ZAZ automobiles Ukraine 1958 – 1994

ZAZ Zaporozhets

ZAZ Zaporozhets

ZAZ-966 Logo

ZAZ-965 and ZAZ-968 cars

ZAZ Zaporozhets (UkrainianЗапоро́жецьRussianЗапоро́жецAbout this sound pronunciation ) was a series of rear-wheel-drivesuperminis (city cars in their first generation) designed and built from 1958 at the ZAZ factory in Soviet Ukraine (UkrainianЗапорізький автомобільний заводZaporiz’kyi Avtomobilnyi Zavod, or Zaporizhian Automobile Factory). Different models of the Zaporozhets, all of which had an air-cooledengine in the rear, were produced until 1994. Since the late 1980s, the final series, 968M, was replaced by the cardinally different ZAZ-1102 Tavriahatchback, which featured a front-wheel drive and a more powerful water-cooled engine.

The name Zaporozhets translates into a Cossack of the Zaporizhian Sich or а man from Zaporizhia or the Zaporizhia Oblast.

Zaporozhets is still well-known in many former Soviet states. Like the Volkswagen Beetle or East Germany‘s Trabant, the Zaporozhets was destined to become a “people’s car” of the Soviet Union, and as such it was the most affordable vehicle of its era. At the same time, it was rather sturdy and known for its excellent crossing performance on poor roads. Another important advantage of the Zaporozhets was its ease of repairs. The car’s appearance gave birth to several nicknames that became well known across the Soviet Union: horbatyi (“hunchback“, owing to ZAZ-965’s insect-like form; although ZAZ factory workers never used this nickname), malysh (English: Kiddy),ushastyi (“big-eared“, due to 966 and 968’s round air intakes on each side of the car to cool the rear-mounted engine), mylnitsa (“soap-box”, for ZAZ-968M, lacking “ears” and producing a more box-like appearance).

Numerous special versions of the Zaporozhets were produced, equipped with additional sets of controls that allowed operating the car with a limited set of limbs, and were given for free or with considerable discounts to disabled people, especially war veterans, side-by-side with SMZ-series microcars. These mobility cars would at times consume up to 25% of ZAZ factory output.

First generation (1960-1969)

ZAZ-965 (1960-1963)

ZAZ-965A (1962-1969)

ZAZ-965A
Overview
Manufacturer Zaporizhian Automobile Factory
Also called Zaporozhets
Production 1960–1969
Body and chassis
Class City car (A-segment)
Body style 2-door saloon
Layout RR layout
Powertrain
Engine
Dimensions
Wheelbase 2,160 mm (85.0 in)
Length 3,330 mm (131.1 in)
Width 1,395 mm (54.9 in)
Height 1,450 mm (57.1 in)
Curb weight 665 kg (1,466 lb)
Chronology
Successor ZAZ-966 Zaporozhets

ZAZ-965

The ZAZ 965 was a city car produced from 1960 to 1963. Design of a car accessible to the public, and one in part taking the place of the soon to be discontinued Moskvitch 401, began in 1956. Following the growing trend of city cars (then accounting for between 25% and 40% of all European car sales), the minister in charge of Minavtroprom (the Soviet automotive ministry) Nicholas Strokin selected the new Fiat 600 as the model to follow. However, apart from general principles of mechanics and a close visual similarity to the Fiat 600, the ZAZ was in fact a completely different car.

ZAZ-965 dashboard

The first prototype, the Moskvich-444, was designed by MZMA in October 1957; it used the same glass for front and rear windows. Its ground clearance, on 13 in (330 mm) wheels, was 200 mm (7.9 in). The prototype was first powered by a flat twin-cylinder MD-65 engine provided by the Irbitskiy Motorcycle Plant, which was “totally unsuited”: it produced only 17.5 hp (13.0 kW; 17.7 PS) and lasted only 30,000 km (19,000 mi) between major overhauls. As a result, a search for another engine was begun, and the success of the VW Type 1‘s boxer led to a preference for an air-cooled engine, which NAMI (the National Automobile Institute) had on the drawing board.Minavtroprom, however, preferred a 23 hp (17 kW; 23 PS) rear-mounted 746 cc (45.5 cu in) V4, the NAMI-G, which had the additional advantage of being developed for the LuAZ-967. As a result, it had characteristics not common for automobile engines, including a magnesium alloy engine block. (This engine, the MeMZ 965, would be built by the Melitopolski Motor Plant, MeMZ.) It had the drawback of needing to have the rear of the car redesigned to fit, as well as needing a new rear suspension. The influence of the LuAZ designers led to the introduction of independent suspension on all four wheels. Its front doors open in a manner like suicide doors, partly to make it more accessible to the disabled.

One of the primary differences was that the engine, which featured a V4 layout in place of the Fiat‘s inline-four, was air-cooled. The Zaporozhets also featured bigger wheels and front suspension on torsion bars. In 1958, the government ordered production of the car in the reformed ZAZ factory, under its final designation ZAZ-965. All further production of the car was carried out there.

The new car was approved for production at the MeMZ factory 28 November 1958, changing the name to ZAZ (Zaporizhia Automobile Building Plant) to reflect the new profile. The Zaporizhia factory was supplemented with the Mikoyan Diesel-Building Factory in Melitopol, which was part of the Soyuzdieselcombinat.

The first car, dubbed the ZAZ-965 Zaporozhets, was delivered 12 June 1959, was approved 25 July 1960, and entered production 25 October. The Zaporozhets was priced at 1,800 rubles.

There was also a car-derived van model for the Soviet post office, the 965S, with right-hand drive and blanked-off windows.

ZAZ-965A

ZAZ-965AE

The 965A was an improvement on the 965 and was produced from November 1962 to May 1969. In total, 322,106 units of the 965 were produced. It was powered by a MeMZ 965 rear-mounted, air-cooledOHV 887 cc (54.1 cu in) V4 engine, partially of aluminium design, producing 27 PS (20 kW). From November 1966 some cars were fitted with the slightly more powerful 30 PS (22 kW) MeMZ-965A engine. The 965’s modest engine output has given ground to an urban joke that it was used as a starter motor in Soviet tanks.

As Soviet drivers were expected to do much of the servicing themselves, and auto workshops were in short supply anyway, the engine’s 90° V4 layout proved more practical, especially in harsh winter conditions. The higher centre of gravity of the engine also provided superior traction on steep slopes, though this advantage, which was also continued in later models, came at the expense of the car’s infamous cornering stability.

The 965A also had its versions for the disabled (ZAZ-965B, AB, AR), as well as a more luxurious export variant ZAZ-965AE Yalta.

Despite low prestige of those cars, they have shown an unbeaten accessibility and popularity among the Soviets, becoming the “car for pensioners and intellectuals”. They were the cheapest Soviet-made cars. Quite a large number of them was produced in variants for disabled people, with modified steering.

Between November 1966 and May 1969 the 965A and its successor, the ZAZ966, were produced concurrently.

When production of the 965 ended, 322,116 had been built.

The 965 also inspired the 1962 prototype NAMI 086, named Sputnik (Fellow Traveller), with a 15 PS (11 kW) 500 cc (31 cu in) vee-twin (half an MeMZ 965), electromagnetic clutch and four-speed transmission. Fitted with four-wheel independent suspension and weighing just 520 kg (1,150 lb), intended for use by the disabled, it was never built.

The ZAZ KD of 1969 was also based on the 965, fitted with a glassfibre body, giving it a weight of only and a top speed of 75 mph (121 km/h) on just 30 PS (22 kW). It was never produced in quantity, either.

Second generation (1966-1994)

ZAZ-966 (1966-1972)

ZAZ-968 (1971-1980)

ZAZ-968M (1979-1994)

Vladimir Putin with his 1972 ZAZ-968
Overview
Manufacturer ZAZ (Zaporizhian Automobile Factory)
Also called Zaporozhets
Production 1966–1994
Body and chassis
Class Supermini (B)
Body style 2-door notchbacksaloon
Powertrain
Engine 1.2L MeMZ-968V4
Transmission 4-speed manual
Dimensions
Wheelbase 2,160 mm (85.0 in)
Length 3,730 mm (146.9 in)
Width 1,540 mm (60.6 in)
Height 1,370 mm (53.9 in)
Curb weight

780 kg (1,720 lb)

(dimensions for ZAZ-968)

Chronology
Predecessor ZAZ-965A (Zaporozhets)
Successor ZAZ-1102 Tavria

ZAZ-966

ZAZ-966

The second generation of the Zaporozhets was a series of subcompact cars, production starting of the 966 in November 1966, although the prototype was working on as 1961. It had a completely restyled bodywork (done entirely by ZAZ), no longer resembling the Fiat 600 and arguably similar to the Chevrolet Corvair or the NSU Prinz. This was an effort to cure some of the 965’s issues, such as torsion bars that lost tension, suicide doors, and engine overheating and noise. The engine was the 30 hp (22 kW; 30 PS) 887 cc (54.1 cu in) MeMZ 966A. A radio was standard equipment. The price had inched up, too, from 1,800 rubles at the 965’s debut to 2,200 by 1969.

While featuring a larger two-door notchbacksaloon body, it still featured an air-cooled V4 engine and featured more prominent air intakes – the so-called “ears”, although a decorative chrome grille was also present. The car’s rear suspension was also replaced. The 966 started out as the simpler ZAZ-966V (ЗАЗ-966В in Cyrillic) with the 30 hp (22 kW; 30 PS) engine from the 965A, which was also featured on all later models. Much like the 965A, the 966V was also produced in several special variants for the disabled (VR, VB, VB2 – until January 1973). It was produced in tandem with the 965 from November 1966 to May 1969.

ZAZ launched an upgraded 966B in 1968, powered by a new 40 hp (30 kW; 41 PS) 1,197 cc (73.0 cu in) MeMZ 968 V4, while the 30 hp (22 kW; 30 PS) 966A-powered model became the 966-1 which was only ever produced in small numbers. The 966B, weighing in at 780 kg (1,720 lb), was heavier than the earlier model, but faster, reaching 75 mph (121 km/h).

The 966 was discontinued in 1972, with the introduction of the ZAZ 968.

Nicknamed “Zapo” in the Eastern Bloc, the 966 was also popular in Western Europe, including some Scandinavian countries and France. Some markets fitted a 956 cc (58.3 cu in) Renault engine.

ZAZ-968

ZAZ-968

ZAZ-968 rear view

The ZAZ-968 and its modifications were produced from 1971 to 1980. It featured the same 40 hp (30 kW; 41 PS) 1,197 cc (73.0 cu in) MeMZ 968 V4 as the ZAZ 966, but the exterior design was slightly modernized. The most obvious alteration was replacing the fake chrome grille in the car’s front with a horizontal chrome decoration. Among other changes was the less austere dashboard and better front brakes. The 968 was discontinued in 1978, having been produced simultaneously with the newer 968A since 1973, which was produced until 1980. It introduced new safety measures, including a safer driving wheel and a plastic dashboard instead of the earlier metal one. The 968A also had its variants for the disabled (the ZAZ-968R, B, B2, AB, and AB2) with the 30 hp (22 kW; 30 PS) 887 cc (54.1 cu in) engine.

Toward the end of 1974, an up-market 968A debuted, surviving until 1979. Among its improvements were padded dash, energy-absorbing (collapsing) steering column, and seats from the VAZ-2101. The export 968E (destined mostly for the Eastern Bloc) had headlights able to meet international standards, a safety glass windscreen, and anti-theft steering lock.

ZAZ-968M

ZAZ-968M
ZAZ-968M

In 1979, the 968 series was replaced by the modernized 968M. Prototyped in 1977, it had the “ears” removed and replaced much of the chrome exterior with black plastic. Its interior design was also upgraded, featuring a closed-space glove compartment and a slightly more modern dashboard. It was offered with either the MeMZ 968E (40 hp (30 kW; 41 PS), carbureted, low-compression for 76-octane fuel); 968GE (40 hp (30 kW; 41 PS), dual carburettor); or the MeMZ 968BE (50 hp(37 kW; 51 PS), 8.4:1 compression, for 93-octane). Instead of the side-mounted “ears”, the hood lid and rear quarter panels were louvered.

The 968M is the most contemporary Zaporozhets model and also spent the most time in production, spanning a career from 1979 to 1 June 1994. Some of its special variants include the ZAZ-968MB2, for drivers who have only one foot, the ZAZ-968MB for drivers who have no feet.

Planned 968s with 1,300 cc (79 cu in) or 1,400 cc (85 cu in) engines were never realized.

Export versions

Among the export variants produced by ZAZ were ZAZ-965E, ZAZ-965AE, ZAZ-966E, ZAZ-968E, and ZAZ-968AE, which had improved consumer qualities. Depending on target markets, commercial names Jalta or Eliette were used for these models.

In total, 3,422,444 Zaporozhets vehicles were manufactured and powered by air-cooled engines from the Melitopol factory from 1960 to 1994.

You Tube Video’s:

ZAZ ЗАЗ-965АЭ:

https://youtu.be/5IagKvx6O8w

Made in USSR Zaporozhets ZAZ 968M you tube:

https://youtu.be/6k5KZAZDXQk

Russian Car transporting a Cow (Very Funny!!!!)

https://youtu.be/Hz_ru7rB6GA

See also

Similar air-cooled and rear-engined vehicles:

Chevrolet Corvair

NSU Prinz

Hillman Imp

Hino Contessa

Russian President Vladimir Putin and his spouse Lyudmila on the way to the informal dinner with the American President George Bush and his spouse Laura.

ADN-ZB Kutscher 21.10.75-Berlin: Blick auf das Werk für Fernsehelektronik im Berliner Stadtbezirk Köpenik

EPSON MFP image

AUSTIN Car pictures, videos and ads. II

AUSTIN Car pictures, videos and ads. II

Austin Motor Company, Longbridge, England, UK, 1905-1952

Austin-ADO-BMC-Hillman-Hudson-Humber-Innocenti-Leyland-MG-Morris-Princess-Riley-Rosengart-Rover-Sunbeam-Vanden Plas-Wolseley

KONICA MINOLTA DIGITAL CAMERA
KONICA MINOLTA DIGITAL CAMERA

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NCA001000430_001, 15-08-2007, 10:52, 8C, 7926x4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000430_001, 15-08-2007, 10:52, 8C, 7926×4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

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Fifty years of caring for the capital London Ambulance Service is 50 years old today (Wednesday 1 April) and will be celebrating with ‘ambulance drivers’ from the sixties meeting 21st century paramedics in old and new vehicles. Fifty years ago suited ‘ambulance drivers’ picked up patients and took them straight to hospital but today, highly skilled clinicians, many with paramedic science degrees, diagnose and treat patients at the scene of incidents. Chief Executive Dr Fionna Moore said: “Back in the old days we used to ‘scoop and run’ patients straight to hospital. There was just a stretcher, a splint and breathing apparatus in the back of an ambulance and staff had eight weeks training. “In contrast, today, we have a wide range of frontline staff, from emergency ambulance crew, through to advanced and consultant paramedics and have a paramedic at director-level on our Trust Board. Increasingly, our paramedics have a three-year paramedic science degree. They carry up to 30 different drugs and make life and death decisions about the most appropriate place to take a patient for treatment. Our ambulances are now kitted out with defibrillators to restart patients’ hearts and ECG machines to detect heart attacks.” Peter Hayman, 74, who worked for the Service from 1965 to 1994, attended the ceremony at County Hall to mark the creation of the new ambulance service. He said: “I remember we introduced an inflatable splint which we thought was revolutionary because all we really had back then was a satchel of bandages and dressings but it’s nothing compared to the kit they have on an ambulance today.” While technology and training has transformed the Service, Fionna says one thing which hasn’t changed is the commitment of ambulance staff to the health and well-being of Londoners. She said: “Fifty years ago the whole of the UK only had one million emergency calls for an ambulance. In London alone we now receive over 1.7m a year. “Ambula
Fifty years of caring for the capital
London Ambulance Service is 50 years old today (Wednesday 1 April) and will be celebrating with ‘ambulance drivers’ from the sixties meeting 21st century paramedics in old and new vehicles.
Fifty years ago suited ‘ambulance drivers’ picked up patients and took them straight to hospital but today, highly skilled clinicians, many with paramedic science degrees, diagnose and treat patients at the scene of incidents.
Chief Executive Dr Fionna Moore said: “Back in the old days we used to ‘scoop and run’ patients straight to hospital. There was just a stretcher, a splint and breathing apparatus in the back of an ambulance and staff had eight weeks training.
“In contrast, today, we have a wide range of frontline staff, from emergency ambulance crew, through to advanced and consultant paramedics and have a paramedic at director-level on our Trust Board. Increasingly, our paramedics have a three-year paramedic science degree. They carry up to 30 different drugs and make life and death decisions about the most appropriate place to take a patient for treatment. Our ambulances are now kitted out with defibrillators to restart patients’ hearts and ECG machines to detect heart attacks.”
Peter Hayman, 74, who worked for the Service from 1965 to 1994, attended the ceremony at County Hall to mark the creation of the new ambulance service. He said: “I remember we introduced an inflatable splint which we thought was revolutionary because all we really had back then was a satchel of bandages and dressings but it’s nothing compared to the kit they have on an ambulance today.”
While technology and training has transformed the Service, Fionna says one thing which hasn’t changed is the commitment of ambulance staff to the health and well-being of Londoners.
She said: “Fifty years ago the whole of the UK only had one million emergency calls for an ambulance. In London alone we now receive over 1.7m a year.
“Ambula

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KF2-2206
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1974-austin-2200-nl801

1974-mini-1275-gt

1974-mini-clubman-safety%e2%80%85research%e2%80%85vehicle-srv4

1974-vanden-plas-l8-daimler-limousine-body-powered-by-a-jaguar-4-2-liter-xk

1974-wolseley-six

1975-allegro2estate1 1975-austin-1800-ado71 1975-austin-1800 1975-austin-allegro-2-1300-1500-estate-sales-brochure 1975-austin-allegro-registration

1975-austin-maxi-1750 1975-austin-maxi 1975-austin-victoria-de-luxe 1975-maxi12nl-01 1975-wolseley-2200-saloon 1975-wolseley-bjpg 1976-austin-princess-binnenkant 1976-austin-princess-b 1976-austin-princess-van-c 1976-austin-princess 1976-princess-2200-hls-u

1977-austin-princess-hearse-customised 1977-vanden-plas-1500-variant-1977-model 1977-78-leyland-mini-ls 1978-austin-morris-maxi-1750hl-astral-blue-metallic-black-trim-registered-1979-built-1978 1978-austin-princess-1800-hl-b-series-engine 1978-princess-mk2-nl1201 1978-princess-mk2-nl1209 1979-austin-allegro-2-door-1275cc-march-1979 1979-british-leyland-princess-2-hl 1979-leyland-princess-black

1979-leyland-sherpa 1980-austin-allegro-1750-equipe 1980-austin-maxi-2-l 1980-austin-metro-mki 1980-austin-metro-nl2401 1980-austin-allegro-3-04 1980-leyland-program-nl1602 1980-leyland-program-nl1605 1980-leyland-program-nl1607 1980-leyland-program-nl1608 1980-leyland-program-nl1611 1980-leyland-program-nl1612 1980-leyland-program-nl1614

1980-mini-clubman 1980-princess-dianas-1980-austin-metro-at-coventry-motor-museum 1981-allegro-3-with-round-headlights 1981-austinallegro3nl1201

1981-austin-morris-model-maxi-2-hl-colour-emberglow-engine-size-1748cc

1981-very-last-austin-maxi-built-august-1981cowley-oxford-uk-champagne-beige-series-2-l-owned-by-british-motor

1982-austin-allegro-1-5hl-mkiii-1982 1982-austin-ambassador 1982-austin-maestro

1982-austin-princess-2-hl-in-new%e2%80%85zealand 1982-austinmaxi21981en1201 1982-bournemouth-austin-sheerline 1982-mg-metro-interior 1982-mini-1000-hl 1982-83-austin-ambassador 1982-84-austin-ambassador-front 1983-austin-maestro 1983-austin-metro-automatic 1983-british-leyland-austin-metro-auto 1984-austin-maestro-montego-nl01

1984-austin-mini-metro-nl1601 1984-austin-montego-am-bahnhof 1984-austin-montego-countryman 1984-austin-montego-gold 1985-austin-maestro-inventory 1985-mg-montego-burrells-walk-with-turbocharged-engine 1985-mini-city-e 1985-morris-ambulance-vans-scotland 1986-mg-maestro-efi-this-car-had-a-115bhp-2-0-litre-efi-engine 1986-mini-metro-with-5-doors-in-spain 1986-1987-jaguar-vanden-plas-owners-manual-supplement-original 1986-2002-bedford-ambulance-believed-to-be-x-london 1987-vanden-plas-1-7-registered-june-1987-1748cc 1988-rover-mini-cooper 1989-austin-rover-en3601 1989-austin-rover-en3602 1989-austin-rover-en3604 1989-austin-rover-en3606 1989-austin-rover-en3608 1989-austin-rover-en3611 1989-austin-rover-en3613 1989-austin-rover-en3615

1989-austin-rover-en3617 1989-austin-rover-en3619 1989-austin-rover-en3620 1989-austin-rover-en3623 1989-austin-rover-en3624 1989-austin-rover-en3627 1989-austin-rover-en3628 1989-austin-rover-en3631 1989-austin-rover-en3633 1989-austin-rover-en3635 1989-austin-rover-en3636 1989-grey-austin-metro-1-3-gs 1989-mg-metro-arp 1990-rover-montego-1-6lx-saloon

Leyland-Daf 400 V8 1991 Ambulance by 'Mountain'
Leyland-Daf 400 V8 1991 Ambulance by ‘Mountain’

1991-mini-cooper 1992-austin-maestro-2-0-turbo-diesel-clubman-rover-maestro 1992-mg-metro-6r4-biturbo-will-gollop-winning-holjes 1992-mini-metro-as-panel-van 1993-rover-metro-rio-called-the-rover-100-series-outside-uk-with-a-1360cc-diesel-engine 1993-rover-montego-estate-countryman-2-0i 1994-rover-100-knightsbridge-se

1994-95-m-reg-rover-metro-rio 1995-ldv-200-series-d-2-8t-12056596546 1995-96-rover-111-i-extra 1996-ldv-convoy-ambulance-customline-lazer 1996-rover-100-kensington-se-rear 1999-leyland-ea-ttd89m-lancashire-1999 1999-registered-austin-maestro-in-oxford-england 2000-mini-cooper-s-last-edition 2006-brighton-seafront-carshow 2006-federation-against-copyright-theft-fact-advertisement-on-a-hackney-carriage 2007-austin-healey-sprite-at-the-2007-walter-mitty-challenge-at-road-atlanta

2007-austin-healey-100m-silverstone-2007-cropped 2008-colored-taxi-london 2008-tx4-hackney-carriage-at-heathrow%e2%80%85airport-terminal%e2%80%855 2009-austin-healey-sprite-at-gaisbergrennen-2009 2009-london-taxi-r 2009-london-taxi-ralfr-07 2010-austin-london-taxi-tx1-model-in-switzerland 2010-austin-healey-3000-at-2010-ottawa-british-auto-show 2012-the-yema-f12-the-most-recent-development-on-the-old-maestro-underpinnings 2015-hackney-carriage-black-cab-digital-advertising-taxitop-eyetease 2016-london-cab-tx4-2-5-diesel-smrt-owned-photographed-in-singapore

1843099faf7f315b00f072e9c76bc460 11425148_1607368099539942_8835423093908536944_o 13411673_10154289678832390_4742826777853622812_o 13443226_10154289679232390_2366127865120569523_o 16673237361_15bf2fb525_b

a-group-of-three-farina-estates-seen-at-the-mosney-vintage-show-on-june-7th-2009-as-part-of-the-cambridge-oxford-owners-club-first-ever-irish-event-3-estates

a16 a60pickup a6115528e13e5a9dc05b38a819c741a0

ado16-aus-03 ado16-dev-07 ado16-dev-08 ado16-dev-09 ado16-dev-10 ado16-dev-11 ado16-group ado16-spain-07 ado40-history a-h-shield_600_pixels ambulance-austin-gb argentinian-assembled-farinas-the-di-tella-1500 armstrong-siddeley-15-hp

astin-hearse-001 austin-2 austin-3 austin-527-jbh austin-1 austin-1-ton-and-1%c2%bd-ton austin-2-gb austin-2 austin-3-litre-bmc-blday-016 austin-3-litre-hearse-a austin-3 austin-3-litre-hearse austin-4-litre-r-countryman-vy-vanden-plas austin-4 austin-5 austin-7-military-reconnaisance-tourer-wedding-car

OLYMPUS DIGITAL CAMERA
OLYMPUS DIGITAL CAMERA

austin-7-van austin-7

OLYMPUS DIGITAL CAMERA
OLYMPUS DIGITAL CAMERA

austin-12-gumdrop-july-2008 austin-20-hearse-picture austin-20-hp-dual-cowl-2 austin-20-hp-familycar austin-20-hp-ranelagh-a austin-20-hp-ranelagh austin-20-startin-hearse austin-20hp-2nd-generation-1 austin-65 austin-105-pk-bmc-diesel-01 austin-105-pk austin-110-countryman-hearse

NCA001000430_001, 15-08-2007, 10:52, 8C, 7926x4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000430_001, 15-08-2007, 10:52, 8C, 7926×4014 (0+4), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

austin-404-3 austin-404-4 austin-404-a

NCA001000427_006, 15-08-2007, 10:33, 8C, 7926x3654 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9
NCA001000427_006, 15-08-2007, 10:33, 8C, 7926×3654 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

austin-702-urug

KONICA MINOLTA DIGITAL CAMERA
KONICA MINOLTA DIGITAL CAMERA

austin-1100s austin-1800-in-w-wa-blue-f austin-1800-in-w-wa-blue-r austin-2200-automatic austin-2200-based-limousine austin-a-35-countryman austin-a-110 austin-a-camper austin-a-campers austin-a-campershow austin-a-countryman-gr austin-a17 austin-a30-van austin-a35-4-policecar austin-a35-5-cwt-van

austin-a35-countryman-austin-007-large austin-a35-countryman-brochure austin-a35-motif austin-a35-pickup-a austin-a35-pickup austin-a35-policecar austin-a35-van austin-a40-2 austin-a40-cambridge-rear

Austin A40 Countryman MkI. The Countryman retained the same profile as the saloon
Austin A40 Countryman MkI. The Countryman retained the same profile as the saloon

austin-a40-devon-saloon austin-a40-farina-a austin-a40-farina-mark-ii

Austin A40 mkI
Austin A40 mkI

austin-a40-farina

Austin GP4 A40 Countryman. Launched in 1949, the A40 Countryman provided an Estate car by using the Van as a base. This model continued even after the Somerset replaced the Devon and 35,000 were sold until 1956.
Austin GP4 A40 Countryman. Launched in 1949, the A40 Countryman provided an Estate car by using the Van as a base. This model continued even after the Somerset replaced the Devon and 35,000 were sold until 1956.

austin-a40-mkii-1098cc-front austin-a40-sports-front-green austin-a40-tourer austin-a40-ute austin-a40-van austin-a40

austin-a50-cambridge-front

Austin A50 Cambridge
Austin A50 Cambridge

austin-a50-coupe-utility austin-a50-van-solex-puch-rap austin-a55-cambridge-front austin-a55-cambridge-mark-ii-estate austin-a55-cambridge-side austin-a55-cambridge austin-a55-coupe-utility

Austin A55 Mk II Cambridge Countryman. The A%% MkII Countryman was not launched until 1960, and was on sale for only about one year before the A60 Countryman superseded it.
Austin A55 Mk II Cambridge Countryman. The A%% MkII Countryman was not launched until 1960, and was on sale for only about one year before the A60 Countryman superseded it.