Delahaye 135 was an automobile manufactured by Delahaye. Designed by young engineer Jean François, it was produced from 1935 until 1954 in many different body styles. A sporting tourer, it was popular for racing; the Delahaye 135 known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was used in the more sedate, longer wheelbase Delahaye 138. Power was 95 hp in twin carburetor form, but 110 hp were available in a version with three downdraught Solex carbs, offering a 148 km/h top speed; the 138 had a single carburetor and 76 hp, was available in a sportier 90 hp iteration. The 135 featured independent, leaf-sprung front suspension, a live rear axle, cable operated Bendix brakes. 17-inch spoked wheels were standard. Transmission was either a synchronized four-speed manual or four-speed Cotal pre-selector transmission.
Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936, the 1938 24 Hours of Le Mans. The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourneur et Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay and Henri Chapron. Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities. A larger-displacement 135M was introduced in 1936; the same as the regular 135, the new engine offered 90, 105, or 115 hp with either one, two, or three carburetors. As with the 135/138, a less sporty, longer wheelbase version was built, called the "148"; the 148 had 3,350 mm in a seven-seater version. On the two shorter wheelbases, a 134N was available, with a 2,150 cc four-cylinder version of the 3.2-litre six from the 135. Along with a brief return of the 134, production of 148, 135M, 135MS models was resumed after the end of the war.
The 135 and 148 were joined by the larger engined 175, 178, 180 derivatives. The 135M continued to be available alongside the newer 235 until the demise of Delahaye in 1954. Presented in December 1938 and built until the outbreak of war in 1940, the Type 168 used the 148L's chassis and engine in Renault Viva Grand Sport bodywork. Wheelbase remained 315 cm while the use of artillery wheels rather than spoked items meant minor differences in track; this curious hybrid was the result of an effort by Renault to steal in on Delahaye's lucrative near monopoly on fire vehicles: after a complaint by Delahaye, Renault relinquished contracts it had gained, but in return Delahaye had to agree to purchase a number of Viva Grand Sport bodyshells. In an effort to limit the market of this cuckoo's egg, thus limiting the number of bodyshells it had to purchase from Renault, Delahaye chose to equip it with the unpopular Wilson preselector; this succeeded well, with the war putting a stop to car production, no more than thirty were built.
Strong and fast, like their Viva Grand Sport half sisters, the 168s proved popular with the army. Many were equipped to run on gazogène during the war and few remain. An sportier version, the 135MS, soon followed; the 135MS was the version most seen in competition, continued to be available until 1954, when new owners Hotchkiss called a halt. The MS had the 2.95 m wheelbase. The type 235, a rebodied 135MS with ponton-style design by Philippe Charbonneaux, appeared in 1951; the 135 was successful as racing car during the late 1930s, winning the Monte Carlo rally 1937 and 24 Hours of Le Mans in 1938. The Le Mans victory, with Chaboud and Trémoulet at the wheel, was decisive, with two more Delahayes coming in second and fourth. A regular 135 came seventh at the 1935 Le Mans, in 1937 135MS came in second and third. Appearing again in 1939, two 135MS made it to sixth and eighth place, again after the war the now venerable 135MS finished in 5th, 9th, 10th. 135s finished 2nd, 3rd, 4th, 5th, 7th, 11th and 12th in the 1936 French Sports Car Grand Prix at Montlhéry.
John Crouch won the 1949 Australian Grand Prix driving a 135MS. Media related to Delahaye Type 135 at Wikimedia Commons
Victor Henry Elford is a former sportscar racing and Formula One driver from England. He participated in 13 World Championship F1 Grands Prix, debuting on 7 July 1968, he scored a total of 8 championship points. Nicknamed "Quick Vic" by his peers Elford was a famous sports car competitor as well as a successful rally driver, associated with Porsche. Elford started as a co-driver, partnering David Seigle-Morris in a Triumph TR3A. By 1961 he had acquired the confidence to see himself as a potential driver in his own right: the confidence was not shared by team manager Marcus Chambers, Elford purchased a race-tuned Mini which he rallied as a privateer with limited success before selling it at the end of the season. 1962 found him achieving success in several UK rallies driving a factory sponsored DKW Junior. The next year saw a return to Triumph and Elford achieved impressively fast times with the Triumph TR4s, although reliability of the cars in Elford's hands was disappointing, the following year Elford switched to Ford: this was the beginning of a successful three-year rallying stint with the Ford Cortinas.
In 1967 Elford was European rally champion in a works Porsche 911. Among other victories he won the 1968 Rally Monte Carlo in a Porsche 911 and only a week the 24 Hours of Daytona in a Porsche 907, Porsche's first overall win in a 24-hour race; that year, he won the Targa Florio teamed with veteran Umberto Maglioli in a famous come-from-behind race after he lost 18 minutes in the first lap due to a tyre failure. Elford entered the French Grand Prix and finished fourth in his first F1 race – a wet one, too. By finishing the 1969 Monaco Grand Prix despite troubles, he became the only driver to do well in both famous events in Monte Carlo since Louis Chiron. Racing in the World Sportscar Championship for Martini Racing against the mighty JWA Gulf team, he was clocked at over 380 km/h in the Porsche 917LH in practise for the 1971 24 Hours of Le Mans, he went on to win the 1971 12 Hours of Sebring in a Porsche 917K, as well as several 1000km Nürburgring races. During the 1972 24 Hours of Le Mans, when he saw a burning Ferrari Daytona in front of him, Elford stopped in mid-race to save the driver.
When opening the door, Elford found an empty cockpit, as the driver had escaped. Elford noticed the wreck of a Lola among the trees, with Jo Bonnier having been killed. Cameras caught the act and Elford was named Chevalier of the National Order of Merit by French President Georges Pompidou. A Targa Florio and Daytona winner, his favourite track was nonetheless the Nürburgring despite the disappointing results in his three F1 attempts there, of which the first two ended in lap 1 accidents, his two last GPs were at the Nürburgring. In addition to the 1000 km, Elford won some 500 km races there. Only Rudolf Caracciola and Stirling Moss beat that record. Elford lap records included: Targa Florio, Nürburgring, Sebring, Monza, Buenos Aires, Road Atlanta, Laguna Seca, Riverside and Le Mans. On 4 February 1967 at Lydden Circuit, he won the first Rallycross event; that year he won the 84 Hour "Marathon de la Route" event at the Nürburgring, on the full 28 km long combined versions, used since the 1930s.
Fellow pilots Hans Herrmann and Jochen Neerpasch preferred "the rally driver" to steer the Porsche 911 through the 7 hours long, four consecutive night turns in rainy and foggy conditions. The winning car was fitted with a semi-automatic Sportomatic transmission, as was another Porsche 911S entered by the factory team. Although he raced five years for Porsche, Elford raced for Ford, Lancia, Alfa-Romeo, Chaparral, Cooper, Lola and Subaru, he drove McLaren in F1 & CanAm, Chevrolet in TransAm. Overseas, Elford was racing in CanAm and the Daytona 500 of NASCAR. Elford nowadays lives in United States. On 25 January 2015, Elford received the 2015 Phil Hill Award from Road Racing Drivers Club, it was presented to him by club president Bobby Rahal. Elford has authored a number of books on the subject of motorsport: Porsche High Performance Driving Handbook ISBN 0-87938-849-8 Vic Elford: Reflections on a Golden Era in Motorsports ISBN 1-893618-52-8 "The Official Web Site" of Vic Elford "Reflections on a golden era of motorsports" interview of Vic Elford
Sunbeam-Talbot Limited was a British motor manufacturing business. It built upmarket sports-saloon versions of Rootes Group cars from 1935 to 1954; as Clément-Talbot Limited it had made Talbot cars since 1902. Clément-Talbot was bought by Rootes brothers in early 1935 and re-organised to make Rootes Group cars branded Talbot. In 1938 after some years of consideration the Rootes brothers dropped plans to make large luxury cars branded Sunbeam, added the name Sunbeam to Talbot and put the extra name on both the cars built in North Kensington and the company building them. After the Second World War Sunbeam-Talbot production was resumed in London in Spring 1946 it was moved to Rootes' new factory at Ryton-on-Dunsmore, Warwickshire and Clément-Talbot's North Kensington works became a Rootes administration and service centre; until acquired by Rootes in 1935 this North Kensington business had manufactured "thoroughbred" high quality Talbot cars and limousines. When it began in 1902 the company's name was Clément-Talbot Limited and it kept that name until 1938 when it was changed to Sunbeam-Talbot.
An independent public listed company on the London Stock Exchange Clément-Talbot was bought in 1919 by A Darracq and Co. In 1920, Darracq bought control of Wolverhampton's Sunbeam Motor Car Company Limited but kept all identities quite separate. In August 1920 Darracq was renamed S T D Motors Limited to recognise the gathering together of Sunbeam Talbot and Darracq under one ownership. Badges used by Clément-Talbot in late 1934 S T D Motors was obliged to sell Wolverhampton's loss-making Sunbeam and North Kensington's profit-making Talbot and they were bought by the Rootes brothers. A provisional agreement with Rootes Securities was reached in January 1935 and from that point Rootes controlled Clément-Talbot. In the summer of 1935 Rootes Securities announced. Sunbeam designs had not been brought up to date and Wolverhampton's production ended. During 1937 Humber Limited, controlled by Rootes, bought Clément-Talbot Limited and Sunbeam Motors Limited, which continued to build buses, from Rootes Securities Limited.
S T D Motors in 1922 had dropped Darracq from the name of its French subsidiary replacing it with Talbot. But they continued to import the French cars and when they were sold in Britain those cars were badged Darracq-Talbot or Talbot-Darracq or just Darracq. By the time this former Clément-Talbot London business was bought by Rootes the two manufacturers of Talbots no longer had any connection at all and in any case continued to manufacture wholly unrelated vehicles. Although Talbots had been selling well the expensive London Talbot designs were dropped from production during 1936, since the new ownership had taken effect they had been incorporating more and more Humber parts, replaced with much cheaper simpler Rootes Group designs intended for a quite different much larger market. From late 1935, capitalising on the high reputation of the brand name Talbot, the Clément-Talbot North Kensington plant made mid-range upgraded versions of their Hillman and Humber cars for Rootes and branded them Talbot.
To begin Talbot's well-known chief engineer and designer Georges Roesch came up with a modified Hillman Aero Minx for the October 1935 Motor Show and it was branded Talbot Ten. Although the intention had been to continue the Sunbeam name on a large and expensive car four years after Rootes bought Sunbeam it was announced Sunbeam Motors and Clément-Talbot were now combined under Clément-Talbot Limited, since renamed Sunbeam-Talbot Limited, would continue to produce good quality cars at reasonable prices; until the Second World War Sunbeam-Talbot cars were made in the Clément-Talbot premises in North Kensington, London with its aging machinery. Those works repaired aero engines during the war and, though production of the prewar models resumed in London, in Spring 1946 Sunbeam-Talbot production was shifted to Rootes' new factory at Ryton-on-Dunsmore and the North Kensington buildings became a Rootes administration and service centre; the first two models were the handsome Sunbeam–Talbot 10 the Talbot Ten and the 3 Litre.
They were modified Hillman-Talbots or Humber-Talbots radiatored and badged as Sunbeam-Talbots for the October 1938 Motor Show. The new 3 Litre car was a combination of current 3 Litre Hillman Hawk re-badged Humber Snipe in a better finished Hillman/Humber body with distinctive rear side-windows; the Ten was launched in August 1938, was an upgrade from the previous Talbot Ten, itself an upgrade of the Hillman Aero-Minx. Purists described the new car as "a Hillman Minx in a party frock", it had a 1185 cc sidevalve Minx unit engine with an alloy head, a chassis that had its origins in that used in the Hillman Aero Minx. The Ten was available with sports tourer bodywork and drophead coupe; the Sunbeam-Talbot 2 Litre was introduced in 1939 and was based on the Ten, though it used the 1944 cc sidevalve engine from the Hillman 14 Humber Hawk. Due to the advent of World War II, these models were rare, they were available in the same bodywork as the Ten. The Sunbeam-Talbot 3 Litre was available as a saloon, sports saloon, sports tourer and drophead coupé.
Another new model for 1939 was the 4 Litre, a 3 Litre car with a 4086 cc sidevalve six and alloy head engine of the Humber Super Snipe. It was supplied as a touring limousine; these models continued to be listed after the waruntil 1948. However, materials were short at that time and it has been reported that "all the engines were needed for the big Humbers", so that Sunbeam Talbot production was in reality or restricted, post-1945, to the Minx based 10 and the 2 Litre. During the war Barlby Road repaired aero engines and built Karr
Triumph Motor Company
The Triumph Motor Company was a British car and motor manufacturing company in the 19th and 20th centuries. The marque had its origins in 1885 when Siegfried Bettmann of Nuremberg formed S. Bettmann & Co. and started importing bicycles from Europe and selling them under his own trade name in London. The trade name became "Triumph" the following year, in 1887 Bettmann was joined by a partner, Moritz Schulte from Germany. In 1889, the businessmen started producing their own bicycles in England; the company was acquired by Leyland Motors in 1960 becoming part of the giant conglomerate British Leyland in 1968, where the Triumph brand was absorbed into BL's Specialist Division alongside former Leyland stablemates Rover and Jaguar. Triumph-badged vehicles were produced by BL until 1984 when the Triumph marque was retired, where it remained dormant under the auspices of BL's successor company Rover Group; the rights to the Triumph marque are owned by BMW, who purchased the Rover Group in 1994. The company was renamed the Triumph Cycle Co. Ltd. in 1897.
In 1902 they began producing Triumph motorcycles at their works in Coventry on Much Park Street. At first, they used engines purchased from another company, but the business prospered and they soon started making their own engines. In 1907 they purchased the premises of a spinning mill on Priory Street to develop a new factory. Major orders for the 550 cc Model H were placed by the British Army during the First World War. In 1921 Bettmann was persuaded by his general manager Claude Holbrook, who had joined the company in 1919, to acquire the assets and Clay Lane premises of the Dawson Car Company and start producing a car and 1.4-litre engine type named the Triumph 10/20 designed for them by Lea-Francis, to whom they paid a royalty for every car sold. Production of this car and its immediate successors was moderate, but this changed with the introduction in 1927 of the Triumph Super 7, which sold in large numbers until 1934. In 1930 the company's name was changed to Triumph Motor Company. Holbrook realized he could not compete with the larger car companies for the mass market, so he decided to produce expensive cars, introduced the models Southern Cross and Gloria.
At first they used engines made by Triumph but designed by Coventry Climax, but in 1937 Triumph started to produce engines to their own designs by Donald Healey, who had become the company's experimental manager in 1934. The company encountered financial problems however, in 1936 the Triumph bicycle and motorcycle businesses were sold, the latter to Jack Sangster of Ariel to become Triumph Engineering Co Ltd. Healey purchased an Alfa Romeo 8C 2300 and developed a new car model with an Alfa inspired straight-8 engine type named the Triumph Dolomite. Three of these cars were made in 1934, one of, used in competition and destroyed in an accident; the Dolomites manufactured from 1937 to 1940 were unrelated to these prototypes. In July 1939 the Triumph Motor Company went into receivership and the factory and goodwill were offered for sale; the Thos W Ward scrapping company purchased Triumph, placed Healey in charge as general manager, but the effects of the Second World War again stopped the production of cars.
In November 1944 what was left of the Triumph Motor Company and the Triumph trade name were bought by the Standard Motor Company and a subsidiary "Triumph Motor Company Limited" was formed with production transferred to Standard's factory at Canley, on the outskirts of Coventry. Triumph's new owners had been supplying engines to Jaguar and its predecessor company since 1938. After an argument between Standard-Triumph Managing Director, Sir John Black, William Lyons, the creator and owner of Jaguar, Black's objective in acquiring the rights to the name and the remnants of the bankrupt Triumph business was to build a car to compete with the soon to be launched post-war Jaguars; the pre-war Triumph models were not revived and in 1946 a new range of Triumphs was announced, starting with the Triumph Roadster. The Roadster had an aluminium body because steel was in short supply and surplus aluminium from aircraft production was plentiful; the same engine was used for the 1800 Town and Country saloon named the Triumph Renown, notable for the styling chosen by Standard-Triumph's managing director Sir John Black.
A similar style was used for the subsequent Triumph Mayflower light saloon. All three of these models prominently sported the "globe" badge, used on pre-war models; when Sir John was forced to retire from the company this range of cars was discontinued without being replaced directly, sheet aluminium having by now become a prohibitively expensive alternative to sheet steel for most auto-industry purposes. In the early 1950s it was decided to use the Triumph name for sporting cars and the Standard name for saloons and in 1953 the Triumph TR2 was initiated, the first of the TR series of sports cars that were produced until 1981. Curiously, the TR2 had the Triumph globe on its hubcaps. Standard had been making a range of small saloons named the Standard Eight and Ten, had been working on their replacements; the success of the TR range meant that Triumph was considered a more marketable name than Standard, the new car was introduced in 1959 as the Triumph Herald. The last Standard car to be made in the UK was replaced in 1963 by the Triumph 2000.
Standard-Triumph was bought by Leyland Motors Ltd. in December 1960. In 1968 Leyland merged with British Motor Holdings (created out of the merger o
The Jaguar XK120 is a sports car manufactured by Jaguar between 1948 and 1954. It was Jaguar's first sports car since the SS 100, which ceased production in 1940; the XK120 was launched in open two-seater or roadster form at the 1948 London Motor Show as a testbed and show car for the new Jaguar XK engine. The display car was the first prototype, chassis number 660001, it looked identical to the production cars except that the straight outer pillars of its windscreen would be curved on the production version. The sports car caused a sensation, which persuaded Jaguar founder and Chairman William Lyons to put it into production. Beginning in 1948, the first 242 cars wore wood-framed open 2-seater bodies with aluminium panels. Production switched to the 1cwt or 112 lb heavier all-steel in early 1950; the "120" in the name referred to the aluminium car's 120 mph top speed, which made it the world's fastest production car at the time of its launch. In 1949 the first production car, chassis number 670003, was delivered to Clark Gable.
The XK120 was available in three versions or body styles, first as an open 2-seater described in the US market as a roadster as a fixed head coupé from 1951 and as a drophead coupé from 1953, all two-seaters and available with Left or Right Hand Drive. A smaller-engined version with a 2-litre 4 cylinder engine, designated the XK100, intended for the UK market was cancelled prior to production. On 30 May 1949, on the empty Ostend-Jabbeke motorway in Belgium, a prototype XK120 timed by the officials of the Royal Automobile Club of Belgium achieved an average of runs in opposing directions of 132.6 mph with the windscreen replaced by just one small aero screen and a catalogued alternative top gear ratio, 135 mph with a passenger-side tonneau cover in place. In 1950 and 1951, at Autodrome de Linas-Montlhéry, a banked oval track in France, open XK120s averaged over 100 mph for 24 hours and over 130 mph for an hour. In 1952 a fixed-head coupé took numerous world records for speed and distance when it averaged 100 mph for a week.
XK120s were highly successful in racing and rallying. The first 242 production XK120s, hand-built with aluminium bodies on ash framing mounted on a steel chassis copied from the Jaguar Mark V chassis using many of the same parts, were constructed between late 1948 and early 1950. To meet demand, beginning with the 1950 model year, all subsequent XK120s were mass-produced with pressed-steel bodies. Aluminium doors and boot lid were retained; the DHC and FHC versions, more luxuriously appointed than the exposed open cars, had wind-up windows and wood veneers on the dashboard and interior door caps. With a high-temperature, high-strength aluminum alloy cylinder head, hemispherical combustion chambers, inclined valves and twin side-draft SU carburetors, the dual overhead-cam 3.4 L straight-6 XK engine was advanced for a mass-produced unit of the time. Using 80 octane fuel a standard 8:1 compression ratio developed 160 bhp. Most of the early cars were exported; the Jaguar factory's access to 80 octane fuel allowed it to provide cars with the higher compression ratio to the press, enabling journalists to test the model's optimum performance in Belgium, on a long, straight stretch of road between Jabbeke and Ostend.
The XK engine's basic design modified into 3.8 and 4.2 litre versions, survived until 1992. All XK120s had independent torsion bar front suspension, semi-elliptic leaf springs at the rear, recirculating ball steering, telescopically adjustable steering column, all-round 12-inch drum brakes which were prone to fade; some cars were fitted with Alfin brake drums to help overcome the fade. The open two-seater's lightweight canvas top and detachable sidescreens stowed out of sight behind the seats, its doors had no external handles. There was an interior pull-cord accessed through a flap in the sidescreens when the weather equipment was in place; the windscreen could be removed for aeroscreens to be fitted. The drophead coupé had a padded, lined canvas top, which folded onto the rear deck behind the seats when retracted, roll-up windows with opening quarter lights; the flat glass two-piece windscreen was set in a steel frame, integrated with the body and painted the same colour. Dashboards and door-caps in both the DHC and the closed coupé were wood-veneered, whereas the open cars were leather-trimmed.
All models had removable spats covering the rear wheel arches. On cars fitted with optional centre-lock wire wheels, the spats were omitted as they gave insufficient clearance for the chromed, two-eared Rudge-Whitworth knockoff hubs. Chromium-plated wire wheels were optional from 1953. Factory standard 6.00 × 16 inch cross ply tyres were fitted on 16 × 5K solid wheels, with 185VR16 Pirelli Cinturato radial tyres available as a option. In addition to wire wheels, upgrades on the Special Equipment version included increased power, stiffer suspension and dual exhaust system; the Motor magazine road-tested an XK120 in November 1949. This pre-production car, chassis number 660001, road-registered as HKV 455, was the first prototype built, it was the 1948 London Motor Show display model, had been driven by Prince Bira in the 1949 Silverstone Production Car Race. When tested, it had the 8:1 compression ratio, was fitted with an undertray, ran with h
The Austin-Healey 3000 is a British sports car built from 1959 to 1967. It is the best known of the "big Healey" models; the car's bodywork was made by Jensen Motors and the vehicles were assembled at BMC's MG Works in Abingdon, alongside the corporation's MG models. During its production life, the car transitioned from an open sports car, albeit with a child-transporting 2+2 option, to a sports convertible. In 1963, 91.5 per cent of all Austin-Healey 3000 cars were exported. The 3-litre 3000 was a successful car, which won its class in many European rallies in its heyday and is still raced in classic car competitions by enthusiasts today. British Motor Corporation ended manufacture in 1967, intending its place to be filled by a car with a new, though similar, engine in a more designed monocoque MGB variant named MGC; the Austin-Healey 3000 was announced on 1 July 1959 with a 3-litre BMC C-Series engine to replace the smaller 2.6-litre engine of the 100-6 and disc brakes for its front wheels.
The manufacturers claimed it would reach 100 mph in 31 seconds. Other changes were minor compared to those between the original 100 and the 100-6; the wheelbase and body were unchanged as were the body-styles, a 2+2 or BT7 and a two-seater BN7. Weather protection remained minimal, a folding plastic roof on a light demountable frame and above the doors detachable side screens holding sliding perspex panels. Wire wheels, overdrive gearbox, laminated windscreen, adjustable steering column, detachable hard top for the 2+2, two-tone paint were available as options. 13,650 Mark Is were built: 2,825 BN7 open two-seaters, 10,825 BT7 2+2s Engines fitted with three SU HS4 carburettors and an improved camshaft were announced at the end of May 1961. Other changes included a vertical barred front grille. Optional extras were similar to the Mark I. From August 1961 a brake servo was available as an optional extra, which improved braking performance. A 3000 Mark II BT7 with hardtop and overdrive tested by the British magazine The Motor in 1961 had a top speed of 112.9 mph and could accelerate from 0–60 mph in 10.9 seconds.
A fuel consumption of 23.5 miles per imperial gallon was recorded. The test car cost £1362 including taxes; the BN7 Mark II was discontinued in March 1962, the BT7 Mark II in June 1962 The 3000 sports convertible Mark II was launched at the end of August 1962. It was a true convertible with saloon car comfort, a new wrap-around windscreen, wind-up side windows, swiveling quarter lights and a quick-action folding roof. Twin SU HS6 carburettors replaced the triple SUs. Austin-Healey claimed it could exceed 115 mph.91.5 per cent of all 1963 Austin Healey 3000 cars were exported to North America. 11,564 Mark IIs were made: 355 BN7 open two-seaters, 5,096 BT7 2+2s, 6,113 BJ7 2+2 sports convertibles The 3000 sports convertible Mark III was announced in February 1964 its power increased from 136 bhp to 150 bhp by a new higher lift camshaft. SU HD8 carburettors replaced HS6 units increasing the choke size from 1.75 to 2 inches, or total area 6.3 sq. inches, increasing by 30.6%). Power-assisted braking became standard instead of optional.
The new car's fascia displayed its tachometer directly in front of the driver. Upholstery was now in Ambla vinylThe Mark III BJ8 remained in production until the end of 1967 when manufacture of Austin-Healeys ceased. Only one further car was built in March 1968. In May 1964 the Phase II version of the Mark III was released, which gained ground clearance through a modified rear chassis. In March 1965 the car received separate indicator lights. 17,712 Mark IIIs were manufactured. Home market car first registered November 1967 Sidescreens Pininfarina exhibited the 3000 as a closed roof grand tourer at the October 1962 Earls Court Show, it was the winning design from a competition by Swiss motoring publication Auto-Jahr. Austin Healey 3000's have a long competition history, raced at most major racing circuits around the world, including Sebring, Le Mans, Mount Panorama Circuit, Bathurst; the BMC competitions department rallied the 3000 from its introduction, but the development of the works cars ended in 1965 because of the success of the Mini Cooper'S'.
Austin Memories—History of Austin and Longbridge Volunteer register with records and photos of the 3000 Austin Healey 3000 at the Internet Movie Cars Database Austin Healey 3000 Mark I-Mark III— specifications and technical data in automobile-catalog.com Wants To Rule The World Tears For Fears music video— Featuring the Austin-Healey 3000
Marseille is the second-largest city of France. The main city of the historical province of Provence, it nowadays is the prefecture of the department of Bouches-du-Rhône and region of Provence-Alpes-Côte d'Azur, it is located on French Riviera coast near the mouth of the Rhône. The city covers an area of 241 km2 and had a population of 852,516 in 2012, its metropolitan area, which extends over 3,173 km2 is the third-largest in France after Paris and Lyon, with a population of 1,831,500 as of 2010. Known to the ancient Greeks and Romans as Massalia, Marseille was an important European trading centre and remains the main commercial port of the French Republic. Marseille is now France's largest city on the Mediterranean coast and the largest port for commerce and cruise ships; the city was European Capital of Culture in 2013 and European Capital of Sport in 2017. It is home to Aix-Marseille University. Marseille is the second-largest city in France after Paris and the centre of the third-largest metropolitan area in France after Paris and Lyon.
To the east, starting in the small fishing village of Callelongue on the outskirts of Marseille and stretching as far as Cassis, are the Calanques, a rugged coastal area interspersed with small fjord-like inlets. Farther east still are the city of Toulon and the French Riviera. To the north of Marseille, beyond the low Garlaban and Etoile mountain ranges, is the 1,011 m Mont Sainte Victoire. To the west of Marseille is the former artists' colony of l'Estaque; the airport lies to the north west of the city at Marignane on the Étang de Berre. The city's main thoroughfare stretches eastward from the Old Port to the Réformés quarter. Two large forts flank the entrance to the Old Port—Fort Saint-Nicolas on the south side and Fort Saint-Jean on the north. Farther out in the Bay of Marseille is the Frioul archipelago which comprises four islands, one of which, If, is the location of Château d'If, made famous by the Dumas novel The Count of Monte Cristo; the main commercial centre of the city intersects with the Canebière at Rue St Ferréol and the Centre Bourse.
The centre of Marseille has several pedestrianised zones, most notably Rue St Ferréol, Cours Julien near the Music Conservatory, the Cours Honoré-d'Estienne-d'Orves off the Old Port and the area around the Hôtel de Ville. To the south east of central Marseille in the 6th arrondissement are the Prefecture and the monumental fountain of Place Castellane, an important bus and metro interchange. To the south west are the hills of the 7th and 8th arrondissements, dominated by the basilica of Notre-Dame de la Garde. Marseille's main railway station—Gare de Marseille Saint-Charles—is north of the Centre Bourse in the 1st arrondissement; the city has a hot-summer mediterranean climate with mild, humid winters and warm to hot dry summers. December and February are the coldest months, averaging temperatures of around 12 °C during the day and 4 °C at night. July and August are the hottest months, averaging temperatures of around 28–30 °C during the day and 19 °C at night in the Marignane airport but in the city near the sea the average high temperature is 27 °C in July.
Marseille is the sunniest major city in France with over 2,900 hours of sunshine while the average sunshine in country. It is the driest major city with only 512 mm of precipitation annually thanks to the Mistral, a cold, dry wind originating in the Rhône Valley that occurs in winter and spring and which brings clear skies and sunny weather to the region. Less frequent is the Sirocco, a hot, sand-bearing wind, coming from the Sahara Desert. Snowfalls are infrequent; the hottest temperature was 40.6 °C on 26 July 1983 during a great heat wave, the lowest temperature was −14.3 °C on 13 February 1929 during a strong cold wave. Marseille was founded circa 600 BC as the Greek colony of Massalia and populated by settlers from Phocaea, it became the preeminent Greek polis in the Hellenized region of southern Gaul. The city-state sided with the Roman Republic against Carthage during the Second Punic War, retaining its independence and commercial empire throughout the western Mediterranean as Rome expanded into Western Europe and North Africa.
However, the city lost its independence following the Roman Siege of Massilia in 49 BC, during Caesar's Civil War, in which Massalia sided with the exiled faction at war with Julius Caesar. Marseille continued to prosper as a Roman city, becoming an early center of Christianity during the Western Roman Empire; the city maintained its position as a premier maritime trading hub after its capture by the Visigoths in the 5th century AD, although the city went into decline following the sack of 739 AD by the forces of Charles Martel. It became part of the County of Provence during the 10th century, although its renewed prosperity was curtailed by the Black Death of the 14th century and sack of the city by the Crown of Aragon in 1423; the city's fortunes rebounded with the ambitious building projects of René of Anjou, Count of Proven