#Brissonneau et Lotz

[frenchcurious]

Brissonneau et Lotz sur base Renault 4CV 📸 Pierre-Yves Etienney. - source Rétro Passion Automobiles.

[photosamateurs]

SNCF Locomotive Thermique BB 67200 «67253» par Christophe Chabot Via Flickr : Série BB 67200 construction de 1963 à 1967 par Brissoneau & Lotz, M.T.E, S.E.M.T. Type de moteur diesel : Pielstick 16 PA 4 de S.E.M.T. Type de transmission : électrique par génératrice à courant continu. Les BB 67200 sont des locomotives Diesel-électriques de la SNCF, issues de la transformation de BB 67000. Elles sont destinées à la circulation sur les lignes à grande vitesse françaises pour les travaux ou le secours des TGV en panne Caractéristiques : Sur la face avant côté extrémité 1, le marchepied frontal central est supprimé et un attelage Scharfenberg de secours y est installé pour secourir et tirer une rame de TGV en panne. À la suite de cela, les UM ne peuvent se faire que par l’extrémité 2. Elles sont équipées suivant leur affectation soit de la TVM 300 soit de la TVM 430. Certaines sont également munies de l'attelage de secours de type BSI. En 2016, SNCF Réseau missionne la société de location Akiem pour commander des engins en remplacement des BB 67200. C'est la BB 79000 (DE 18) de Vossloh qui est sélectionné, les livraisons commencent en 2019 Source : fr.wikipedia.org/wiki/BB_67200 Brissonneau et Lotz Brissonneau et Lotz (BL) est une entreprise française de construction mécanique, spécialement de matériel ferroviaire, à l'origine localisée à Nantes, puis sur plusieurs sites français, Creil et Aytré avant d'être intégrée au groupe Alstom en 1972. Source : fr.wikipedia.org/wiki/Brissonneau_et_Lotz Traduction / Translation 🇬🇧 GB. UK. The Class BB 67200 diesel locomotives of SNCF were adapted from BB 67000 locomotives. History With the opening of the LGV Sud-Est, thirty BB 67000 class locomotives were fitted with cab signalling and radio to operate ballast trains and for use in an emergency on the high speed lines. For the latter purpose they were fitted with a Scharfenberg coupler at one end to enable them to be attached to a TGV rake. Initially the class was based at Nevers.[1] A further 50 locomotives were subsequently converted. Source : en.wikipedia.org/wiki/SNCF_Class_BB_67200

[airmanisr]

Brissonneau et Lotz 63572 - BB 63572 / Dunkerque by Nicolas B.

[oldmotors]

Paul Bracq's BMW 6-series, also known as the #E24, was a car of the 1970s, but its star grew steadily brighter in the decade that followed. Europeans got their first big M coupe in 1983 with the M635CSi, but the USA (as usual) had to wait - the M6 appeared in 1987, by which time the E24 was 11 years old. That didn’t matter - the E24 was by then one of the 80s’ greatest status machines - elevated not only by its qualities as a car but also by TV roles in Dallas, Remington Steele, and of course, Moonlighting. E24s were in demand - and the M6 was the ne plus ultra of E24s. Based on the landmark E12 5-series, the design of the E24 began in 1972, about 18 months after Bracq had come on board following the end of his time with Brissonneau et Lotz, which he’d hoped would become France’s equivalent of Pininfarina. Disillusioned, he moved to BMW where he and another new hire, Bob Lutz, plotted a new big coupe that would be a more luxurious car than the outgoing E9 but retain most of its performance bona fides. Then-new chairman Eberhard von Kuenheim wanted BMW’s to be a little more luxurious, Lutz and most of the staff wanted them to stay sporty. The E24 was later seen as bigger and heavier than the E9 and it was, but it was just as capable a performer, if a little hobbled by emissions regs. It bowed as the 6-series, the next step in BMW’s new naming scheme, in 1976. The performance leader then was the 633CSi, but it was Euro-only at first, arriving in the U.S. in the fall of ’77. U.S. BMW fans were often split on the 6 because emissions rules made U.S. models quite a bit less powerful than the Euro versions. This led to a variety of gray market imports (which BMW hated), particularly once the M635CSi appeared. BMW wanted to capture some of those customers, so a U.S. M6 was created to tempt them. Unlike the Euro cars, which used a version of the M88 six from the M1, the US cars used the S38B35 engine, down about 30 hp on the M88. It was heavier, too, thanks to impact bumpers. Still, it was a rocket by U.S. standards at the time. At $56K it was BMW’s priciest U.S. car (by a mile) until the 750iL came along in 1989, but 1,677 of them found U.S. homes. https://www.instagram.com/p/CFch0YNl3Dx/?igshid=1h8gmdf7e8xkn

[bixentef]

🚘 #bixentef #tourisme #automobile #meteocar #vintage #legendcar #frenchcar #france 🇫🇷 #carspotters #remember #2k18 #avignonmotorfestival #matram350 Conçue par Philippe Guédon, le futur créateur du Renault Espace, la Matra M 530 dispose du moteur 4 cylindres en V de 1,7 litre, qui équipait la Ford Taunus 17M (1964 - 1967), installé en position centrale. La roue de secours et le réservoir de carburant sont placés à l'avant. La carrosserie en résine époxy a été fabriquée par Brissonneau et Lotz à Creil, puis par les usines Matra de Romorantin, à la suite d'insuffisances d'accrochage de la peinture, de la stabilité des coloris, de précisions d'ajustage et d'étanchéité, car les panneaux de la carrosserie sont agrafés sur une structure de tôles soudées. Celle-ci remplace la technique du châssis-poutre utilisée sur la précédente Matra-Bonnet Djet. La M 530 se caractérise par ses phares escamotables et son toit démontable en deux parties. Dévoilée au Salon de Genève 1967, la M 530, selon la presse automobile de l'époque, possède une très bonne tenue de route, une suspension très confortable et un freinage excellent. Pour le constructeur, cette voiture est destinée à une clientèle jeune et doit donc rester à un prix accessible, avec comme slogan « la voiture des copains » dérivée du nom de l'émission star Salut les copains. Cependant la voiture va rater sa cible car trop chère, la plupart des jeunes amateurs pouvant seulement s'offrir des Renault 8 ou des Simca 1000. Elle a aussi souffert du trop peu performant moteur hérité de la Ford Taunus. Elle fut finalement produite à moins de 10 000 exemplaires, soit 20 % de la production initialement prévue @wikipedia (à Parc des Expositions d'Avignon) https://www.instagram.com/p/B-XzQ0njX8b/?igshid=g4a6ze2fkfv2

[airmanisr]

Tunisia Railways - Brissonneau et Lotz diesel train by Historical Railway Images

[airmanisr]

Brissonneau et Lotz 63921 - BB 421 VFLI / Steenbecque by Nicolas B. Via Flickr: Marche VFLI Béthune - Dunkerque. En véhicule, la G1206 BB 61746.

[airmanisr]

Brissonneau et Lotz 63617 - BB 664601 / Wallon-Cappel by Nicolas B. Via Flickr: Marche SNCF RESEAU marche Calais-Ville - Béthune.

[airmanisr]

Brissonneau et Lotz 63849 - BB 664607 + Brissonneau et Lotz 63698 - BB 664610 / Houplines by Nicolas B. Via Flickr: Marche SNCF RESEAU Dunkerque - Lille-Flandres. - Cliché de Daniel BODA -

[airmanisr]

Brissonneau et Lotz 63921 - BB 421 VFLI / Morbecque by Nicolas B. Via Flickr: Marche VFLI Dunkerque - Béthune.

[oldmotors]

This poor #RenaultCaravelle is in its final days - you can’t see it, but there’s virtually no structure left underneath - it’s been sitting outside for decades and Caravelles are notorious rusters. There are still plenty of Caravelles in France, but its rare to see them stateside even though the car was created specifically for the the American market and did pretty well here. The story begins back in 1956, when Renault was rapidly expanding in the U.S. - Pierre Dreyfus became Renault’s CEO in early 1955 and a year later went on a fact-finding mission to the U.S. with long-time Renault engineer and director of research Fernand Picard; visiting new U.S. Renault stores. Many American dealers saw how popular British sports cars were and VW had just introduced the Karmann-Ghia, which wasn’t a sports car but looked the part and helped sell lots of VWs. At a dealer meeting in Florida, they franchisees clamored for a K-G like car. Thus Dreyfus decided Renault should have its own K-G, based on the Dauphine (itself styled by Ghia). - “Project 1902” was designed in a hurry and it built for style - an in-house design was eschewed in favor of a look by Ghia, who gave it the trademark “supersonic” look they also applied to Ferraris and Jags. The design was done by Virgil Exner, Jr., son of the famous Chrysler designer. Pietro Frua, working with Ghia to avoid a VW-Ghia conflict, built the prototypes - but wasn’t paid until the car appeared at the ’58 Geneva show. The car led to an acrimonious split between Ghia and Frua. Renault had no factory space for the Caravelle, so bodies were built by Chausson and eventually, railcar maker Brissonneau et Lotz. - The car was initially called “Floride” in France for its Floridian origin, but “Caravelle” was the global name. Like the K-G, it looked great but wasn’t a sports car. The 845-cc four from the Dauphine was even more overmatched in the longer, heavier Caravelle. Significant upgrades eventually arrived, 956-cc in 1963, 1108-cc in 1964, style changes, and an upgraded suspension by none other than J.A. Gregoire. The car dated more quickly than the K-G, and Americans soured on Renaults in the early 60s thanks to quality problems. https://www.instagram.com/p/Bzi3pBTgmgX/?igshid=6d148l3pb2ug