Experimenting with plastic welding on our spare Capri dash

[vc_row][vc_column][vc_column_text]Due to his fantastic connections in the motorcycle world our man Brian has built up some what of a reputation for himself as being the go-to man when it comes to motorcycle repairs using the specialist skills of plastic welding.

We let Brian loose with our spare Capri dash, just to see wether he could turn his hand to more than just motorcycles.

More of Brian’s amazing plastic welding work:

[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”23785,23786,23787,23788,23789,23790,23791,23792,23793,23794,23795,23796,23797,23798,23799,23800,23801,23802,23803,23804,23805,23806,23807,23808,23809,23810,23811,23812,23813,23814,23815,23816,23817,23818,23819,23820,23821,23822,23823,23824,23825,23826,23827,23828,23829″][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]Source: Plastic Welding (Wikipedia)

Plastic welding is welding for semi-finished plastic materials, and is described in ISO 472 as a process of uniting softened surfaces of materials, generally with the aid of heat (except solvent welding). Welding of thermoplastics is accomplished in three sequential stages, namely surface preparation, application of heat and pressure, and cooling.

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Gabrielle Caunesil and Riccardo Pozzoli and their Jaguar XJS

Combined, models Gabrielle Caunesil and Riccardo Pozzoli boast over 1,000,000 (1 million) Instagram followers and here they are showing off their new purchase, a classic Jaguar XJS.

Check out their amazing photos as they document their travels and adventures…

Porsche Club GB Region 12

Today we had a visit from one of the members of the Region 12 Porsche Club GB with his beautiful 2000 Porsche GT3.

Source: Wikipedia

The “GT3” nameplate was introduced in 1999 as part of the first generation of the Porsche 996 model range (commonly known as 996.1). As with Porsche’s previous 911 RS models, the 996 GT3 was focused on racing, and so was devoid of items that added unnecessary weight to the car. Sound deadening was almost completely removed, as were the rear seats, rear loud speakers, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons.

The engine of the 996 GT3 set it apart from most of the other Porsche 996 models, although it shared the same basic design of the standard so-called “integrated dry sump” flat-six engine. The engine is naturally aspiratedand based on the unit used in the Porsche 962 and Porsche 911 GT1 race cars. That engine was known as the ‘Mezger’ engine, after its designer Hans Mezger. The engine uses the original air-cooled 911’s versatile dry-sump crankcase, with an external oil reservoir. The 996 GT3 has 360 PS (265 kW; 355 hp), compared to the 300 PS (221 kW; 296 hp) of the regular Porsche 996. In GT3 configuration, this so-called “split” crankcase(meaning the parting line of crankcase is on the crankshaft centreline) uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of three cylinders with water pumped through a radiator. Thus, the GT3 engine is very similar to the completely water-cooled Porsche 962 racing car’s engine, which is based on the same crankcase. The 962 differs, however, by using six individual cylinder heads while the GT1/GT3, like the air and water-cooled Porsche 959, uses two cylinder heads, each covering a bank of three cylinders. The GT3 engine could thus also be thought of as similar to a 959 engine, but with water-cooled cylinders. Up to early model year 2004 996 GT3 production, the basic casting used for the crankcase of the GT3 was the same as the air-cooled engine. The “964” casting number was visible on the bottom of the crankcase, and on areas normally machined in air-cooled applications, but not in water-cooled ones. The crankcase casting was changed in mid-2004 to a “996” casting number crankcase to eliminate these external air-cooled remnants, but internally it was the same.

Because the 911 air-cooled crankcase uses the Porsche 356 engine to transmission mounting flange configuration, the 996 GT3 used a manual gearbox also of air-cooled 911 heritage. This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard 911 type 996 gearbox.

To bring the vehicle’s track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce, thereby increasing grip.

Porsche offered a no-cost option for the GT3 called the ‘Clubsport’ package. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, single mass flywheel, bolt-in half-roll cage, 6-point drivers racing harness (also replacing the standard side airbags), fire extinguisher (mounted in the front passenger footwell) and preparation for a battery master switch. The Clubsport option was never offered to US customers, ostensibly due to the additional DOT crash testing that would have been required to allow US sales.

Miami International Auto Show

[vc_row][vc_column][vc_column_text]Our good friend Kieran Roper has been on his travels once again. This time, he’s out in Miami visiting the Miami International Auto Show.

His first spot, the Bugatti Veyron…he hadn’t even made it to the show at this point!!

Source: Miami International Auto Show

In 1971, Datsun introduced the 240Z, gasoline was 36 cents a gallon and the Miami lnternational Auto Show launched its first exhibition. Today, this same show is recognized as one of the largest and most prestigious in the nation.

A venue for national product introductions, the auto show showcases more than a thousand new vehicles from over 40 manufacturers from around the world – a collection that auto enthusiasts wait all year to see.

This signature South Florida event is back with popular returning exhibits, including Memory Lane celebrating nostalgia of the 50s and Ride & Drive.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”23035,23011,23012,23013,23020,23029,23028,23019,23027,23018,23024,23017,23023,23016,23022,23015,23021,23014,23030,23038,23045,23051,23050,23049,23048,23047,23046,23039,23044,23043,23042,23041,23040,23031,23037,23036,23034,23032″][/vc_column][/vc_row]

By Invitation Only: Vauxhall Heritage Centre

[vc_row][vc_column][vc_column_text]On Friday 5th October, Bridge Classic Cars were formally invited to attend the world-renowned Vauxhall Heritage Centre in Luton.

A special thank you to Stephen Norman – Group Managing Director, Jeremy Townsend – Director, Communications, Vauxhall Motors and Simon Hucknall – Head of Product Communications, Vauxhall for their fantastic hospitality.

The Vauxhall Heritage Centre, housing a collection of 75 vehicles, spanning the company’s entire 115-year history, everything from the first Vauxhall model – a 5hp, single-cylinder, chain-driven ‘horeseless carriage’,  to the very latest 600hp VXR8 GTS-R.

Sitting between these book-end cars are a few others with significant anniversaries. The 1918 D-type Staff Car helped mobilise the British Army during WW1.

There’s more to the collection than just production cars. The XVR and SRV concepts showcase Vauxhall’s industry-leading design capability in the Sixties and Seventies, while the VX Lightning shows how this could have continued into the 21st century. There is also a nod to Bedford, with vehicles ranging from the 1930 2-ton truck, to the CA and CF panel vans.

The breadth and quality of Vauxhall’s Heritage Collection is unique, with most cars roadworthy and maintained by Senior Restorer, Andy Boddy and Terry Forder. A majority of the vehicles were also built just around the corner from the Heritage Centre, at the famous Kimpton Road plant.

[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_video link=”https://www.youtube.com/watch?v=HslRz_7lWZE”][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”22942,22943,22944,22945,22946,22947,22948,22949,22950,22951,22952,22953,22954,22955,22956,22957,22958,22959,22960,22961,22962,22963,22964,22965,22966,22967,22968,22969,22970,22971,22972,22973,22974,22975,22976,22977,22978,22979,22980,22981″][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]And thank you also for the wonderful Vauxhall Model by Model collectors book.

Vauxhall, Model by Model since 1903 exemplifies confidence. It shows the confidence of a company integral to British industry, well into its second century. It is a study of the oldest make of a car in the United Kingdom, one of the oldest in the world with continuous history of manufacture. Vauxhall started life on Thames-side Lambeth and in the 1920s went together with General Motors, by the 21st century the first car maker on the planet to reach 500 millions vehicles. Celebrating 90 years under the same umbrella, some 14.5 million of these were Vauxhalls. Innovation was a way of life at GM with pioneering adoption of V8 engines and automatic transmissions. Vauxhall led Edwardian splendour with the Prince Henry and the 30-98, transforming the wide popular car market in Britain with independent front suspension and integral body structures. In 1914 Vauxhall made D-type army staff cars and in 1941 Churchill tanks, at the Kimpton Road plant in Luton, home of the Vivaro van.

Vauxhall Model by Model is an independent account of Vauxhall. Its endorsement by Vauxhall Communications is another example of corporate confidence in its compiler’s objectivity.

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