Strange/Rare car profiles-identifies threat

Discussion in 'Car Pictures' started by Vasileios Papaidis, Nov 1, 2013.

  1. #176 Vasileios Papaidis, Mar 18, 2016
    Last edited: Jun 11, 2016
    1964 FIAT 124 Spider Rondine by T. Tjaarda

    In 1964 Sergio Pininfarina tasked Tom Tjaarda to design a small spider styled along the lines of Tom's previous Rondine Chevrolet Corvette which was shown in 1963. This car was displayed at the 1964 Paris Motor show.
     

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  2. 1968 Costin Nathan-BMW ALPINA Spyder

    This is an one-off racecar by Frank Costin build at 1968 with BMW mechanics and fitted with a 4 cylinder-2liter ALPINA high modified engine for racing use only.

    Frank Costin (1920-1995) was an automotive engineer who pioneered monocoque chassis design and was instrumental in adapting aircraft aerodynamic knowledge for automobile use. He was the brother of Mike Costin, co-founder of Cosworth. Frank Costin used his aeronautical knowledge to design and build a chassis from plywood. This led to a lightweight, stiff structure, which he could then clothe with an efficient, aerodynamic body, a huge advantage in low-capacity sports car racing of the immediate postwar period.
    He was involved in a number of car projects for various manufacturers including Lister and Lotus, where he contributed to the early aerodynamic designs; Marcos, which he co-founded with Jem Marsh (MARsh and COStin); and racecar chassis for Maserati, Lotus, and DTV. He also designed the Costin Amigo, as well as the TMC Costin which was built in Wexford, Ireland in the mid-1980s.
     

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  3. #178 Vasileios Papaidis, May 8, 2016
    Last edited: Jun 11, 2016
    1957 Bill Frick Special GT Coupe by Vignale
    bill_frick_special_gt_coupe_1.jpg unsorted_unsorted_125_2.jpg unsorted_unsorted_319_1.jpg

    The one-off, coachbuilt, Cadillac-powered
    1957 Cadillac "Bill Frick Special" GT COUPE
    Coachwork by Vignale - Design by Michelotti
    Chassis no. FCC1003
    Engine no. 1003
    Born in Berlin, Germany, in the closing years of the First World War, Bill Frick made his way to the United States in the mid-1930s. From his early days, Frick earned a living by making cars go faster, and more often than not this trick involved swapping an engine from one manufacturer into the chassis of another. His first engine swap involved dropping a 1924 Dodge four-cylinder into a Model A Ford, but the looming shadow of the Second World War would soon divert Frick’s attention from automobiles to airplanes.
    In the buildup to the war, Frick worked for a company producing airplane parts, but soon progressed to assembling aircraft, flight testing them, and later, servicing aircraft in the remote corners of the globe. When the war ended, Frick returned to the United States and set up a shop in Rockville Center, New York, where his company specialized in performance-oriented engine conversions, building race cars on the side. Frick was a racer himself, and so was his business partner, Phil Walters, who raced under the pseudonym Ted Tappett.
    The shop’s tow vehicle was a 1949 Ford infused with overhead valve Cadillac V-8 power, a car that Frick referred to as the Fordillac. When the team was denied entry into an SCCA event with its a race-prepared stock car, Walters hit on the idea of entering the stock-appearing Fordillac, which SCCA officials approved for competition. Though not designed or built as a race car, “Ted Tappett” managed a surprising podium finish, drawing the attention of Briggs Cunningham in the process.
    Cunningham approached the team to find out more about the Fordillac, ordering one on the spot and starting a relationship that would soon see Frick preparing cars for Cunningham’s 1950 24 Hours of Le Mans effort. Though history records the two Cunningham Cadillacs (the “Clumsy Pup” Coupe de Ville and the slab-sided Le Monstre) finishing 10th and 11th that year, few know that Cunningham’s real intent was to run a Fordillac at Le Mans instead. His plan was ended after Walters gave 1949 race winner Luigi Chinetti a ride in a Fordillac, prompting Chinetti to complain to Le Mans officials about these “hot rodded” American cars.
    Following the 1950 Le Mans race, Cunningham bought out Frick-Tappet Motors and moved the operation to Florida, where he began work on a car capable of winning Le Mans. Though Frick followed the operation south, he’d only agree to spend part of his time working for the B.S. Cunningham Company in West Palm Beach, Florida. One-third of the year was still spent in New York, where Bill Frick Motors continued to produce Cadillac-engined Fords and Studebakers (Studillacs).
    When Studebaker changed the styling of its cars for the 1955 model year, demand for Studillacs went away almost overnight. Sensing that there was still a demand for a stylish grand touring automobile built around a Studebaker chassis and a Cadillac engine, Frick turned to Alfredo Vignale, who had produced bodies for most of Cunningham’s automobile production.
    Frick and Vignale settled on a coupe design (sketched by Giovanni Michelotti) for a demonstrator model, and Frick supplied the Italian coachbuilder with a 331-cu.in overhead-valve Cadillac V-8 powered Studebaker chassis. Vignale’s artisans then hand-crafted an aluminum body, beating panels by hand over sandbags instead of a more traditional wooden buck. The process was labor-intensive and definitely not scalable, but that wasn’t a concern to Frick, who realized that price alone would limit the market for his Specials.
    The demonstrator coupe was returned as something of a work in process, requiring Frick and his team to finish wiring the car and perform required mechanical adjustments. The design was stunning enough to prompt a customer order, though buyer George Clark specified that his Special be constructed as a convertible. Vignale complied, and once again the car was returned from Vignale in a less-than finished state.
    By the time the company received its second order, for a coupe with a roll-back cloth roof, Frick believed he was more prepared. After making the usual modifications to the Studebaker chassis (stiffening the frame to reduce flex and upgrading the suspension with firmer shocks; higher spring rates; a larger anti-roll bar; and track bars to reduce wheel hop), Frick installed the Cadillac engine. This time, he also supplied Vignale with wiring, instruments, windshield wipers, door locks, and window regulators, expecting to receive a delivery-ready automobile for customer John Blodgett, Jr., by return shipment.
    Instead, the car returned was incomplete, missing most of the components supplied to Vignale by Frick. Despite charging roughly $10,000 for the two Bill Frick Specials sold, the fledgling automaker began to realize that with the time and money spent on completing each build, the company was actually losing money on every car sold. The coupe delivered to Blodgett, the car seen here, would be the very last Bill Frick Special ever completed.
    Vignale had saved the best for last, and compared to the demonstrator, the Blodgett coupe was a far more polished automobile. As John Matras wrote in Special Interest Autos #143, both used a two-tone livery with a black roof, but the Blodgett coupe wore trim rings around the headlamps and placed its front turn signals just above the bumper instead of higher on the fenders. Giving the car a sense of speed, both A and C pillars on the Blodgett coupe were raked rearward, and the car’s trunk sloped sharply toward the rear bumper, highlighting the coupe’s subtle tailfins. The demonstrator carried the Bill Frick Special script on the front fenders with the Vignale badge on the rear quarters, but the production coupe reversed this.
    While the demonstrator and convertible Frick Specials were aluminum-bodied, the Blodgett car was crafted of steel, a fact unbeknownst to Frick until interviewed for the SIA article in 1994. Though steel panels would have added weight to the car, this likely would have been transparent to Blodgett, who had little to benchmark the car against. Besides, with a split bench seat described by Matras as a “leather-covered sofa” and a rear seat that served up “lounge car comfort” once occupants went through the gymnastics necessary to climb into the space, the Frick Special was more adept at devouring highway miles at high speed than strafing the apex of corners on a road course.
    Blodgett, the head of several successful timber companies, received his coupe in 1957 and retained possession until the mid-1960s. During his time with the car the transmission was changed from the four-speed Pont-a-Mousson that Blodgett had specified to a more durable T10 pulled from a donor Pontiac. The engine’s internals were (slightly) upgraded, too, with Lincoln pistons installed in an effort to boost compression and with it, performance. Once tired of his unique Italian-American hybrid coupe, Blodgett passed the car down to his secretary, who drove the Frick Special until 1970 before selling it to Emmet Boitz.
    Boitz reportedly used the coupe as a weekend driver, changing its primary color from blue to silver during the three years he kept the car. Its next owner was Earl Benz, who kept the car out of sight for much of the 15 or so years he owned it, using it sparingly and never showing it in public. Sold to a California used car dealer, the car hopped dealer lots for period and eventually wound up painted red before being acquired by the consignor in November of 1989.
    The original demonstrator Bill Frick Special was sold with Bill Frick Motors in 1959, and has since disappeared. As of 1994, the convertible was off the radar, too, though it reportedly remained with the Clark family throughout its life. That makes this red coupe the sole known survivor, and a five-owner car that has survived the decades remarkably well. Given its unique place in automotive history.
     
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  4. Holy shit. There is a username I haven't seen in a long time
     
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  5. Vasileios Papaidis likes this.
  6. #182 Vasileios Papaidis, May 23, 2016
    Last edited: Jun 11, 2016
    Dear friends,I am working hard the last 5-6 years in classic car scene and I have too short time to enjoy the company of Supercars.net,this site was my first as an internet user, "bill rizopoulos" was a nickname at my first steps in the net,if any moderator can help me to change it to my real name I appreciate it,but who is me? My official work is here http://www.historicautopro.com/ ,my bio http://www.historicautopro.com/#!cv/c1xfq feel free to discover all of it. I am open to share some of my work here,contact details is inside my site or straight in [email protected]
     
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  7. #183 Vasileios Papaidis, May 23, 2016
    Last edited: May 23, 2016
    Dear supercars.net friends this is my personal photos in action with some dream cars I have driven in my car life,my real name is Vasileios Papaidis from Greece,some of my bio notes.....
    Vasileios Papaidis was born in the city of Thessaloniki in the early 70’s where he still lives and works. He studied in the field of Business and Economics.
    He engages himself in cinematography, photography and historical record of classic cars and collections. Work as a jurnalist & test driver.Vasileios co-operates with foreign auction houses compiling “biographies” for exceptional rare car models.Aside from being a car museum and private collections freelance reporter,he also takes part as a driver/co-driver in Greek and foreign Classic Regularity races.He works as a project manager for classic auto events and promotion video clips.
    He involved in organization for many auto events & classic rallyes,also works with success in public relations with an importand worldwide agenda. More than 5 years ago he founded the non-profitable http://www.historicautopro.com/ and introduces his 19-year course in the field of classic car. If there is a title he could flirt with, this is “experience collector”.
    1997 was the first year in his car adventures and the destination was the Monteverdi Museum in Switzerland.
    Recently he released his first book entitled: Patriarca FIAT 1100 Sport Pininfarina.
    12615317_1117254081653027_1181713302031593405_o.jpg 11879105_1035029593208810_8910024432373290423_o.jpg 10403925_780189818692790_8206115098075551188_o.jpg 10498676_802961293082309_7917852001275852876_o.jpg 11194596_971713656207071_5496577744936210334_o.jpg View attachment 765884 View attachment 765884
     
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  8. Oh, I'm jelly as ****.
     
  9. Fkin right on. Like, wow.

    I about died @ the 250TR. Like, are you serious??

    HUGE props to you @bill rizopoulos, I'll ask about getting your username changed to your real name :)
     
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  10. Thanks,ok lets show something more fresh, P1480759_Fotor.jpg the legendary Scuderia Serenissima 1961 Ferrari 250 GT SWB #2701 in my hands at Pista di Pergusa MPH 2016
    The review of the car in my site at few months!
     
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  11. Me on the wheel of 1967 Abarth 1300OT Periscopica Coupé
    Coachwork by Abarth/Sibona e Basano

    P1490016_Fotora_filtered.jpg

    Chrysler had no interest in any continuation of the previously successful Simca Abarth and Abarth Simca high-performance car collaboration, which came to a juddering halt. In Turin Carlo Abarth found himself left more or less high and dry, but the supply of basically Simca 1000 chassis floor pans, upon which the sleek and superfast Abarth Simca 1600s and 2000s had been based, left quite a number in stock, as yet unused.

    The popular legend is that it was upon these unused Simca platforms that Abarth then founded his 1300cc class Gran Turismo design for 1965 – the OT 1300. Abarth's technical team under Mario Colucci had developed a boxed pressed-steel chassis structure on the modified Simca 1000 floor pan to which allindependent suspension was attached with componentry drawn from the Fiat 850 shelves. The Abarth OT 1300 then emerged, to race for the first time as a prototype in the September, 1965, Nurburgring 500-Kilometre classic.

    The whole car was covered in a sleek fiber glass body that was penned Mario Colucci and fabricated at Sibona & Basano of Turin. Upfront was a large opening to feed air to a radiator which was then extracted out the top of the hood. Both the front and rear sections were hinged and provided ample access to the running gear.

    Driver Klaus Steinmetz hammered the new Coupé home to a fine third-place finish overall and the OT 1300 was up and running into the record books, becoming one of the most successful – and also one of the most distinctive – models that Abarth & C ever produced. The OT 1300's rear-mounted all-Abarth engine was overhung – in best Carlo Abarth-approved style. It was a 4-cylinder unit with twin overhead camshaft cylinder head, using a block with cylinder bore and stroke dimensions of 86mm x 55.5mm to displace 1289cc.

    With two valves per cylinder and a 10.5:1 compression ratio, the engine breathed through two twin-choke Weber 45DCOE9 carburettors. Ignition was by two plugs per cylinder, fired by single distributor. Dry-sump lubrication was adopted and the power unit produced a reliable 147bhp at 8,800rpm. This lusty engine, perfected by Abarth's power-unit specialist Luciano Fochi with five main-bearing crankshaft, drove via a five-speed and reverse Abarth transaxle.

    Wheelbase length of the OT 1300 was nominally 2015mm, front track 1296mm and rear track 1340mm. It featured moulded glassfibre clamshell-style opening front and rear body sections moulded by Sibona & Basano in Turin, and this pert-nosed Coupé became a familiar sight dominating its class for three consecutive years. Production of the OT 1300 began on May 15 1966 and ended on March 30, 1966, by which time the minimum production number of 50 required by the FIA for homologation as a Gran Turismo model had (allegedly) been achieved.

    The most distinctive single characteristic of the OT 1300 Coupé, apart from its huge International success within its class, was its adoption of the Periscopica air-cooling intake on the rear of the cabin roof. Casual onlookers would assume that the periscopelike intake fed intake air into the rear-mounted engine, but this is absolutely not the case. Instead, the water and oil-cooling pipe runs through the cockpit area heated-up the cabin to what was generally considered to be an unacceptable level for endurance racing, and the periscope intake merely blasted cold air down into the cabin to cool the driver himself...

    From the OT 1300 Mario Colucci developed the OT 2000 Coupé using the 1946cc 4-cylinder power unit perfected by his colleague Luciano Fochi and with some 215bhp at 7,600rpm that largerengined model was capable of exceeding 165mph in a straight line. In fact all these Abarths with their sleek aerodynamic bodies and light weight really were exceedingly rapid by the standards of the time and within their respective capacity classes.
     
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  12. #188 Vasileios Papaidis, May 25, 2016
    Last edited: Jun 11, 2016
    1963 Coune MGB Berlinette

    1963.jpg
    In 1963 - one year before the prototype and two years before the official launch of the BGT, Jacques Coune built this "MGB Berlinette". This car was produced over three years, with a total production of no more than 56 cars.
    Jacques Coune met Sir Alec Issigonis to discuss the potentiality of collaborating with The British Motor Corporation to explore the possibility of using the design concept of his MGB Berlinette Coupe, for production at Abingdon. The final decision was not to adopt the design in favor of MG's own GT Coupe introduced in 1965. Issigonis's recorded comments to Coune when advising him of his ruling was: "It looks too Italian!" A true statement as most of the craftsmen were from Turin.
    Without the backing of BMC, and their mass production
    advantages, Coune's manufacturing methods, although skillfully hand built, were not really a commercially viable proposition. The retail cost was £1,300 against £690 for the equivalent MGB. Ultimately therefore a total of only fifty six Berlinettes were produced, all of which were left hand drive models for the European Market.
    Today, just about 12 MGB Berlinettes survived.
     
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  13. 1967 Zagato Lancia Flavia Super Sport

    1967 Zagato Lancia Flavia Super Sport.jpg
    As part of a plan to offer customers a wider range of models, Lancia commissioned Zagato to make a Super Sport version of its Fulvia, with the car making its debut at the 1967 Turin motor show. Unfortunately, Lancia was acquired by Fiat before the Super Sport could make production, and it remained a prototype.
     
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  14. 1956 AWE R3 1500 Rennwagen
    9k=.jpg
    According to GDR ideology the state was to be behind anything. Also sporting success was always a central mean of their propaganda, so for 1951 they formed a "national" racing team, called "Ren Kollektiv" in the idiom of the system. Of course it used mainly parts from the former BMW factory at Eisenach which had to be renamed EMW after a legal dispute with BMW Munich. After some years of struggle EMW seemed at the point of a breakthrough with their new 1500 cc sports car design of 1955/56, but then by a typical political decision the whole enterprise came to a full stop in 1957 as the resources had to be shifted elsewhere.
    The AWE 1500 RS was a sports car, which was built in the 1950s by the Thuringian automotive companies VEB automobile work Eisenach (AWE) and used by its racing collective.
    With the beginning of the 1950s began a KFZ-Meistern in Berlin with the construction of racing cars to order to participate in sports car race. For the first time went racing cars under the name of EMW 1951 in the GDR at the start. 1952 Location of racing collective of DDR to Eisenach was transferred to the Eisenacher Motorenwerke resident and the company was renamed in 1953 in Eisenach car plant.
    1955 the most successful racing cars of the GDR of the 1950s was developed and used in international races. The 1500RS had a 6-cylinder engine with dual overhead camshafts, dual ignition and three Weber twin carburetors. The 1.5-liter engine developed 99 kW (135 hp) at 7000 / min. Edgar Barth and Paul Thiel celebrated Eifelrennen 1955 at the Nürburgring with their 1500RS a double victory. 1956 won Barth / Rosenhammer with a plant-1500RS the class up to 2 liters in the 1000 km from Paris in Montlhéry. End of 1956, its activities ended the AWE in racing.
     

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  15. #191 Vasileios Papaidis, Jun 2, 2016
    Last edited: Jun 11, 2016
    1995-2000 Ferrari Mulotipo F140 (Enzo prototype)
    maxresdefault.jpg The real name of the car is Ferrari Mulotipo F140 (engine development) and biuld as the test car for the new Ferrari Enzo at the years 1995-2000. Mulotipo based on an extended 348 chassis, the F140 was used for the first bench tests of the Enzo’s V12 as well as for the more recent V8s.
     
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  16. 1937 Fiat 1500 6C Barchetta by Touring
    vintage-and-prestige.1465551625.27494.jpg
    Chassis no. 019.373
    Engine no. 1500-361689
    This stunning little Barchetta wears an all-aluminum body of extremely pretty proportions making it the quintessential Italian roadster. The 1500 6C Barchetta is freshly painted in a very pale cream and presents beautifully.
    The FIAT 1500 was a new design that was first shown to the public at the Milan Motor Show in November 1935. Automotive engineers had begun to pay greater attention to aerodynamic considerations and the 1500 was an outstanding example of this newly acquired knowledge applied to passenger car design. Developed in a wind tunnel, the 1500's striking body featured a raked back radiator grille intended to reduce aerodynamic drag. Beneath the skin of this 1500 6C Barchetta there was a tubular backbone chassis boasting independent front suspension, the latter making its first appearance on a FIAT car. The 1500's engine is a 1,493cc overhead-valve six that shares its 65x75mm bore/stroke dimensions with the contemporary four-cylinder Tipo 508.
    Under the bonnet is Fiats’ 1500cc overhead cam 6 cylinder motor equipped with triple Webber carburetors. The engine is free revving making delightful noises and when coupled with the feather light bodywork, gives it a serious turn of speed.
     

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  17. Oh I remember this one from my old AutoWeek magazines when they were testing with it and they were having spy shots around Maranello and whatnot. You really gotta give Ferrari the prize for keeping their designs hidden the best of all.
     
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  18. Yes true,btw is it easy for moderators to change my name?
     
  19. Moderators don't have this power to make changes in user profiles, but perhaps @Veyronman (mod with close ties to administration) or @_SC_ (tech support) can help you out with this
     
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  20. Thanks anyway!
     
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  21. My pleasure, whatever happens, please keep posting here, they're great every time :)
     
  22. 1951 Stanga 600 Barchetta by Motto 4b5584_2d3c4ed53b6b4dd0be8abc2522f50e68.jpg
    Chassis Number 040351
    Coachwork by Motto
    Former Mille Miglia Competition Car
    600 cc Giannini built engine
    Of all of the Italian competition cars that ever graced the race track, Fiat was a name that loomed large. Formed in 1899, Fiat’s cars were running races long before many other companies were even building a car. Fiat’s cars dominated many competitive events for decades and they performed well in their own right, but they also served as the perfect platform for many of Italy’s best competition cars. In 1949, brothers Gianfranco, Sandro, and Camillo Stanga formed a company with the sole purpose of assembling competition cars using the best possible components throughout Italy. By the early 1950s they were offering some of the fastest cars in Europe when they set about to create a masterpiece. With a chassis from Fiat, an engine from Giannini, and styling by Motto, they created just seven Stanga Barchettas for competition use.
    The story starts with Stanga acquiring a Fiat 500 chassis and upgrading it with a redesign using lightweight tubular steel and also reworking the suspension and steering components to competition specifications. Next came a competition engine by Giannini. Brothers Attilio & Domica Giannini were building some of the finest competition engines in the country and were considered the best at what they did. Giannini’s race tuned Fiat engine was been bored to 600cc and was also paired with twin Weber carburetors, a four-speed close ratio gearbox, and a high-compression head. The combination of the Giannini brothers engineering skills and Stanga’s chassis refinements made for a car like no other, but there was one more element needed to bring about a legend and that was a body. The great coachwork of Motto of Turin proved to be the finishing touch on what would become this historic Italian racecar. Although Motto was best known as a carrozzeria for lightweight competition cars on a one-off basis, they were no strangers to the business of custom coachwork as their designs were found on such great marques as Ferrari, Delahay, Renault, and Lancia. Motto’s bodies also found their way to the other side of the pond as well with creations built on several Cadillac and LaSalle chassis. So sophisticated was their work that two of their biggest admirers were Virgil Exner and Ray Loewy. The secret to Motto’s success for their light-weight competition cars was a clean and elegant design with simple lines that were smooth and flowing and were void of any unnecessary trim or adornments.
    It was through the combination of these three entities that this offering, a 1951 Stanga Barchetta with coachwork by Motto was created. To say that this Stanga Barchetta is rare is an understatement as it is just one of seven built with only two wearing coachwork from Motto. The refinements made by the Giannini brothers coupled with Motto’s lightweight body made for a car that could race with the very best. This Stanga is a veteran of the heady days the Italian racing circuit and according to John DeBore all seven of the Stanga Barchettas competed in the famed Mille Miglia in the early 1950’s which includes this car. With its stellar racing past this Stanga is eligible for any vintage racing or rally event. It has also recently underwent a full service and is now ready for touring of any distance.
    It takes a distinct set of circumstances to create a work of art, but at one shining moment the efforts of Stanga, Giannini, and Motto all came together to create a very special part of Italian competition history. This 1951 Stanga Barchetta is a car that carries a pedigree from several sources and this is proudly displayed in the badges it wears from all of its creators.
     

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  23. Hey sorry I've taken a while to get this sorted for you - I haven't spent as much time as usual on the site these last few weeks.

    Yourself and another member are on my list to get username changes. I'll be in touch with you soon.
     
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  24. Great,thanks!
     
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