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Auto Retro Herblay 2016 - Jaguar MK2

Auto Retro Herblay 2016 - Jaguar MK2

La voiture de mon bof by Cie Elan C

La voiture de mon bof by Cie Elan C

1936 Voiture Minimum

1936 Voiture Minimum

Old France

Facade - Michelet primary school - Lille - France

Facade - Michelet primary school - Lille - France

Paris Centre Signpost

Paris Centre Signpost

Light streams at the Moulin Rouge at Night, Montmartre, Paris

Light streams at the Moulin Rouge at Night, Montmartre, Paris

Journee Sans Voiture, Paris 2015

Journee Sans Voiture, Paris 2015

Facade - Coilliot house - Lille - France

Facade - Coilliot house - Lille - France

Cie Elan C

Schlumpf Car Collection, at CitÃ© de l`Automobile National Museum in Mulhouse, Alasace France. La

Schlumpf Car Collection, at CitÃ© de l`Automobile National Museum in Mulhouse, Alasace France. La

Facade - Faculty of medicine - Lille - France

Facade - Faculty of medicine - Lille - France

Austin-Healey 3000 Mk3

The Healey Hundred was a sensation at the 1952 Earl’s Court Motor Show. Austin’s Leonard Lord had already contracted to supply the engines, but when he noticed the sports car’s impact, he decided he wanted to build it too — it was transformed overnight into the Austin-Healey 100. Donald Healey had spotted a gap in the American sports car market between the Jaguar XK120 (seepages 298—301) and the cheap and cheerful MG T series (seepages 380—83). His hunch was right, for about 80 per cent of all production went Stateside. Over the years this rugged bruiser became increasingly civilized. In 1956, it received a six-cylinder engine in place of the four, but in 1959 the 3000 was born. It became increasingly refined, with front disc brakes, then wind-up windows, and ever faster. Our featured car is the last of the line, a 3000 Mk3. Although perhaps verging on grand-tourer territory, it is also the fastest of all Big Healeys and still a true sports car. (Source: thewheelsofsteel). The Healey Hundred was a sensation at the 1952 Earl’s Court Motor Show. Austin’s Leonard Lord had already contracted to supply the engines, but when he noticed the sports car’s impact, he decided he wanted to build it too — it was transformed overnight into the Austin-Healey 100. Donald Healey had spotted a gap in the American sports car market between the Jaguar XK120 (seepages 298—301) and the cheap and cheerful MG T series (seepages 380—83). His hunch was right, for about 80 per cent of all production went Stateside. Over the years this rugged bruiser became increasingly civilized. In 1956, it received a six-cylinder engine in place of the four, but in 1959 the 3000 was born. It became increasingly refined, with front disc brakes, then wind-up windows, and ever faster. Our featured car is the last of the line, a 3000 Mk3. Although perhaps verging on grand-tourer territory, it is also the fastest of all Big Healeys and still a true sports car. (Source: thewheelsofsteel)

TIRE OF AN OLD CAR YOUNGTIMER

TIRE OF AN OLD CAR YOUNGTIMER

"The Citroën 2CV (French: "deux chevaux" i.e. "deux chevaux-vapeur" (lit. 'steam horses'), "two tax horsepower") was an economy car produced by the French car manufacturer Citroën between 1948 and 1990. It was technologically advanced and innovative, but with uncompromisingly utilitarian unconventional looks, and deceptively simple Bauhaus and Junkers early all metal aircraft inspired bodywork (corrugated for added strength without added weight), that belied the sheer quality of its underlying engineering. It was designed to motorise the large number of small-holder farmers in 1930s France, who were still using horses and carts. It is considered one of Citroën's most iconic cars. In 1953 Autocar in a technical review of the car wrote of "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford". It was described by Car Magazine journalist and author L. J. K. Setright as "the most intelligent application of minimalism ever to succeed as a car". It was designed for low cost, simplicity of use and maintenance, versatility, reliability, low fuel consumption and off-road driving. For this it had a light, easily serviceable engine, extremely soft long travel suspension (with height adjustment by lengthening/shortening of tie rods) high ground clearance, and for oversized loads a car-wide canvas sunroof, which (until 1955) also covered the boot. During a production run of 42 years between 1948 and 1990, 3,872,583 2CVs were produced, plus 1,246,306 Fourgonnettes (small 2CV delivery vans), as well as spawning mechanically identical vehicles including the Ami: 1,840,396; the Dyane: 1,444,583; the Acadiane: 253,393; and the Mehari: 144,953, a grand total of 8,756,688, of which there are still 3,382 on the road in the UK as of January 2013. From 1988 onwards, production took place in Portugal (Mangualde) rather than in France. This arrangement lasted for two years until 2CV production halted. Portuguese built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France. Paradoxically the Portuguese plant was more up-to-date than the one in Levallois near Paris, and Portuguese 2CV manufacturing was to higher quality standards" Source: Wikipedia en.wikipedia.org/wiki/Citro%C3%ABn_2CV

People passing by a French National Police Nationale Car.

People passing by a French National Police Nationale Car.

Schlumpf Car Collection, at CitÃ© de l`Automobile National Museum in Mulhouse, Alasace France. La

Schlumpf Car Collection, at CitÃ© de l`Automobile National Museum in Mulhouse, Alasace France. La

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