutchless gearchange. The electrical system became 12 volt.

    A facelift of the Anglia 100E was announced in October 1957. This included a new mesh radiator grille, new front lamp surrounds, a larger rear window, larger tail lights and chrome bumpers.

    The 100E sold well; by the time production ceased in 1959, 345,841 had rolled off the production line. There were from 1955 two estate car versions, similar to the Thames 300E vans but fitted with side windows, folding rear seats and a horizontally split tailgate. This necessitated moving the fuel tank. These were the basic Escort and better appointed Squire, which sported wood trim down the sides. This feature has become a common feature of some Ford estates/station wagons ever since. The basic van variant was badged as a Thames product, as were all Ford commercials following the dropping of the Fordson badge.

    An Anglia saloon tested by the British Motor magazine in 1954 had a top speed of 70.2 mph (113.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 29.4 seconds. A fuel consumption of 30.3 miles per imperial gallon (9.3 L/100 km; 25.2 mpg‑US) was recorded. The test car cost £511 including taxes.
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  •   Sam Dawson commented on this post about 1 year ago
    Jay Leno uploaded a new video in Ford GT40 / GT Club

    I often wonder if younger readers today are as awestruck by magazine covers as I was back in the ’60s. One of the most iconic for me was the May 1965 issue of Road & Track, which featured Carroll Shelby with three of the cars he would be racing that year: the Cobra, the Shelby 350 Mustang and the Ford GT40. He’s the reason I own those three cars today. When he visited my garage I asked him to recreate the photo, and he graciously complied.

    / #Ford-GT40 / #Ford

    Another magazine cover, a bit more obscure but no less riveting, was the September/October 1965 issue of Antique Automobile, the official publication of the Antique Automobile Club of America. It featured an enormous chain-driven aero-engined monster nicknamed Rabbit-the-First. At that point in my life I was more into muscle cars and hot rod magazines than antique automobiles that puttered down the road, but this one was different. So different that I saved that copy of the magazine, which I still have. The thought that I would one day acquire that car never crossed my mind. It finally happened about ten years ago. Unlike many aero-engined cars today, this one was assembled in period. It was once thought to be one of Count Zborowski’s Chitty Bang Bang cars, an easy mistake to make because the build was somewhat identical.

    The original owner, Lord Scarisbrick, had an engine taken from a German aircraft that had been shot down. Someone had buried the engine in their back yard, hoping to put it in a car or a boat when the war ended. Scarisbrick acquired the engine and had it put in a beefedup 1910 Mercedes frame. The car quickly acquired the name Rabbit One because of the name Scarisbrick called his wife. Use your imagination to figure that out. The earliest photo I could find of the car showed it in the 1940 Easter Parade in New York. After several American owners it was acquired by famous automotive illustrator Peter Helck, who first saw it in 1950. By then it had a radiator from an early Locomobile, still on the car today. Helck came up with the badge on the radiator that says ‘Benz-Mercedes’. And according to Bill Boddy, the car was run at Brooklands in 1921, we think just the once.

    When I got the Rabbit it just about ran. It had a clutch that barely functioned, which I believe is the original clutch from the 1910 Mercedes, and brakes on the rear wheels only that barely stopped the car. The restoration took so long because the steel water jackets surrounding the cylinders were rusted through; you’d fill the radiator, run a mile or two, and all the water would have gone. We had to hand-make new water jackets out of brass, which took about a year. Hands haven’t changed, so I hope this hand-made engine will now last another 100 years. To make the Rabbit driveable we took off the front axle, which we saved, and fitted an axle from a 1929 Lincoln, which had front brakes. We made a periodlooking drum with hydraulic discs hidden inside them.

    We can always go back to original if need be. We also fitted a modern McLeod clutch and put a clutch brake on the gearbox input shaft using a disc brake from a motorcycle, making it easier to shift the non-synchro transmission. I don’t think any previous owners drove it more than a few hundred miles, at best. After Peter Helck had made a wonderful job of restoring the engine, I don’t think he drove it much at all. Probably because of the clutch and the lack of braking.

    It’s a fascinating vehicle to drive on its thin, almost bicycle-like tyres. Its most impressive part, besides the giant sprockets and huge chains, is the six-cylinder, 18.5-litre, 230bhp engine with its polished brass water jacket and four overhead valves per cylinder. Scarisbrick must have had some male brass parts himself to run this thing at a documented 113mph.

    To sit behind such a mechanical beast is truly a treat. It is so unlike any modern automotive experience; 1600rpm is pretty much the end of the world and the valve springs are not covered. Oil drips down on them from an overhead spigot. You’ve seen those old photos of racers who have taken off their goggles and they look like raccoons because their faces are covered with grease and oil. That’s what it’s like when you drive this thing.

    Once a group was touring my garage and an elderly man with a walking stick yelled out at the top of his lungs, ‘Oh my God! Is that Rabbit One?’ His father had seen it as a boy and told him about it. This man had researched almost all the aero-engined cars at Brooklands, but this one had eluded him. He didn’t look at another car in my collection; he just stayed with this one until the tour had finished. That’s what makes this hobby worthwhile. Fun as it is to preserve history, it’s way more fun to drive it.

    ‘LORD SCARISBRICK MUST HAVE HAD SOME MALE BRASS PARTS HIMSELF TO RUN THIS THING AT 113MPH’
    2017 Ford GT - Jay Leno's Garage
    In 2016, Ford once conquered the 24 Hours of Le Mans 50 years after their first Le Mans win. Now Jay is ready to unveil his new 2017 Ford GT that features th...
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