1.
MG N-type
–
The MG N-type Magnette is a sports car that was produced by MG from October 1934 to 1936. The engine was a development of the 1271 cc 6-cylinder KD series overhead camshaft engine used in the K-type. Modifications were made to the block and head and fitted with twin SU carburettors it produced 56 bhp at 5500 rpm. Drive was to the wheels through a four-speed non-synchromesh gearbox. The car had a wheelbase of 96 inches and a track of 45 inches, semi elliptic leaf springs, wider and longer than those used on previous cars, were fitted all round and the body was mounted to the chassis using rubber pads. The factory-supplied body was new and taller than on earlier cars, the slab type fuel tank at the rear which had featured on earlier models was no longer seen on the N-Type, being hidden in the tail. As well as the cars, an Airline Coupé model was also available. The NB, announced in 1935, had a body with lower lines. The doors were now front hinged, better seats were fitted, the Airline Coupé body was still available as well. The ND was a model using unsold MG K2 bodies fitted to the N-Type chassis probably only available in 1934. The number made is uncertain as the model does not seem to have officially listed. The NE was the competition variant built for the 1934 Tourist Trophy race, lightweight 2-seat bodies were fitted and the engine was further tuned to give 68 bhp at 6500 rpm. In 1935 three of the cars were fitted with P-Type style bodies and formed the Musketeer racing team which with factory support gained considerable success in various trials, a-Z of Cars of the 1930s
2.
British Motor Corporation
–
The British Motor Corporation Limited was a UK-based vehicle manufacturer, formed in early 1952 to give effect to an agreed merger of the Morris and Austin businesses. BMC acquired the shares in Morris Motors and the Austin Motor Company, Morris Motors, the holding company of the productive businesses of the Nuffield Organisation, owned MG, Riley, and Wolseley. The agreed exchange of shares in Morris or Austin for shares in the new holding company, BMC, in September 1965, BMC took control of its major suppliers, Pressed Steel, acquiring Jaguars body supplier in the process. In September 1966, BMC merged with Jaguar Cars Limited, on 14 December 1966, BMC changed its name to British Motor Holdings Limited or BMH. BMCs headquarters were at the Austin plant at Longbridge, near Birmingham, the use of Morris engine designs was dropped within three years and all new car designs were coded ADO from Amalgamated Drawing Office. Austins management systems, however, especially cost control and marketing, were not as good as Nuffields and as the changed from a shortage of cars to competition. The biggest-selling car, the Mini, was analysed by Ford Motor Company. At the time of the mergers, a well established dealership network was in place for each of the marques, among the car-buying British public was a tendency of loyalty to a particular marque and marques appealed to different market segments. This meant that marques competed against each other in some areas, the Riley and Wolseley models were selling in very small numbers. Styling was also getting distinctly old-fashioned and this caused Leonard Lord, in a move for him. In 1958, BMC hired Battista Farina to redesign its entire car line and this resulted in the creation of three Farina saloons, each of which was badge-engineered to fit the various BMC car lines, The compact Farina model bowed in 1958 with the Austin A40 Farina. A Mark II A40 Farina appeared in 1961 and was produced through 1967 and these small cars used the A-Series engine. The mid-sized Farinas were launched in 1958 with the Wolseley 15/60, other members of the group included the Riley 4/68, Austin A55 Cambridge Mk. III, and Morris Oxford V. Later, the design was licensed in Argentina and produced as the Siam Di Tella 1500, Traveller station wagon, the mid-size cars used the B-Series straight-4 engine. Most of these lasted until 1961, though the Di Tellas remained until 1966. They were replaced with a new Farina body style and most were renamed and these were the Austin A60 Cambridge, MG Magnette Mk. IV, Morris Oxford VI, Riley 4/72, and Wolseley 16/60 and these mostly remained in production until 1968, with no rear-wheel drive replacement produced. Farina also designed a large car, launched in 1959 as the Austin A99 Westminster, Vanden Plas Princess 3-Litre, and Wolseley 6/99, it used the large C-Series straight-6 engine
3.
Car classification
–
Governments and private organizations have developed car classification schemes that are used for innumerable purposes including regulation, description and categorization, among others. This article details commonly used classification schemes in use worldwide, vehicles can be categorized in numerous ways. Regulatory agencies may also establish a vehicle classification system for determining a tax amount, in the United Kingdom, a vehicle is taxed according to the vehicles construction, engine, weight, type of fuel and emissions, as well as the purpose for which it is used. Other jurisdictions may determine vehicle tax based upon environmental principles, such as the user pays principle, another standard for road vehicles of all types that is used internationally, is ISO 3833-1977. In the United States, since 2010 the Insurance Institute for Highway Safety uses a scheme it has developed that takes into account a combination of both shadow and weight. The United States Federal Highway Administration has developed a scheme used for automatically calculating road use tolls. There are two categories depending on whether the vehicle carries passengers or commodities. Vehicles that carry commodities are further subdivided by number of axles and number of units, the United States Environmental Protection Agency has developed a classification scheme used to compare fuel economy among similar vehicles. Passenger vehicles are classified based on a total interior passenger. Trucks are classified based upon their gross vehicle weight rating, heavy duty vehicles are not included within the EPA scheme. A similar set of classes is used by the Canadian EPA, in Australia, the Federal Chamber of Automotive Industries publishes its own classifications. This is a table listing several different methods of vehicle classification. Straddling the boundary between car and motorbike, these vehicles have engines under 1.0 litre, typically only two passengers, and are sometimes unorthodox in construction. Some microcars are three-wheelers, while the majority have four wheels, microcars were popular in post-war Europe, where their appearance led them to be called Bubble cars. More recent microcars are often electric powered, the size of ultracompact cars will be less than minicars, but have engine greater than 50cc displacement and able to transport 1 or 2 persons. Ultracompact cars cannot use standard, because of strict safety standards for minicars. The regulation about running capacity and safety performance of cars will be published in early autumn. Today, there are smaller than ultracompact cars, called category-1 motorized vehicles which it has 50cc displacement or less
4.
Mid-size car
–
A mid-size car is the North American/Australian standard for an automobile with a size equal to or greater than that of a compact. In Europe mid-sizers are referred to as D-segment or large family cars, the automobile that defined this size in the United States was the Rambler Six that was introduced in 1956, although it was called compact car at that time. The mid-size class then grew out of the compacts of the early-1960s, for example, the Ford Fairlane was referred to at its introduction in 1962 as a compact intermediate because it was barely bigger than its close relative, the Falcon. General Motors first entries in the class, such as the Oldsmobile F-85, Pontiac Tempest, and Buick Special were not mechanically related to the compact Chevrolet Corvair, at that time vehicle classes were defined more by their wheelbase than interior passenger space and cargo capacity. The class began to rapidly, and for the next ten years each expansion in size in the full-size field was followed by a proportionate growth in the mid-size models. By the mid-1960s, they were as big as the cars of the mid-1950s. By the mid-1970s, they were nearly as big as the cars of the mid-1960s. During the 1970s, the class was generally defined as vehicles with wheelbases between 112 inches and 118 inches. A turning point occurred in the late 1970s, when rising costs and government fuel economy regulations caused all car classes to shrink. Automakers moved previously full-size nameplates to smaller platforms, new official size designations in the U. S. were introduced by the EPA, which defined market segments by passenger and cargo space. Formerly mid-sized cars that were built on the platform, like the AMC Matador sedan, had a combined passenger and cargo volume of 130 cubic feet. The situation was complicated when General Motors began to downsize its models about two years before everybody else, in 1978, the Chevrolet Malibu nameplate had been redesigned on a 108-inch wheelbase, while the Ford Granada moved to the 105-inch wheelbase of the Ford Fairmonts Fox platform in 1981. Both competed with the Chrysler standard and extended K-cars, often classified as compact, former mid-size platforms such as the Plymouth Satellite would be rebranded as full-size, rebodied, or dropped in the face of the downsized Chevrolet Caprice. Some were subsequently replaced by used to be large compacts. The Granada would be badged with the LTD moniker before being replaced by the class-defining Ford Taurus, similarly, import models such as the Honda Accord and Toyota Camry that had been classified by the EPA as compact in 1985 grew to the mid-size class by the 1990s. The Accord later grew even larger, its eighth North American sedan version was classified by the EPA as a full-size car, the current ninth generation North American sedan was slightly smaller than its immediate predecessor, putting it once again in the mid-size class. Mid-size vehicles today usually have wheelbases between 105 inches and 110 inches, another widely used definition is that of the EPA, which classifies cars between 110 cubic feet and 119 cubic feet of interior volume as mid-size. Mid-size cars are the most popular category of cars sold in the United States, in Japan, the term mid-size car probably does not have the intermediate sense that it does in other markets
5.
MG Y-type
–
The MG Y-Type is an automobile produced by MG in England from 1947 to 1953. It was offered in saloon and limited production open four-seat tourer versions. When production ceased,8,336 Y Types had been produced,6,131 of which were YA saloons,904 were YT Tourers and 1,301 were YB saloons. In the years immediately before the Second World War, MG had sought to supplement its popular range of sports cars with three saloons of various sizes and engine capacities. These were the S, V and W models, the WA had an engine displacement of 2,561 cc, the SA2,288 cc and the smallest of the group, the VA, had an engine of 1,548 cc. The prototype Y Type was constructed in 1939 with a launch at the Earls Court Motor show. However, as a result of the hostilities the public had to wait a further eight years before production commenced, all prototypes originating from the MG Factory at Abingdon were allocated numbers prefixed by the letters EX, this practice continued until the mid-fifties. Although the prototype of the MG Y Type was primarily a Morris concept from Cowley, as a result it was allocated the prototype number EX.166. When the car was launched the MG Sales Literature stated A brilliant new Member of the famous MG breed, a ‘lively’ car, the new One and a Quarter Litre provides higher standards of performance. The UK price of the car was £525.0.0 ex works plus purchase tax of £146.11. 8d, the car featured an independent front suspension layout designed by Gerald Palmer and Jack Daniels. Independent front suspension was much the latest technology at the time. The separate chassis facilitated the ‘Jackall System’, which consisted of four hydraulically activated rams that were bolted to the chassis, two at the front and two at the rear. The jacks were connected to a Jackall Pump on the bulkhead that enabled the front, the power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer develop 54 bhp. With the exception of only the Rover Ten, which managed 2 additional bhp, indeed at the time many manufacturers were still producing side valve engines. The MG Y Type had a high standard of interior furnishing and finish. The facing surfaces of all seats were leather, as were the door pockets, the rear of the front seats were made from Rexine, a form of leathercloth, which matched the leather fronts, as were the door panels themselves
6.
Austin Montego
–
The Austin Montego is a British family car that was produced by British Leyland from 1984 until 1988, and then by Rover Group from 1988 until 1995. On its launch, it was sold as an Austin and also an MG, from 1988, it was sold without a marque following the phasing out of the Austin name. The Montego started life as a four-door notchback variant of project LC10, the Austin Maestro emerged as the five-door hatchback variant. When the designs diverged, the Montego became project LM11, the Montego received different front and rear styling following the replacement of designer David Bache with Roy Axe. It also featured body-coloured bumpers, and front wipers which hid themselves under the bonnet when parked, the Montego offered many improvements over the Maestro, many of which were later incorporated into the latter, such as a new SOHC engine, and a more robust dashboard. As with the Maestro, there was a high-performance MG version which used the solid-state instrument cluster, trip computer. There were originally plans to name it the Rover 400 Series, and pre–production cars in Warwickshire were seen bearing ROVER badges, from 1995, a decade after the Montego was introduced, the 416i and 420i names would be used, but on the unrelated Rover 400 Series. The Montego was launched on 25 April 1984 and it was initially available as a four-door saloon only, filling the gap in the range left by the discontinuation of the Morris Ital saloon two months earlier. However, it would be produced alongside the Ital estate until that model was axed in August 1984, the estate variant was launched at the British International Motor Show in October of that year. The 150 bhp MG turbocharged variant was released in early 1985 as the fastest production MG ever with a 0–60 mph time of 7.3 seconds, and a top speed of 126 mph. The Vanden Plas version, and featured leather seats, walnut veneer and features such as windows, central locking. Like many BL cars before it, early Montegos suffered from build quality and reliability problems which badly damaged the cars reputation amongst the public and this feature was discontinued after a short period. There were also problems with the sets of body-coloured bumpers which tended to crack in cold weather at the slightest impact. This concept, designated AR16, would have spawned a five-door hatchback version to better compete with the Ford Sierra. The 2-litre turbodiesel was a development of the O-Series petrol engine used in the range. The diesel saloon won a CAR magazine giant test against the Citroën BX and they rated the 405 the best car, followed by the BX and then the Montego, with the Audi coming in last. But if people buy diesels, and turbo diesel for their economy, for those isolated moments when cost control is not of the essence, the Montego is a car you can enjoy too. The steering and driving position are quite excellent. the suspension as impressively refined and it is silent over rough bumps, poised and well damped
.jpg)
.jpg)
