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BRM P261

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BRM P261 - information: BRM P261 is a very good car, that was released by "BRM" company. We collected the best 11 photos of BRM P261 on this page.

Brand Name BRM
Model BRM P261
Number of views 103712 views
Model's Rate 9.8 out of 10
Number of images 11 images
Interesting News
  • CUSHIONING THE RIDE.

    Citroen and Britain go back a long way. Early Citroens were first sold here just after the first World War, from 1919. They quickly endeared themselves to UK drivers, and by 1923 there were already over 23,000 of the cars on British roads. Then, for almost 40 years, from 1926 until 1965, British-made Citroens were produced in a factory in Slough. We Brits are still major consumers of Citroen products, as the third largest market in the world for the cars, behind only China, and Citroen’s native France. There is another very strong Anglo-French link. For the past 18 months, Citroen’s global boss has been a British chief executive, who also happens to be one of the most senior women in the motor industry worldwide. Linda Jackson, former managing director of Citroen UK, runs the company from its Paris base and is shaping its future with some radical plans. Briefly back in Britain on a day trip via Eurostar, she revealed her strategy for driving the company forward and restoring some of its past glory. This is, after all, the brand with some very notable models in its 96-year history, such as the pioneering Traction Avant, the unforgettable 2CV, and the remarkable Ami 6. Citroens used to be known for their quirkiness, a characteristic that had evaporated in a couple of generations of rather bland models, but has recently been revived in the much more characterful Citroen C4 Cactus, with its distinctive body-protecting airbumps. Initial plans to build 70,000 units a year has proved overly modest, and current C4 Cactus production is running at 110,000 per annum. So can we expect more of the same in future models? Yes, says Linda Jackson. Although it is hard to quantify within a largely French-speaking company, as there is no direct translation in French for the word quirky. “The success of the C4 Cactus shows you can have a vehicle that stands out and be successful with it,” comments Linda. “We have never been successful when we try to be like everyone else. It’s a gamble to be quirky, but it’s what we are doing.” Something else for which Citroen has traditionally been known is the magic carpet ride quality of its famed hydropneumatic suspension, although more recently a hydraulic system on the current C5 has sought to deliver a modern version of cushioning ride comfort. But now Citroen is on the brink of revealing a revolutionary new suspension system that Linda says will be exclusive to the French firm, and will eventually become standard right across the range. It will appear on the first new model in 2017. For the moment she is a bit cagey about the specifics, whether it will be a self-levelling design, or some kind of air suspension system, but she promises it will take Citroen back to its roots of admirable ‘floating’ ride comfort, while maintaining good body control for handling precision. “Comfort is a core value of the Citroen brand, and this is our way to recreate the benefits of the hydropneumatic set-up in a more modern, more appropriate way,” she told us. Meanwhile, she is busy with bold plans to slim the Citroen range from its current 14 different body styles to a more rational seven core designs based around three platforms. It’s intended to make the brand both leaner and fitter, and also better structured for customers to appreciate what Citroen is about. So how does a British boss go down in an iconic French company? Pretty well so far. A clear direction and plans to resurrect some of what made past Citroens special is winning her respect. They’re even quite kind about her A-level-based ability to speak French. “They say I have an accent like Jane Birkin,” says an amused Linda.
  • Nissan NP300 Navara.

    Pickups are at the brawny end of the car scene, utility vehicles that used to have a rough and ready image, and the structure and driving characteristics to match. In recent times they have become a lot more civilised, with big advances in creature comfort and road-going behaviour. The latest of the breed, Nissan’s new NP300 Navara - the NP stands for Nissan Pickup - is a very good example of how far down that road pickups have progressed. It is a big vehicle at five and a half metres long, and its elevated chassis means that you still need to be a tall, strong bloke to enter the cab with ease: it’s rather a physical upward haul for those of us more vertically challenged. But once installed it’s something of a revelation. All the controls are pleasantly weighted and you don’t need beefy muscles to drive this latest generation of Navara. It has undergone a mechanical transformation, with the rather rustic leafspring suspension of the previous model now replaced by more sophisticated coil springs, while the previous 2.5-litre dCi engine has been superseded by a more efficient 2.3-litre dCi unit with either 161 or 188bhp power outputs. Both changes bring big benefits. The new Navara has taut and tidy handling, but without undue body lean, and it also rides impressively well with some of the most cushioned comfort of any of the current crop of modern pickups. Strong performance doesn’t come with a noise penalty, and refinement is very good indeed for a vehicle of this type. Gearbox choice is six-speed manual or a seven-speed automatic transmission, and both have well-spaced ratios and a slick action. There are two body styles, the King Cab that is popular in some other markets, with shorter, rear-opening back doors and a basic bench back seat, and the Double Cab that is generally preferred here in the UK and has four full-size conventional doors and fully comfortable back seats. There is nothing rustic about interior comfort, it is on a par with a well-appointed five-seater family hatchback. It’s amply spacious and not cramped. Cabin quality has taken a quantum leap forward over the old model, with tactile materials, an elegantly styled dashboard layout and a level of fit and finish that would not disgrace a prestige-nudging saloon. Large door pockets, some well-placed central cubbyholes and a handy dashboard-top tray means there are enough places to put all your on-the-move oddments. There are five grades of trim, starting with Visia and rising through Acenta, Acenta+, N-Connecta and topping out with Tekna. All versions come with a fair level of standard kit, including Bluetooth mobile phone connectivity, electric windows, cruise control, automatic headlights, electric door mirrors, LED rear lights, and air conditioning on all four-wheel-drive models. Move up the range to Acenta trim and 16-inch alloy wheels are fitted, as well as keyless entry and start and chrome embellishments. Acenta+ versions feature 18-inch alloy wheels, climate control, rear privacy glass, reversing camera, front fog lights, leather steering wheel and gearknob, as well as heated door mirrors with power folding. In N-Connecta trim, as tested, a seven-inch touchscreen navigation system is included, and there’s DAB digital radio and Bluetooth audio streaming, while choosing Tekna versions includes leather upholstery, roof rails, LED headlights and daytime running lights, rear parking sensors, a 360 degree camera system and heated and electric driver’s seat. A rear differential lock is optional on all models except the entrylevel Visia trim, while an electric sunroof is available on Tekna versions at extra cost. The new NP300 Navara shows how far pickups have come in recent years. From the outside this is still a large, beefy workhorse, albeit one with sleeker curves than before. From the inside, and in its driving manners, you could think yourself at the wheel of an upper-crust SUV. Nissan has done a good job of significantly upping its game with this one.
  • NORTON FLAT TRACK.

    This modern Norton dirt track custom is the work of Jamie Ireson’s 72Motorcycles, in collaboration with Norton Motorcycles - a tribute to the 1970s RonWood racing machine that won three Ascot track championship titles and was taken to a National dirt track victory by Alex Jorgenson. Based on a newCommando 961, it was recently launched at Motorcycle Live on the official NortonMotorcycles stand as the first of a limited edition run of 12. Ireson said: “The project started whenmy partnerMerryMichau photographed the 2014 Norton brochure. She toldNorton CEO Stuart Garner that I build custombikes and it went from there. Stuart asked us to come up with some ideas and it turned out that we had the same thoughts on building a custombike based on RonWood’s dirt tracker. Ireson is a design engineer by trade and used his experience gained in the automotive industry to model the bike in CAD before committing to metal. “The one thing we needed to do was lower the bike, and working in CAD with models that Norton supplied allowedme to see what effect that had.” That was November 2014 but it took until June 2015 for the project to take off. “Norton sent me a rolling chassis and engine unit with the only stipulation being that the bike had to be ready forMotorcycle Live at the NEC,” says Jamie. The engine and transmission are standard 961, as is the main frame, but Jamie modified the rear end. He says: “The RonWood bike has a really small oil tank, because it’s designed to only do a small number of laps. I cut off the end off the original tank, made up some bends on a CNCmachine and got themwelded up to follow the lines of Ron Wood’s [oil-carrying] frame.” According to Jamie, the standard Norton chassis geometry is slap bang in the middle of what is considered an ideal flat track set-up, but this build had to retain the standard 17in wheels. The swingarm is also standard, but with added bracing. The standard Ohlins forks were too long so Jamie opted for shorter, larger-diameter 58mm Ducati Panigale forks which slot into new yokes made from Jamie’s CAD drawings by Fastec Racing in Suffolk, who also did machining work on footpeg mounts and the velocity stacks. Jamie produced a buck for the tank, from which Parker Fabrication in Bournemouth produced the alloy tank. “The inspiration of the Ron Wood bike was the gorgeous red paintwork and tank graphics. We talked with out painters, Image Design, about giving it a modern twist, but they said it was so good we should leave it. The only change is using the current Norton logo.” The engine is standard, but Jamie’s removed the original airbox, so: “we might pick up anything between five and 10bhp.” The exhaust follows the same lines as the Ron Wood bike. It’s all custom made and hand-rolled by Tom at Foundry Motorcycles. The pipes have been given a super hard-wearing ceramic-coated black by Wes at Hi-Spec Coatings in West Sussex. Lasertech Engineering did all the frame welding. The Norton 961 MM Flat Track is priced at ?30,000. “All 12 will be identical except for the number,” says Jamie. “We’ve got 44. We’re keeping this original bike. Customers can have any number, but we won’t use one number twice.”
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