#Surrey used cars for sale

[robertleechestateagents]

Our Green Agenda | Robert Leech

Could we be any greener?

We are taking our first step to achieving net zero emissions by setting out Our Green Agenda, with the aim to becoming net zero by 2030

1) One Tree Planted for Each & Every Valuation

To help us offset our carbon footprint, Robert Leech has partnered with One Tree Planted and we pledge to plant a tree for every sales & lettings valuation we carry out until 24th December 2022 and from then on we pledge to plant a tree for every sale. As a potential client or a vendor you can choose where to plant your tree from from countries around the world including the UK. Since 2014, One Tree Planted have planted over 40 million trees in more than 47 countries across the globe. In 2021, they more than doubled their impact from 2020 – with 23.5 million trees! We couldn’t be more excited to be part of this global phenomenon.

2) Bee Friendly with Robert Leech

Since May 2021 we have given out, for free, over 2000 bee friendly wild flower seed packets, equating to more than 10,000 plants. These have been distributed to 15 local primary schools as well as the general public via coffee shops and local events.

3) Reducing our Energy Usage

Robert Leech have three offices across Surrey and a significant contribution to our overall carbon footprint comes from the energy demands of light and heat. We have already put in measures to reduce the amount of electricity and gas we use in each office; turning down the heating, fitting light sensors to reduce usage and installing electrical car charge points at offices were possible.

We are investigating the use of greener forms of transport and introducing more sustainable business practises, such as reducing the amount of paper and plastic we use and working with our suppliers to become more environmentally conscious.

4) We’ll be Travelling Less

Our three offices arrange around 3000 viewing appointments every year so travel to and from properties is one of the largest contributors to our carbon footprint, as our staff accompany prospective buyers and tenants on every viewing.

Recognising this is the area where we are making a big impact, we will be literally taking the first steps by making sure we walk to viewings where ever possible! Diary management will also play a big part: We will create block viewings of properties and also making sure we group viewings by location so we do not waste fuel travelling to and from the office. If applicable, we can also offer virtual viewings, especially if it is a first time viewing and the applicant lives out of the area and has a significant way to travel. This will help us reduce the amount of mileage to and from properties and therefore minimise fuel consumption associated with every property sale and let, whilst still being able to accompany buyers and tenants around a property either physically or online.

Why is Reducing Our Carbon Footprint Important?

Over the past two decades the effects of climate change have accelerated. Considerable evidence exists proving climate change has been exacerbated by human activity. Changes in our post-industrial lifestyles have altered the chemical composition of the atmosphere, generating a build-up of greenhouse gases – primarily carbon dioxide, methane, and nitrous oxide levels – raising the average global temperature.

The consequences are already evident and will continue to worsen unless significant action is taken and quickly. Sea level will continue to rise and local climate conditions to be altered, causing an increase in extreme weather events, affecting forests, crop yields, and water supplies. This can lead to homelessness, famine and conflict as resources become scarcer.

It is vital that all individuals, businesses, organisations and governments work towards the common goal of reducing greenhouse gas emissions.

Original article - https://www.robertleech.com/our-green-agenda/

[ryansbedroom]

My 2023 in retrospect...

Well, that year is almost over. Here's my story of 2023.

This year marked the 30th Anniversary of my time at the Surrey Downs Child Care Centre which I didn't like a little at first as I felt like a prisoner but I soon got the hang of it later. Also, my first video game, 'Super Mario All-Stars' for the SNES hit store shelves 30 years ago too but didn't get it until Christmas a year later at that time.

In January, I went to the St Kilda Mangrove Boardwalk for the first time in many years. It looked a bit different compared with last time I looked.

In February, I got a Lightburn Zeta coffee mug and saw a show at the Garden Of Unearthly Delights all by myself for the first time in my life! Then later, I saw Luke Million perform music from his first album 'Gina The Synth Cat' on his handy keytar! Then at the end, I got lucky and managed to grab one of his drumsticks! From a shop in Chinatown, I bought a Pikachu-design bathroom spout extension which slides onto most horizontal spouts!

In March, I got my Knight Rider Historians tee-shirt showing the GMC Prime Mover & Trailer which is now currently being restored. Went to the new TK-Maxx store at Churchill Centre in Kilburn and tried both 'Bard' & 'Barbarian' burgers from Carl's Jr who have teamed up with the board game based film, Dungeons & Dragons: Honor Among Theives. After a remarkable 25 Years, Ash Ketchum's quest to become a true Pokemon Master came to an epic conclusion with the callback mini-series, 'Aim To Be A Master'. He and Pikachu came a long, long way together through the low times and the high. We still saluted him, celebrated him and praised him like we should.

In April, I went to a LEGO exhibit at the Museum Of Adelaide, then to a car show at Echunga Oval and then to an Easter carnival on Ridley Reserve. Bought the LEGO Icons 'Land Rover Defender 110' which is considered to be my best one for 2023 with working suspension, steering and the ability to tow! I even built a trailer to go with it!

In May, I took a time-lapse video of a Wisdom 'Sizzler' ride being setup for the first time in my life! Built a LEGO model of the gas heater we used to have in the lounge room until 2007. Went on a few tram rides at the St Kilda Tramway Museum.

In June, went to the Model Railway Exhibition in Angle Park. Then went on a few buses during a 'Farewell Tour' of the MAN NL202 fleet.

In July, I put 'Richard Stevens Hire' decals on my blue LEGO trailer as a nod to the days before Kennards came to South Australia! The old streetlights on our street were upgraded to LED. Saw the 'Barbie' movie at Hoyts. Brixpo was way better than ever, so was AVCon!

In August, The St Kilda Tramway Museum had a showcase of old buses. Then I went to the Gawler Show.

In September, Went to the Royal Adelaide Show and saw a small ex-John Martins semi trailer which was owned by one of the amusement companies. The supposed Masters Home Improvement store in Noarlunga is now being converted to Bunnings after sitting unused for quite some time. My grandmother Ann Smith turned 90 and we celebrated her birthday at the main hall in her aged care village. Took a hike in Cobbler Creek Recreation Park and I was exceptionally lucky to avoid getting bitten by a snake which could've cut my life short. Then I finally advanced onto my full driver's license and had a beer at the Old Spot Hotel in commemoration of the 15th Anniversary of my first 'legal drink'.

In October, The former house of 'The Owens' (i.e. my mother's parents) was put up for sale. Had a discussion with an NDIS employee at the Disabilty, Ageing & Lifestyle Expo at the showgrounds. Then for the first time in almost 13 years, looked around in the Roseworthy Agricultural Museum and went on some rides at the Roseworthy Miniature Railway Club! Went to the Tonsley Hotel in Clovelly Park to have a meal before it closed its doors to be redeveloped for the T2D Infrastructure Project. The former Red Rooster building at Harbor Town in West Beach was finally demolished after TEN YEARS! Then I went to the National Motor Museum for the 'Bay To Birdwood' car showcase!

In November, Went to the first ever Tiny Homes Expo at the Adelaide Showgrounds. Ingle Farm Shopping Centre changed its name to Ingle Farm Plaza and the old 'wind pump' signboards had to be removed and replaced with generic rectangular ones. Went to the Skye Lookout for a lovely view of the city and its surroundings. Bought the new Jazwares 'Train & Play Deluxe Pikachu' from Toyworld! I just couldn't resist it.

In December, I went to the new entertainment complex in the former Harris Scarfe floors of Rundle Place. Received my 1/43 Scale Knight Rider FLAG Rig from a seller in Portugal but was in a few pieces so I had to gorilla-glue them back on. Also did a repair to a LEGO Fabuland plane set as the left-side exhaust pipe was in two pieces when I bought it from a shop in Cowell. Went on Adelaide's first ever BEB (Battery-Electric Bus) on Route 99C for the first time in my life! For Christmas, I got the new LEGO Chevrolet Corvette!

[the-firebird69]

Lambo Kits (kitcarlist.com)

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Lambo Kits & Replicas

Lamborghini Kitcars and Replicas

The Kit Car List of Lamborghini Countach, Diablo, Murcielago and Gallardo kits, bodies, replicas and turnkeys available for sale today. Also check for more exotic Lamborghini kitcars and replicas.

The Car Factory 4445 Micco Road Micco, Florida 32976 (321) 431-8120 www.mtvconcepts.com El Toro Countach and El Demone Diablo kits start at $8,000 Turnkey El Demone built on a Boxster chassis starts at $75,000 Porsche Carrera GT kits $6,500; Turnkey $40,000 + your Boxster Lamborghini Murcielago Spider coming soon $55,000 + your Boxter Best Kit Cars Alexander Stamboliisky 107 Plovdiv, 4000 Bulgaria 00359878580908 www.bestkitcars.com Builder of Murcielago/Reventon/Diablo/Aventador/F355/F360/F430/ Cobra/Aston Martin/Bentley turnkey replicas. DNR Replicars, Inc. 562 Riverside Drive Ashville, NC 28801 (828) 713-3303 www.2000kits.com Manufacturer of the Python 2000 Diablo, and Diablo Roadster Lamborghini replica kits. They also manufacture a Ford GT40 replica. EuroWorks Exotics LLC 3771 Eileen Rd. Dayton, OH 45429 (937) 293-6834 www.euroworksexotics.com Manufactures Fiero-based Mirage Lamborghini kits and innovator of the first non-stretch Fiero-based Lamborghini, the Mirage X Diablo kit $9,995–$12,995, Mirage K Countach kit $4,995–$9,995 and Mirage S Countach kit $7,995–$9,995 Extreme Cars 28 Kingston Industrial Estate Ropery Street Kingston Upon Hull HU3 2BU United Kingdom + 0162 526 5714 Extreme USA Distributors: (919) 957-2828 (NC) (212) 537-6959 (NY) www.extreme-sportscars.com Manufactures Ferrari F355 for Toyota MR2, Modena 360 for Peugeot 406, Ferrari 430, and Lamborghini Murcielago replicas Fiero Fiberglass 1804 49th Street East Palmetto, FL 34221 (941) 920-5325 www.fierofiberglass.com Manufactures the Lizardo, a Lamborghini Gallardo inspired kit and turnkey based on the Pontiac Fiero Parallel Designs Liongate Enterprise Park Morden Road Unit 9 Mitcham, Surrey CR4 4PH England 0044(0)7425 131 677 www.paralleldesigns.co.uk Manufactures Lamborghini Miura, Countach and Diablo replica kits and turnkeys Stickland Racing, Inc. 9049 Stillwater Trail Fort Worth, TX 76118 (940) 781-5455 www.strickland-racing.com Lamborghini Countach bodies with tube-frame chasssis for reliable high performance race cars, exotics and all other mid-engine cars. World Auto Exotics, LLC 1288 Glen Road West Palm Beach, Florida 33406 (561) 301-2369 www.worldautoexotics.com Builds Porsche 962, GT1, Carrera GT, 993, 959, 964 (C2, C4 wide) & 356; Lamborghini Diablo SE & VT coupe, roadster & Murcielago based on the Boxter, Rolls Royce Centurion based on the Phantom, and the Rolls Royce Centurion based on the Silver Spur, Spirit, Mulsanne, Turbo, Bentley 8, and Silver Dawn, Jaguar to Vantage S, and electric car conversions for these and other cars. Search for more lambo car kits and bodies. Search The Web:

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Inclusion on KitCarList™ is not a referral, recommendation or endorsement of any kind. Exercise extensive due diligence before doing any business with manufacturers, builders and dealers. KitCarList™ is a Trademark of Internet Co., N.A. © Copyright Internet Co., N.A., All Rights Reserved

this is a llist of the cars not the kit car, ok he added it. thse companies turn older ferrari and lotu porches adn more into modern versions withing few years. all want them. similar concept.

but we wei staart with plantons and for regular cars.

and the rear hatch too, it is your trunk. keep the glass. it is a remarkable idea and conquers that issue. anad yeh we match all paints. and all are plantons

we added detail to it. we use it all the exterior matches the look fully, and for your model the panels you attach are fitted. filled yes and are permanent. honeycomb metal. and only about an inch mostly thick. offers streanth and bullet resistance. most are a nine wen done. kits are used for most supercars today. and most sedans can accept them. we recomed models for certin brands due to wheel base speed width. interior kits are plant on too. the adhesive is permanent. is an epoxy.. the skin sticking matches perfectly.. hold it no for a minute ok. a nd it is there foerver. lights turn signals and more included and lenses. and the kit is ccomplete. add for engine enhancement. a kia sport the one lori had convert it to a ferrari, it can go to sizty i three seconds still, and a quarter in seven still, bu t top speed is three ieghty. or better speed kit it is faster to start by seconds each and top speed of 480.

and the kits are not pricey only 8 grand. or so. and include tiers and rims. most will be about twenty but are worth it. and most cannot tell until they look close

Thor Freya

Olympus

i want mine now. and most people can convert it in one weekend. all the parts are included and it is a kit. most stick on. and stay on at speed and weather and cold and more. hard stuff too. stronger than your panels makes speed possible

Hera

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[gododgesurrey-blog]

Buying a used car or truck can be a real minefield and navigating your way around the process at an auto dealership can seem daunting. Go Dodge Surrey, One of the largest new and used car dealerships in Greater Vancouver provides top tips for avoiding disappointment when looking for a used car dealerships in Surrey, BC. To buy Used Vehicles, visit: - https://www.gododgesurrey.ca

[approvedvancouver]

Want to get a Car Loans in Langley ? Then Approved Vancouver is here to helped you to get every type of loan . We provide you the best selection so that you can easily find the perfect car loans in Langley according to your needs . We provide you the loans at reasonable rates. For more information contact us at 6043855500

[master-john-uk]

If you are looking for a pre-owned runabout with a bit of luxury, this could be the car for you. A 2012 Bentley Mulsanne with less than 5,000 miles on the clock, full service history and only one previous careful lady owner... HM Queen Elizabeth II.

Bramley Motor Cars near Guildford, Surrey recently listed this Royal Bentley for sale on their website. (The concealed blue lights and high-tech communication have unfortunately been removed.)

The car was in service at Buckingham Palace for two years, and was extensively used during The Queen’s Diamond Jubilee celebrations.

[justforbooks]

Sir Stirling Moss, F1 great, dies aged 90

He was content to be known, he often said, as the man who never won the world championship: a way of distinguishing him from those of lesser gifts but better luck who had actually succeeded in winning motor racing’s principal honour. But it was the manner in which Stirling Moss, who has died aged 90, effectively handed the trophy to one of his greatest rivals that established his name as a byword for sporting chivalry, as well as for speed and courage.

It was after the Portuguese Grand Prix on the street circuit at Oporto, the eighth round of the 1958 series, that Moss voluntarily appeared before the stewards to plead the case of Mike Hawthorn, threatened with disqualification from second place for apparently pushing his stalled Ferrari against the direction of the track after spinning on his final lap. Moss, who had won the race in his Vanwall, testified that his compatriot had, in fact, pushed the car on the pavement, and had thus not been on the circuit itself. Hawthorn was reinstated, along with his six championship points. Three months later, when the season ended in Casablanca, he won the title by the margin of a single point from Moss, who was never heard to express regret over his gesture.

Such sportsmanship had become part of his appeal, along with the devil-may-care charisma formerly associated with Battle of Britain fighter pilots. His public image was enhanced by his willingness to invite feature writers and TV cameras into his town house in Shepherd Market, the district of Mayfair in central London where he lived, even when married, in a kind of bachelor-pad splendour amid a panoply of hi-tech gadgets.

The aura continued to surround him long after an accident on the track truncated his career at the age of 32, when he was still in his prime. The sight of Moss, in his later decades, entering the paddock at a race meeting, accompanied by his third wife, the effervescent and indispensable Susie, never failed to draw shoals of fans, photographers and journalists keen to hear his opinion on the latest controversy.

He loved to fight against the odds, and the greatest of his Formula One victories, at the wheel of an obsolete, underpowered Lotus-Climax, came in 1961 at Monaco and the Nürburgring, two circuits that placed the highest demands on skill and nerve. Those wins could be set alongside the epic victory in the 1955 Mille Miglia and the historic triumph in the 1957 British Grand Prix at Aintree, when he and Tony Brooks became the first British drivers to win a round of the world championship series in a British car, prefacing a long period of British domination.

Before his retirement as a professional driver in 1962 he had competed in 529 races, not counting rallies, hill climbs and record attempts. He won 212 of them, an extraordinary 40% success rate. Of the 66 world championship grands prix he entered between 1951 and 1961, he won 16, a ratio unfavourably distorted by early years spent in uncompetitive British cars and by a pronounced share of mechanical misfortune.

He was born to parents who had met at Brooklands, in Surrey, the great cathedral of pre war British motor racing. His father, Alfred, was a descendant of a family of Ashkenazi Jews known, until the end of the 19th century, as Moses. A successful dentist, Alfred Moss also possessed a passion for motor sport, and competed at Brooklands in the 1920s; while studying in the US, he entered the Indianapolis 500, finishing 16th. His wife, Aileen (nee Craufurd), was the great-great-niece of “Black Bob” Craufurd, a hero of the Peninsular war in the early 19th century; an equestrian, she also entered races and rallies in her own three-wheeled Morgan.

When their son was born they were living in Thames Ditton. Two years later, after the birth of a daughter, Pat, they moved to a large house in Bray, Berkshire, called Long White Cloud. Both children rode horses competitively from an early age (Pat was to become a champion horsewoman and rally driver). Stirling, educated at Clewer Manor prep school and Haileybury, Hertfordshire, neither enjoyed nor excelled at academic work. It was at Haileybury that he was subjected to antisemitic bullying for the first time.

He was nine when his father bought him an old Austin Seven, which he drove in the fields surrounding Long White Cloud. At 15 he obtained his first driving licence and, with £50 from his equestrian winnings plus the proceeds from the sale of the Austin, bought his own Morgan. It was followed by an MG (in which he was discovered by Aileen Moss while attempting, aged 17, to surrender his virginity to one of his father’s dental receptionists) and then, in the winter of 1947-48, by a prewar BMW 328. This was the car with which he entered his first competition, organised by the Harrow Car Club, winning his class.

Resistant to the lure of dentistry, he worked briefly as a trainee waiter at various London establishments. But motor racing was where his heart lay, and for his 18th birthday his father bought him a Cooper-JAP, powered by a 500cc motorcycle engine, with which to compete in the new Formula Three series. After a couple of good performances in hill climbs, he entered and won his first single-seater race on the Brough aerodrome circuit in east Yorkshire on 7 April 1948.

Ruled out of national service by bouts of illness, including nephritis, Moss was soon a regular winner against fierce competition and before long he was making occasional trips to races in Italy and France. In May 1950, when a race was held in support of the Monaco Grand Prix, he set the best practice time, won his heat and then won the final.

As his reputation grew, he was approached in 1951 by Enzo Ferrari, who offered him a car for a Formula Two race at Bari, as the prelude to a full contract for the following season. Moss and his father made the long journey down to Puglia, only to discover that the only Ferrari was reserved for another driver, the veteran Piero Taruffi. No explanation was offered and Moss’s fury at such treatment led to a lasting rift and a special sense of satisfaction whenever he managed to beat the Italian team, particularly in a British car.

A victory in the 1954 Sebring 12-hours, sharing the wheel of an OSCA sports car with the American driver Bill Lloyd, opened the season in which he made his international breakthrough. Deciding to take the plunge into Formula One, he and his manager, Ken Gregory, first offered his services to Mercedes-Benz, then on the brink of a return to grand prix racing. When the German team politely indicated that they thought he needed more experience, Gregory and his father negotiated the purchase of a Maserati 250F, the new model from Ferrari’s local rivals.

No racing driver can have invested £5,500 more wisely. Moss and the 250F bonded instantly, and he was soon winning the Aintree 200, his maiden Formula One victory. By the time he entered the car for the German Grand Prix, he was being supported by the official Maserati team, which had recognised his world-beating potential. At Monza that September he was leading the Italian Grand Prix and looking a certainty for his first win in a round of the world championship when an oil pipe broke with 10 laps to go.

Mercedes had taken note, however, and signed him up for 1955, as No 2 to the world champion, Juan Manuel Fangio. Although neither spoke the other’s language, a warm respect grew between them. At Aintree, having won three of the season’s first four races and assured himself of a third world title, Fangio took his turn to sit in the slipstream as Moss became the first Briton to win his home grand prix.

In 1955, too, Moss won the Mille Miglia, the gruelling time trial around 1,000 miles of Italian public roads, in a Mercedes 300SLR sports car. During two reconnaissance runs his co-driver, the journalist Denis Jenkinson, prepared a set of pace notes that were inscribed on a roll of paper, held on a spindle inside a small aluminium box. As they charged from Brescia to Rome and back, Jenkinson scrolled through the notes and shouted instructions to the driver. They completed the course in 10 hours and seven minutes, at an average speed of 97.95mph – a record that stands in perpetuity, since the race was abandoned after several spectators were killed two years later.

When Mercedes bowed out of Formula One at the end of 1955, Moss returned to Maserati while Fangio went to Ferrari. Moss won at Monaco and Monza, finishing runner-up to Fangio in the championship for the second time in a row. However he had always hoped to win grands prix in a British car, and for 1957 he was happy to accept an invitation to drive a Vanwall, a Formula One car built by the industrialist Tony Vandervell at his factory in Acton, west London.

At Aintree, after a patchy start to the season, he fell out of the lead with a misfiring engine. Taking over the car of his team-mate Brooks, who was still suffering from the effects of a crash at Le Mans, he resumed in ninth place and eventually took the lead with 20 laps to go after the clutch of Jean Behra’s Maserati disintegrated and a puncture delayed Hawthorn’s Ferrari. More conclusive were the subsequent victories at Pescara and Monza, when the British car and its driver beat the Italian teams on their home ground.

After Fangio’s retirement in 1958, Moss became his undisputed heir. When Vanwall did not attend the first race of the year, in Buenos Aires, he was allowed to drive a little two-litre Cooper-Climax entered by his friend Rob Walker and, through a clever bluff involving pit stops, managed to beat the Ferraris. Back in the Vanwall, he won the Dutch, Portuguese and Moroccan grands prix, but was again condemned to second place in the final standings, this time behind Hawthorn.

Vandervell was so distressed by the death of Stuart Lewis-Evans, the team’s third driver, in Morocco at the end of the season that he withdrew his cars during the winter, leaving Moss without a drive for 1959. The solution was to form an alliance with Walker, the heir to a whisky fortune, whose Cooper-Climax would be looked after by Moss’s faithful mechanic, Alf Francis, a wartime refugee from Poland. The dark blue car suffered from unreliability until late summer, when Moss took it to victories in Portugal and Italy.

Moss and Walker remained in partnership for 1960, but a fine victory in Monaco with a new Lotus-Climax was followed at Spa by a bad crash during a practice session, the car losing a wheel at around 140mph and hitting a bank with such force that the driver suffered two broken legs, three crushed vertebrae and a broken nose. To general astonishment he was back at the wheel inside two months, winning his comeback race in a Lotus sports car.

In 1961 his virtuosity overcame the limitations of Walker’s ageing Lotus and its four-cylinder engine. Twice he outran the V6 Ferraris of Wolfgang von Trips, Phil Hill and Richie Ginther, first in a mad chase at Monaco and then, on a wet track, at the 14-mile Nürburgring. He was at the height of his powers and the only problem was to find cars good enough to match his brilliance.

Before the start of the 1962 season Enzo Ferrari offered to supply his latest car, to be run in Walker’s colours. Old resentments were cast aside and Moss accepted this rare invitation. But an accident at Goodwood, at the wheel of a Lotus, meant that it was never put to the test.

No conclusive evidence has ever emerged to explain why, on that Easter Monday, his car went straight on at St Mary’s, a fast right hander, and hit an earth bank. It took 40 minutes to cut his unconscious body out of the crumpled wreckage.

The outward signs of physical damage – severe facial wounds, a crushed left cheekbone, a displaced eye socket, a broken arm, a double fracture of the leg at knee and ankle, and many bad cuts – were less significant than the deep bruising to the right side of his brain, which put him in a coma for a month and left him paralysed in the left side for six months, with his survival a matter of national concern.

After lengthy treatment, convalescence and corrective surgery, he started driving on the road again. And in May 1963, a year and a week after the accident, he returned to Goodwood, lapping in a Lotus sports car for half an hour on a damp track. When he returned to the pits, it was with bad news. The old reflexes, he believed, had been dulled, and without that sharpness he could only be an ex-racing driver. In the fullness of time, he came to regret the decision. Had he postponed it a further two or three years, he felt, his recovery would have been complete and, at 35, he might have had several seasons at the top ahead of him.

Instead he occupied himself with his property company. There was also the well remunerated business of being Stirling Moss, constantly in demand for commercial and ceremonial events. He participated in races for historic cars, taking advantage of a special dispensation that allowed him, and him alone of all the world’s racing drivers, to ignore modern safety regulations by competing in his old helmet and overalls and doing without seat-belts.

He celebrated his 81st birthday by racing at the Goodwood Revival; a few months earlier he had fallen 30ft down the lift shaft at his Mayfair home, breaking both his ankles. Towards the end of 2016, however, he fell ill during a trip to the far east. After several weeks in hospital in Singapore he was flown home to London and his withdrawal from public life was announced.

Always enthusiastic in his pursuit of what, refusing to abandon the vernacular of racing drivers of the 50s, he referred to as “crumpet”, he was married three times. The first marriage, in 1957, was to Katie Molson, the heir to a Canadian brewing fortune; they separated three years later. In 1964 he married Elaine Barberino, an American public relations executive, with whom he had a daughter, Allison, in 1967, and from whom he was divorced the following year. He married Susie Paine, the daughter of an old friend, in 1980; their son, Elliot, was born later that year.

Appointed OBE in the 1959 new year’s honours list, and named BBC sports personality of the year in 1961, he was knighted in 2000.

He is survived by Susie and his children.

• Stirling Craufurd Moss, racing driver, born 17 September 1929; died 12 April 2020

Daily inspiration. Discover more photos at http://justforbooks.tumblr.com

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[wetsteve3]

1934 ISDT; ex-'Dad's Army' and 'George & Mildred' 1933 Brough Superior 1,096cc 11-50hp Combination Registration no. ATO 574 Frame no. 8/1251 Engine no. LTZ/Z 31972/SD• 1934 ISDT Gold Medal winner • One of only 308 built • Present family ownership since 1965 • Formerly on display at the London Motorcycle Museum • Offered for re-commissioning 'ATO 574' has an unusually rich history: not only did it appear in two hit TV series - 'Dad's Army' and 'George & Mildred' – it started life as a Brough Superior works entry for the 1934 International Six Days Trial (ISDT). A 1934 model manufactured in 1933, this machine is believed to be one of the earliest 11-50s extant. It is believed that this 11-50 was first used by the factory team. Previously carrying the works registration 'HP 2122', it was registered 'ATO 574' on 1st August 1934 and, attached to one of Brough's famous banking sidecars, was used by Freddie Stevenson to compete in the 1934 ISDT held in the Bavarian Alps. One of the most gruelling of motorcycle competitions, the ISDT tested competitors and their machines to the limits. Despite leaving the road and overturning the outfit, Stevenson came away with a coveted Gold Medal, demonstrating the abilities and durability of George Brough's rugged 11-50 workhorse. A photograph on file shows Stevenson astride the Brough at the Nottingham factory. By 1939, 'ATO 574' was owned by Brough Superior works frame builder Bill Oliver, and by October 1948 was in the ownership of William Eric Cousins of Croydon, Surrey. The accompanying old-style logbook (issued 1952) lists three further owners up to 2nd April 1965 when 'ATO 574' was registered to John Gibson Whale of Stanmore, Middlesex. Mr Whale then advertised the machine for sale in the Brough Superior Club newsletter of £50! In May 1965 the Brough was purchased (for £40!) by the late owner, who together with his father ran Stan Gilks Ltd, a motorcycle dealership in Ickenham, Middlesex (purchase receipt on file). The Gilks dealership would regularly loan classic cars and motorcycles to television production companies, which is how 'ATO 574' came to feature in 'Dad's Army'. It first appeared in this much-loved comedy series in 1971, featuring in the Christmas Special, 'Battle of the Giants' (Episode 40) which was first broadcast on Monday 27th December '71 at 7.00pm. In this famous episode Captain Mainwaring's Walmington-on-Sea Platoon takes part in an initiative test against their old rivals, the Eastgate Platoon. The contest is umpired by Warden Hodges, the Vicar, and the Verger using Hodges' Brough Superior 11-50. 'ATO 574' made its second 'Dad's Army' appearance the following year in Episode 52 - 'Round and Round Went the Great Big Wheel' - first broadcast on Friday 22nd December 1972 at 8.30pm. In this episode the Platoon is chosen for special duties (peeling potatoes, digging trenches, etc) during the test of a secret weapon (The Big Wheel), which runs amok. The Brough Superior is borrowed from a gardener by Private Walker and used by the Warden, Captain Mainwaring, and Private Pike to lure The Big Wheel into a trap to deactivate it, with Lance Corporal Jones hanging upside down over a bridge with the gardener's shears to chop off its aerial! In 2008 the cast and crew of 'Dad's Army' ('Granddad's Army') were reunited with 'ATO 574' and appeared in the Daily Mirror (press cutting on file). 'ATO 574' later featured in the TV series 'George & Mildred' (1976-1979), serving as George's primary transport and featuring in each episode's opening sequences. Some years later the machine was loaned to the London Motorcycle Museum. It is not known when it acquired the sidecar currently attached, though it was in place prior to the first TV appearance. The aforementioned documentation may be found in the accompanying history file together with Brough Club correspondence and newsletters, etc. Launched in 1933, the 1,096cc 11-50 was the largest Brough Superior to enter series production. In his book 'Brough Superior - The Complete Story', Peter Miller states: 'It (the 11-50) had been produced in response to requests from abroad, particularly from overseas police forces, for a machine with SS100 levels of performance but with the simplicity of the side valves and at a lower price.' Powered by a sidevalve v-twin (of unusual 60-degree configuration) supplied exclusively to the Nottingham factory by J A Prestwich, the 11-50 fitted into the Brough price range between the SS80 touring and SS100 super-sports models. Facilitating its sale abroad, the 11-50 featured sidecar mounts on both sides of the frame. It had been conceived as a long-legged, effortless tourer and was claimed by its maker to offer 85mph performance in solo form and pull a heavy sidecar at a comfortable 70mph; indeed, in the latter role it was one of the finest sidecar mounts of its day. Production lasted until 1939, by which time the 11-50 was the only JAP-powered machine in the Brough Superior range. Only 308 Brough Superior 11-50s were produced between 1933 and 1939. How many survive today is not known but it is likely to be significantly less than those manufactured. 'ATO 574' is offered in 'as last run' condition and will require some re-commissioning before returning to the road having been on static display at the London Motorcycle Museum for many years. As one would expect of a machine of this age, it has been serviced and maintained over the years, including several repaints; if anything, the resulting patina only adds to this TV icon's appeal

[kalluun-patangaroa]

Waking up to a new morning...

The Observer, Sunday 15 September 2002

Written by Amy Raphael

After the booze, coke, crack and smack, Suede's Brett Anderson is back in the land of the living with renewed optimism and a new album 

Brett Anderson grew up hanging around car parks, drinking lukewarm cans of Special Brew and taking acid. Occasionally, he caught the train from Hayward's Heath to Brighton, less than half an hour away, but still a world away. He would buy punk records and, perhaps, a Nagasaki Nightmare patch to sew on to his red ski jacket.

His mother, who died in 1989, was an aspiring artist; his father was mostly unemployed and obsessed with classical music. He wanted his son to be a classical pianist, but Brett had other ideas. Lost in suburban adolescence, he was drawn to the Smiths, to Morrissey's melancholic lyrics, his eccentric persona. He wanted to be a pop star; he would be a pop star. He had no doubt.

Anderson moved to London in the late 1980s, living in a small flat in Notting Hill. He studied architecture at the London School of Economics, but only while he got a band together. Here he met Justine Frischmann and, with old school friend Mat Osman, formed Suede in the early Nineties as an antidote to grunge and anodyne pop.

Anderson borrowed Bowie's Seventies glamour and a little of his Anthony Newley-style vocals. He looked to the Walker Brothers's extravagant, string-laden productions and appropriated Mick Jagger's sexual flamboyance for his stage show. Yet Suede were totally original, unlike anything else at the time. Dressed in secondhand suits and with casually held cigarettes as a prop, Anderson wanted to write pop songs with an edge; sleazy, druggy, urban vignettes which would sit uncomfortably in the saccharine-tinged charts.

Like his lyrics, Anderson was brash, cocky, confident. He talked of being 'a bisexual man who's never had a homosexual experience', realising it was an interesting quote, even if he knew he would probably always lose his heart to the prettiest of girls.

When I first met him, in the spring of 1993, Suede were enjoying their second year of press hysteria, of being endlessly hailed as the best new band in Britain. Fiddling with his Bryan Ferry fringe, Anderson asserted: 'I am a ridiculous fan of Suede. I do sit at home and listen to us. I do enjoy our music.'

He talked about performing 'Metal Mickey', the band's second single, on Top of the Pops. 'When I was growing up, Top of the Pops was the greatest thing, after tea on a Thursday night... brilliant! You get a ridiculous sense of history doing it. It was a milestone in my life; it somehow validated my life, which is pathetic really.'

By rights, Suede should have been not only the best band in Britain but also the biggest. Yet it did not happen that way. During the recording of the second album, the brilliant Dog Man Star, guitarist Bernard Butler walked out. It was as though Johnny Marr had left the Smiths before completing Meat Is Murder. The band could have given up, but they did not; they went on to make Coming Up, which went straight to the top of the album charts. Then, three years ago, disaster struck during the recording of Suede's fourth album, Head Music. Anderson was in trouble: the pale adolescent who had swigged Special Brew in desolate car parks was now a pop star addicted to crack.

Brett Anderson sits in a battered leather Sixties chair in the living-room of his four- storey west London home sipping a mug of black coffee. He has lived here for three or four years, moving into the street just as Peter Mandelson was moving out. The living-room is immaculate: books, CDs and records are neatly stacked on shelves, probably in alphabetical order.

Anderson's 6ft frame is as angular as ever but more toned than before, the detail of his muscles showing through a tight black T-shirt. Gone is the jumble-sale chic of the early Nineties; he now pops into Harvey Nichols.

He appears to have lost none of his self-assurance but, a decade on from his bold entrance into the world of pop, Anderson has mellowed, grown-up. By his own admission, he is still highly strung and admits he is probably as skinny as a 17-year-old at almost 35 because of nervous energy. But he no longer refuses to listen to new bands in case they are better than Suede; he praises the Streets, the Vines and the Flaming Lips.

This healthy, relaxed person who enjoys the odd mug of strong black coffee is a recent incarnation. At some point in the late Nineties, Anderson lost himself. He became part of one his songs and ended up a drug addict.

He talks about his new regime: swimming, eating well, hardly touching alcohol. No drugs. Did he give everything up at once? 'It was kind of gradual... giving up drugs is a strange thing, because you can't just do it straight away. You stop for a bit then it bleeds into your life again. It takes great willpower to stop suddenly.'

He sighs and looks into the distance. 'I got sick of it really. I felt as though I'd outgrown it. It wasn't something I kept wanting to put myself through and I was turning into an absolute tit. Incapable of having a relationship, incapable of going out and behaving like a normal human being. Constantly paranoid...'

The drug odyssey started with cocaine, but soon it was not enough. 'Cocaine is child's play. After a while, it didn't give me enough of a buzz, so I got into crack. I was a crack addict for ages, I was a smack addict for ages...'

Another deep sigh. 'It's part of my past, really. I'm not far enough away to be talking about it. It's only recently I've been able to say the word "crack".'

When Head Music was being recorded, he says he wasn't really there. He would turn up but his mind was not focused. The album went to number one but it was not up to Suede's standards; as Anderson acknowledges, it was 'flashy, bombastic; an extreme version of the band'.

He laughs, happier to talk about the good times. 'Last year, when I decided not to destroy myself any more, I kind of disappeared off to the countryside with a huge amount of books, a guitar and a typewriter... and wondered what the outcome would be.'

He spent six months alone. It was a revelation to discover that he could spend time by himself. 'I think a lot of people are shit scared of being on their own. Me too. From the age of 14 to 30, I jumped from bed to bed in fear of being alone. Being in the cottage in the middle in Surrey, I learned that if one day everything fucks up, I could actually go and live on my own. It's a total option.'

For a long time, Anderson had avoided reading books, worried that his lyric writing would be affected by other people's use of language. Last year, he decided it was time to fill his head with some new information. Although he had been told for years that his imagery was reminiscent of J.G. Ballard, he read the author for the first time in the cottage - and was flattered. He read Ian McEwan's back catalogue and challenging books such as Michel Houellebecq's Atomised.

Despite his self-imposed exile, it still took Anderson a long time to perfect Suede's fifth album, the self-consciously celebratory A New Morning. The band tried to make an 'electronic folk' album by working with producer Tony Hoffer, who had impressed with his work on Beck's Midnight Vultures. However, unable to make an understated album, they eventually called in their old friend Stephen Street, the Smiths producer.

Yet more trouble was ahead. Anderson says Suede have faced many 'big dramas' over the past decade - Frischmann left the band early on to form Elastica and soon after ended her relationship with Anderson, moving in with Britpop's golden boy, Damon Albarn; Bernard Butler walked out with little warning; the drugs took control - but still the band were not prepared for keyboard player Neil Codling's exit. He was forced to leave in the middle of recording A New Morning suffering from chronic fatigue syndrome.

Anderson says he was furious when Codling left.'He couldn't help it, I know, but I did feel aggrieved. I felt let down. But more at the universe than at Neil. I tend not to show how I feel about these things in public. It's like when Bernard first left, I was devastated. I felt as though that original line-up was really special. And we will never know what might have been.'

At times, Anderson sounds as though he has had an epiphany in the past year. He smiles. 'Well, you only need to listen to A New Morning to realise that. The title is very much a metaphor. It's a very optimistic record; the first single is called "Positivity", for God's sake. It's a talismanic song for the album. It's a good pop single, but we've haven't gone for a Disney kitsch, happy, clappy, neon thing.'

He looks serious for a moment. 'For me, the album is about the sense that you can only experience real happiness if you've experienced real sadness.'

Has he had therapy? His whole body shakes with a strange, high-pitched laughter. 'No! No! But I am happier now. I feel more comfortable with myself. I feel as though I'm due some happiness. I've just started going out with someone I really like. I've made an album which is intimate and warm. I don't any more have the need to be talked about constantly, that adolescent need for constant pampering...'

A swig of the lukewarm coffee and a wry smile. 'And, best of all, I don't feel like a troubled, paranoid tit any more.'

A New Morning is released on 30 September

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[aidanchaser]

Harry Potter and the Chamber of Secrets: Everyone Lives AU

Table of Contents beta’d by @ageofzero

Chapter One The Worst Birthday 

It wasn’t exactly the worst birthday ever. Harry was used to birthdays being spent with his parents, and with Sirius, and with Uncle Remus. He was used to his birthdays being quiet affairs, but this year he’d wanted a real birthday party. Not necessarily a big grand event, like for his eleventh birthday. Maybe just Ron and Hermione, or maybe he could invite all the boys in his dormitory too, and then there was his friends on the Quidditch team, and of course Susan and Hannah, and Padma and Lavender. That only brought the guest list up to fifteen. And no one would be required to wear dress robes, so was the party really all that big?

Lily and James promised they would try to work something out, but Lily had not seen her sister in a very long time. It was important they take a trip to visit, at least for a little bit. And didn’t Harry want to meet his cousin?

Harry wasn’t entirely sure why this very important visit was happening now, this summer, but Harry had a habit of listening at the kitchen door — or maybe his parents just had a habit of arguing in the kitchen while Harry was nearby — and he got the impression that something about his first year at school had unnerved his parents.

Last June, at the end of Harry’s term at Hogwarts, Harry had defeated the dark wizard known as Lord Voldemort. It wasn’t the first time Harry had beaten him, but it was the first time Harry had remembered the duel. Though he was only eleven years old — twelve at the end of July — Harry had been protected by love, by the selfless sacrifice of his father’s friend Peter Pettigrew. Even though Harry was fine, and Lily and James had told him over and over how proud they were, Harry knew they worried, because he heard it in their voices when they thought he was out in the yard or up in his room. They were worried about him, and they were worried about Voldemort.

This latest hushed kitchen argument, though, didn’t seem to be about Harry or Voldemort.

“I know this is important to you,” James hissed, “but on his birthday?”

“We can’t go any later or we won’t have time to get his school supplies,” Lily said as she sipped on her tea. “If you’d let me get a phone, we wouldn’t have been this pressed for time. Muggle post is so slow —”

“I told you a phone won’t work in this house. It’s too old. Too much magic.”

“Arthur said he could figure something out.”

“Arthur couldn’t wire a Muggle wireless,” James said exasperatedly. “The last thing I want is him trying to install an electrical current in the house. Maybe if we ask Sirius —”

“No.”

Harry thought the phone argument comical. His parents occasionally went back and forth over which Muggle items they could incorporate into the home. It wasn’t that James was opposed to Muggle technology, but he was very worried about how Muggle technology operated alongside magic. Lily thought he was worried over nothing.

Harry found the argument much less humorous when his parents came to him that night and said, “We’re going to visit your Mum’s sister on your birthday.”

“Where do they live?”

“In Surrey,” Lily answered.

“Isn’t Mum’s family Muggles?”

“Yep,” James said with a smile. “It’ll be an adventure, won’t it?”

It was not any sort of adventure Harry wanted to have. They arrived at the Dursley’s house five minutes after seven on July 31. They were late because Lily had spent an extra five minutes fussing over everyone’s clothing, making sure they could pass for Muggles.

A very tall, thin woman answered the door. She had a face that looked like she’d eaten too many poor-tasting Bertie Bott’s Every Flavor Beans.

“Petunia, it’s so good to see you,” Lily said with a wide smile, and hugged the woman. The woman was surprised by the affection, and awkwardly patted Lily on the back.

“How do you do, Aunt Petunia?” Harry said, exactly as his mother had told him to, and shook Aunt Petunia’s hand.

She smiled warily at him, then turned that wary smile to his father. “James,” she said uncomfortably.

“Petunia,” he said, equally uncomfortable.

Aunt Petunia led them into the living room, where a very large man sat on the couch. The hair over his upper lip was thick, but the hair on top of his head was growing thin. Next to him was a boy, who had to be about Harry’s age, but where Harry had been sprouting upwards — nearly to his mum’s shoulder, now — this boy seemed to have sprouted sideways. He looked like a miniature version of his father, but his face was stuffed with as many ear-wax flavored candies as his mother.

The large man stood when they entered, and Lily shook his hand. Harry reached out his hand and said, “How do you do, Uncle Vernon?” just as his mother had told him to.

Uncle Vernon looked pleased with this introduction, and shook Harry’s hand. It was a very firm handshake. In a way, it reminded Harry of his parents’ friend Hagrid, who was much larger than Uncle Vernon. His hand would have enveloped Uncle Vernon’s like a witch’s hat over a teapot, but Hagrid always had kind, excited eyes. Uncle Vernon’s were nervous and flicked over to James as if James were a Snap Dragon that might spit fire at any moment.

Vernon and James acknowledged each other with brief eye contact, a briefer nod, and quickly sat down. Both seemed too wary to attempt a handshake.

Lily had not given Harry explicit instructions about greeting his cousin, so after his mother had hugged the round young boy and said, “You must be Dudley! You look so much like your mum,” — which Harry thought to be a rather rude lie — Harry went over and said, “Hi, I’m Harry.”

Dudley nodded and said, “Hi. I’m Dudley.”

Aunt Petunia served what looked like leftovers of another night’s pudding, and they all sat down. The Dursleys on one couch, and the Potters on the other. It was a rather awkward silence for a moment before Lily asked how Vernon’s business had been going. “I can’t quite remember the details. You said you work with —?”

“Drills,” Uncle Vernon said. But then he didn’t proceed to discuss his business further. He was still looking at James suspiciously.

“It’s going quite well,” Aunt Petunia filled in. “Just last night he closed a big sale, didn’t you, dear?”

Harry, seated next to his father, noticed James quickly suck in a near-laugh, but he didn’t think anyone else noticed.

“Yes, big sale,” Vernon echoed. “Business closed over a dinner and dessert is the best, I always say.”

“Tell them the joke about the Japanese golfer, Dad,” Dudley said brightly.

“Oh, maybe not —” both Lily and Petunia started.

James, however, looked quite amused. “I didn’t know there were such a thing as Japanese gophers.”

Vernon frowned at him, and Lily leaned over Harry to whisper something in James’s ear.

“Ah,” James said, but his amused smile didn’t waver. He scratched at the back of his ear. “Can’t say I’ve ever played uh, golf, or even been to Japan,” and he laughed.

Petunia laughed graciously, but Vernon did not. This was followed by another uncomfortable silence.

“Dudley,” Petunia said, “Why don’t you and Harry go upstairs and you can show him your toy room.”

Dudley seemed quite excited by this idea and set down his empty plate. Harry had barely touched his dessert, and when Harry set it down, Dudley said, “Are you going to finish that?”

“Er, no.”

Dudley ate it in two bites before bounding up the stairs. Harry followed.

Toys weren’t really a thing Harry had a lot of growing up. It wasn’t for lack of money, just lack of interest. His first present had been a Quidditch broom, and it had been his favorite thing from then on. He’d been given a playset or two, and Sirius had gotten him a toy race car set one Christmas. He’d been entertained for a few hours, but playing with toy race cars wasn’t very interesting when you could go outside and fly on a broom.

So he found Dudley’s room, full of toy sets — some broken, some brand new — and a game systems with a television to be on one hand impressive because he had never seen so many and on the other hand boring because he had very little interest in the toys.

Dudley showed Harry a race car track about three times the size Sirius had gotten him. He was as excited about it as Harry might’ve been about a new broom. And the way he talked about the make of the car sounded like the way Harry talked about new broom designs. Harry listened politely, thinking cars were just the Muggle version of brooms anyway, so surely this toy could be interesting.

“How fast does it go?” Harry asked.

“350 kilometers per hour,” Dudley beamed, and that impressed Harry.

“Well, let’s give it a go, then.”

They sat down with the race cars — Dudley took the one he had just been bragging about, and gave Harry the other one.

Harry realized, once they started the remote controls — which, he had to admit, were a fascinating sort of magic on their own — Dudley meant the life-sized car went 350 kilometers per hour. These toys were slower than a Snitch.

They raced a couple laps. Dudley won every time, and Harry wasn’t sure if his car was actually slower, or if Dudley cheated each time. Harry didn’t particularly care.

“Do you play video games?” Dudley asked after winning a fifth time.

“What’s that?” Harry asked.

Dudley turned on the television set

“Oh, we don’t have a television.”

“You don’t have a television?” Dudley looked appalled. “If you don’t have a television, how do you watch your programs?”

“What?”

But Dudley was spared explaining when a strange creature suddenly appeared in the middle of the room.

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