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This impressive CORGI Aviation Archive 1:72 scale diecast model brings the formidable Messerschmitt Me 410A-1/U3 Hornisse to life for passionate collectors and aviation enthusiasts. Ready to display straight from the box, this meticulously crafted model captures the powerful twin-engine heavy fighter in authentic markings commemorating Hauptmann Eduard Tratt, the most successful Zerstörer Ace of the Second World War. Finished in accurate grey livery with rotating propellers, this detailed replica represents one of the Luftwaffe's most heavily armed interceptors from 1943. Key Features Ready to display straight from the box - no assembly required Authentic 1:72 scale diecast construction Rotating propellers for added realism Accurate grey paint scheme and period markings Includes display stand History Despite a troubled development that delayed its entry into service, the Messerschmitt Me 410 Hornisse emerged as an exceptional combat aircraft, combining considerable power with impressive operational range and devastating firepower. The Hornisse could mount an extraordinary array of weaponry, its configurable under-nose weapons bay supplemented by external armaments made it particularly lethal against the massive Allied bomber streams that penetrated deep into German

This newly tooled Messerschmitt Me 410A-1/U4 is the perfect addition to your Axis collection of Second World War aircraft. The first release of this die-cast model features the Bk-5 auto-cannon armament on the nose. The undercarriage is removable, and the propellers rotate on this 1:72 scale model. There are also detailed crew figures and a display stand in the box. This die-cast model has a limited -edition run of only 1,500 units History The culmination of Germany’s vaunted ‘Destroyer’ concept, the Messerschmitt Me 410 was the intended successor of the Messerschmitt Bf 110 heavy fighter. Despite entering service almost two years late, it was arguably the Luftwaffe aircraft which most closely matched Britain’s magnificent de Havilland Mosquito in terms of role and performance. Unquestionably one of the most interesting aircraft of the Second World War in appearance, the Me 410 was a true multi-role aircraft and could be adapted to perform a number of offensive roles, including that of heavy bomber killer. Equipped with the mighty Rheinmetall manufactured BK-5 autocannon which protruded from the nose of the fighter, this weapon was a development of the 50mm Kampfwagenkanone anti-tank gun found in Panzer III tanks. With 21 shells housed in a magazine in the weapons bay of the fighter and a shell already loaded in the breach ready to fire, the pilot could usually only rely on one round being fired, before this temperamental system jammed, leaving just reduced standard armament to be used during the sortie. A single, well-aimed shell did possess the destructive power to easily bring down an Allied bomber and could be fired at ranges where the attacking Luftwaffe aircraft were effectively impervious to the wall of return fire put up by the bomber stream. However, the additional weight and drag caused by using this powerful gun made the Me 410 incredibly vulnerable to marauding Allied fighters.

This magnificent 1:72 scale Messerschmitt Me109E-4/B is a perfect replica of the one flown by Oberleutnant Walter Rupp. This bold yellow and green model features detailed crew figures, rotatable propellers and a replica bomb underneath the aircraft. Of course, it also has a stand for display. This die-cast model has a limited-edition run of 908 items. History As one of the finest fighting aeroplanes ever, the Messerschmitt Bf 109 became the backbone of Germany’s Air Force throughout the Second World War, and despite its diminutive stature, was also arguably the world’s first operational fighter-bomber, or Jabo. Carrying a single under-fuselage-mounted 250kg bomb, they delivered their weapon using the fighter’s Revi gunsight, usually from a shallow dive and often with surprisingly accurate results. However, not all such missions ended with the safe return of the pilot and aircraft. Taking off from Le Touquet airfield on 17th October 1940 in the hands of Oberleutnant Walter Rupp, this Jabo joined around 40 other Bf 109s for a patrol over the English Channel, but was later attacked by RAF Spitfires over Gravesend at high altitude. The Messerschmitt took a bullet strike to the radiator, and with the engine temperature rising rapidly, the pilot had no option but to look for a suitable field to bring his aircraft down in. That field was on the outskirts of RAF Manston, with the pilot managing to perform a textbook emergency landing, with his aircraft only sustaining superficial damage. Rupp was immediately taken prisoner, and his aircraft was subsequently recovered and taken to RAE Farnborough for evaluation. It was later placed on public display as a war prize in several locations around Britain.

Messerschmitt Me109G-6 (Trop), Maggiore Antonio Vizzotto, Regia Aeronautica, 150 Gruppo, Sicily, July 1943. Just as the famous Fokker Eindecker had previously done during the Great War, the Messerschmitt Bf 109 would re-define aerial warfare and was an aircraft which was intended to dominate the sky. An aircraft which incorporated all the latest technological developments the aviation world had to offer, this project may have advanced as a lightweight monoplane fighter, but possessed the one attribute all hunting aeroplanes needed, and that was great speed. Produced in response to a Reich Aviation Ministry requirement for an advanced single-seat fighter aircraft, the design submitted by Bayerische Flugzeugwerke was radical in the extreme, diminutive and lightweight in construction and utilising the most powerful in-line aero engines in development in Germany at that time. Taking much of its design inspiration from the successful Messerschmitt Bf108 Taifun four-seat sports touring aircraft which preceded it, the Bf 109 was a relatively small, yet powerful monoplane fighter, one which was incredibly fast, heavily armed and highly manoeuvrable. At a time when the world's major air forces were mainly equipped with biplane designs for their front line fighter force, you might think that German pilots were desperate to get their hands on an aircraft which was so advanced that it was at the very forefront of world aviation, but that didn't initially prove to be the case. As they were used to slower, highly manoeuvrable aircraft with open cockpits, the enclosed cockpit of the Messerschmitt Bf 109 must have been more than a little claustrophobic for them, however, they soon warmed to the many impressive qualities of this aviation phenomenon, an aircraft which would allow them to dominate the skies. Interestingly, due to the advanced nature of the design and the fact that the new German built powerplants were not ready, the prototype aircraft was actually powered by a British Rolls Royce Kestrel engine, something of a strange dichotomy for a fighter which would go on to become the scourge of the Royal Air Force. Proving successful during flight trials with competing rival aircraft from other famous German aircraft manufacturers, the Messerschmitt Bf 109 would eventually enter service in 1937, a time where it's interesting to note that the Royal Air Force were just withdrawing their Bristol Bulldog biplane fighter from service and introducing the Gloster Gladiator, with the Luftwaffe clearly holding a significant technological advantage at that time. Nevertheless, even in Britain, the winds of aviation change were blowing and both the Hawker Hurricane and Supermarine Spitfire were already in development. The Messerschmitt Bf 109 would go on to become something of an aviation legend, in manufacture throughout the Second World War and eventually produced in greater quantities than any other fighter aircraft in history. In expert hands, the Bf 109 was a capable adversary until the very last days of the war and as a consequence, would be flown by many of the world's most prolific air aces at times during their service careers. The fighter would also see service with several other European nations during WWII, including Finland, Hungary and notably with Italy's Regia Aeronautica. Just as was the case with its traditional adversary the Spitfire, the name Messerschmitt came to be used in common parlance to refer to any enemy aircraft seen encroaching in British skies. As the Regia Aeronautica came under increasing pressure from ever greater numbers of Allied aircraft in the Mediterranean Theatre, aircraft combat losses soon began to outstrip the rate at which these losses could be replenished by their ailing aircraft industry. The Italians had already been using German engines to power some of their fighters, however, this was still not enough and if the Germans wanted Italian forces to continue fighting the Allies, a more radical solution would be required. At a time when the Luftwaffe needed every fighter it could muster, it was decided that new Messerschmitt Bf 109 fighters would be supplied to the Italians, with aircraft taken straight from the production lines, a combination of F-4, G4 and G6 variants. As such, the aircraft were delivered in standard factory applied finishes, complete with Luftwaffe markings, which clearly required some work before they could be committed to combat. German national insignia was painted out using the closest Italian paint shades available and whilst most existing camouflage was retained, any future modification would be done using standard Regia Aeronautica paint stocks. Italian national insignia and theatre markings were applied, but this was still very much the most famous Axis aircraft in the skies, just under new ownership. The Messerschmitt Bf 109G variant was undoubtedly superior to the Italian fighter types pilots had been flying previously, however, they were familiar with their Macchi 202 and 205 fighters, something which would have been crucial to them in a combat situation. Whether it was down to a lack of effective conversion or the fact that Allied air forces were becoming stronger by the day at that stage of the war, the use of Messerschmitt Bf 109 fighters by Italian pilots did little to change Axis fortunes in the Mediterranean and proved to be little more than an interesting footnote of the conflict. Hunted by Allied aircraft whilst in the air and on the ground, Regia Aeronautica use of the Messerschmitt Bf 109 was effectively nothing more than symbolic, despite the best efforts of their brave and tenacious pilots. By the time No.150º Gruppo was withdrawn from Sicily back to Ciampino near Rome, they only had three serviceable Messerschmitt Bf 109G fighters available to make the flight. One of the leading figures within the Regia Aeronautica during the Second World War, Antonio Vizzotto may not have appeared amongst the list of most successful Italian air aces of the WWII, however, he was a skilled and brave pilot, exceptional leader of men and arguably the most decorated Italian airman of that period. Involved in some of the most successful early war operations by Italian air units, Vizzotto would become an inspiration to fellow pilots and his countrymen alike, gaining regular promotions and viewed as something of a national hero. With the rank of Maggiore, Vizzotto was given command of No.150º Gruppo, a fighter group which comprised Nos 363a, 364a and 365a Squadriglia and as Italian forced headed for North Africa, Vizzotto and his units were requested to join the operation by Italian ground units who were aware of the unit's reputation for success in aerial combat. Despite scoring several notable early successes, the increasing strength of Allied air power in the region gradually eroded any chance of victory and even when the unit traded their Macchi C.202 fighters for German Messerschmitt Bf 109Gs during the spring of 1943, it was only a matter of time before the Allies secured a hard fought superiority in the air. In April 1943, No. 150º Gruppo under the command of Maggiore Antonio Vizzotto were the first unit to re-equip with German Messerschmitt Bf 109G fighters and subsequently committed to combat, operating from both Santo Pietro and Sciacca airfields on Sicily. Soon facing the might of the Allied forces during Operation Husky and the invasion of Sicily, they were unable to either post telling air combat successes, or prevent the fall of Sicily and would be reduced to fighting defensive, retreating actions for the remainder of the war. The 'Gigi Tre Osei' emblem adopted by 150º Gruppo was related to Italian celebrity pilot and Olympic gliding champion Luigi Caneppele, a highly decorated airman and national hero who was lost whilst serving on operations during the North African campaign. In his honour, the emblem of the Italian gliding association licence (three stylised soaring eagles) was modified to include a North African oasis scene and included the 'GIGI TRE OSEI' wording, a tribute 150º Gruppo pilots proudly took into combat against Allied air forces. The distinctive Messerschmitt Bf 109G-6 fighter presented here was the mount of Maggiore Antonio Vizzotto in actions during the Allied invasion of Sicily, where Regia Aeronautica pilots faced overwhelming odds in the face of the Allied onslaught. A beautifully unusual presentation of a wartime Bf 109G fighter, this aircraft retains most of its factory applied Luftwaffe camouflage, with German national insignia mostly painted out and new Regia Aeronautica and theatre markings added, with the rear fuselage also benefitting from a coat of Italian Verde Oliva Scuro paint. Adding weight, but also much needed additional firepower, Vizzotto's aircraft was also fitted with under-wing cannon gondolas, each complete with 120 rounds of ammunition.

One of the most interesting engagements involving a Messerschmitt Me 262 jet fighter during WWII occurred on 10th April 1945, when pilot Lt Walther Hagenah and his wingman were ordered to intercept a heavy raid of USAAF bombers attacking an area north of Berlin. Knowing they would be massively outnumbered by Allied aircraft, the pair intended to attack the formation at high speed, using cannon and their underwing mounted R4M unguided rocket projectiles to break up the formation and spread confusion. With the mighty bomber stream in sight, Hagenah noticed a flight of six American P-51D Mustangs above them, which immediately dropped their external fuel tanks as they dived in to attack. Hagenah's experience told him that if he turned to face them, or made any violent evasive manoeuvre, the speed of the Mustangs would soon bring him into their gunsights, so instead, he pushed the throttles to full power and began a gentle dive towards the ground, but crucially, not changing heading. His wingman decided to take a different course of action, turning to face the Mustangs and immediately being enveloped in a hail of .50 calibre bullets. With his own jet now at full speed, Hagenah expertly positioned his Messerschmitt for an attack on the American fighters, opening up on them with everything he had, including ripple-firing his R4M rockets at the enemy fighter formation.

This exceptional CORGI Aviation Archive 1:72 scale diecast model captures the formidable Messerschmitt Me 410A-1, a fast and heavily armed night intruder that prowled the dark skies over England in late 1943. Ready to display straight from the box, this meticulously crafted collectible is perfect for aviation enthusiasts and military history collectors alike. Every detail of this Fernnachtjagd hunter has been faithfully reproduced, from its authentic camouflage scheme to its menacing profile. Key Features Ready to display with included stand - no assembly required Authentic 1:72 scale diecast metal construction Historically accurate late 1943 camouflage scheme Rotatable propeller for added realism Depicts aircraft flown by decorated pilot Rudolf Abrahamczik History The Luftwaffe's long-range night intruder campaign in the closing years of the Second World War aimed to sow chaos among Allied air operations. These Fernnachtjagd missions saw lone aircraft infiltrating bomber streams or striking at vulnerable targets as crews relaxed on their approach home after gruelling missions. The Messerschmitt Me 410 proved perfectly suited to this dangerous role - its combination of speed and heavy armament made it a formidable nocturnal predator. Operating in conjunction with the regular Blitz bomber force yet with more specific targets, these night intruders ventured alone into the dark skies over Britain. However, the moment they crossed the English Channel, they became the hunted. Britain's sophisticated air defence network had been refined to deadly efficiency, and darkness offered little sanctuary. RAF de Havilland Mosquito nightfighters proved to be the ultimate nocturnal hunters, exacting a heavy toll on Luftwaffe aircraft of all types, including the Me 410. This particular aircraft wore a camouflage scheme optimised for night intruder operations and was flown by Rudolf Abrahamczik, one of the Luftwaffe's most accomplished pilots. A highly decorated bomber pilot with at least 233 combat missions to his name, Abrahamczik's expertise in this perilous role exemplified the skill and courage required to survive in Britain's hostile night skies. Serving with 14./KG2 in late 1943, this Me 410A-1 represents a fascinating chapter in the deadly cat-and-mouse conflict played out in the darkness above wartime England.

MG enthusiasts will adore this die-cast Monogram Caledonian replica. A fantastic 1:43 scale version of a much-loved car, this design is as unusual as the real thing, making it a wonderful piece for your collector's shelf. This die-cast model has a limited edition run of 900. History The manual MG ZT modelled came off the assembly line at Longbridge at 08.13 on January 6th, 2005, only three months before the historic car plant, which was originally the home of Austin, closed when MG Rover collapsed. Monogram was MG Rover’s personalisation programme, so few, if any, of the Monogram cars were identical. They went down a parallel production line and were hand-sprayed in the customer’s chosen colour, which partly explains why this Scottish heather-inspired hue added £1,000 to the car’s price. Research carried out by enthusiasts has shown that only 16 Monogram Caledonian cars were made, and that this example is the second of only two ZT saloons. It was ordered by a dealer to be a showroom attraction and, as well as the + options pack, which included climate control, electric rear windows and a 6-CD multichanger, the dealer specified most of the extra available options to be fitted on the car including black leather seats, a sunroof and Harman Kardon audio equipment. The current owner, West Midlands-based ZT enthusiast Dan Hooper, is a founding member of the MG Rover Events group and has owned many MG Z cars. He purchased this example in November 2022, when it had covered 168,000 miles, and used it daily for almost two years, covering a further 16,000 miles. He then took it off the road to do the restoration work it is currently undergoing.

After the Spa-Sofia-Liege rally ended in 1964 due to safety concerns about racing on public roads, the event moved to the Nürburgring. The resulting non-stop 84-hour regularity rally was perfect for the robust reliable MGB; meticulously prepared by BMC's Abingdon-based Competitions Department. Two MGBs entered and both crashed badly on the same corner in the opening laps with their drivers caught out by loose-chippings. However, both were nursed to the pits where the ingenuity of Den Green's team of mechanics got them back on track. The more exotic cars gradually failed leaving the metronomic MGs first and second at 72 hours. The Poole/Enever car broke a halfshaft in hour-79 but GRX 307D continued to victory. This high-spot in the MGB's competition career was achieved partly because of the type's benign handling and innate reliability; the winner completed 5,620 miles at an average speed of 66mph. Careful planning from team manager Peter Browning was also important. He reasoned that in a 3½ day non-stop event, where just 2 drivers were allowed, tiredness would be a factor so instigated long 7.5-hour driving 'stints' and borrowed Moulton bicycles so drivers cycled back to their hotel and thereby getting some exercise, had a proper meal and got some quality rest. Browning's drivers were initially resistant to his plan but, after 3 days racing, it proved wise as various more powerful rivals were running shorter stints, were eliminated in accidents caused by driver exhaustion. MG is the trademark of Nanjing Automobile (Group) Corporation, Licensed by British Motor Heritage Limited. Licensing Agent:LMI www.bmh-ltd.com

This stunning CORGI Vanguards 1:43 scale diecast model captures the iconic MGB Roadster in its original Mineral Blue finish, perfect for discerning collectors of classic British sports cars. Ready to display straight from the box, this model replicates a historically significant vehicle produced on 11th July 1967, making it one of the last '3-synchromesh' Mk1 MGBs. This exceptional diecast model faithfully recreates the original car's distinctive features, including its wire wheels and elegant colour-matched blue tonneau cover, preserving a piece of British automotive heritage. Key Features Ready to display - no assembly required Authentic 1:43 scale diecast construction Genuine Mineral Blue finish matching the original 1967 specification Wire wheels and detailed tonneau cover accurately reproduced Premium metal construction with intricate detailing throughout History This model represents a remarkable survivor story from British motoring history. Built as one of the final '3-synchromesh' Mk1 MGBs in July 1967, the original car featured five desirable optional extras: wire wheels, heater, colour-matched blue tonneau cover, black foldaway hood, and front anti-roll bar. Its first owner, RAF Squadron Leader John Duncan Griffiths, took delivery in August 1967 while serving at RAF St Mawgan, Cornwall, keeping the car for five years. The current owner, Graham Dix from Abingdon - MG's historic hometown - purchased the MGB during a snowstorm in December 1979, captivated by its elegant shape and distinctive engine note. After serving as his daily driver for several years, the car later entered storage. Graham's meticulous attention to detail during its subsequent transformation resulted in a stunning example of the marque, earning the car features on the covers of both 'Classic and Sports Car' and 'Practical Classics' magazines.

MG moved into their famous Abingdon factory, formerly the Pavlova Leather Works, in 1930 and it remained the marque's home until the last two MGBs were produced on 22nd October 1980. Sadly, British Leyland boss, Sir Michael Edwardes, then closed it down as he rationalised the BL group. The MGB modelled was one of the last made before the 'run-out' LE models came on stream as it was produced during August 1980. By then however, demand was slow so it was one of seven unsold roadsters still in the UK-wide BL dealer network when it was registered by its first owner on 4th December 1981; explaining why it wears an X registration suffix. As a new car sold by Henlys in Croydon, it cost £6500, prior to being Ziebart rust proofed. The first owner covered around 8000 miles in two years before being forced to sell because of family commitments. Current owner Steve Carver, then snapped up the still as-new car for £5000 on 3rd March 1984. As a long standing MG enthusiast whose father John ran a BGT for many years, he has always garage stored it as a second car along with his 1932 MG F Type Magna. Thus it remains in very good original condition except for a new mohair hood and regular maintenance. Very much part of the family, the MG was used as the wedding car when he married Gina in 1993. Engine: 1798cc OHV 4IL; Power: 84bhp @5250rpm; Torque: 107lb.ft @2500rpm; Maximum speed: 105mph; 0-60mph: 12.1 secs; Weight: 2253lbs. MG is the trademark of Nanjing Automobile (Group) Corporation, Licensed by British Motor Heritage Limited. Licensing Agent:LMIwww.bmh-ltd.com

The MGB modelled was registered in January 1974 and is presented as it was when new. However, it's led an interesting life. When only eight years old, after being damaged, it was partially rebuilt by MG Specialists Chatham's in Braintree, Essex, and returned to almost as-new condition. Since then, it's been well cared for by a number of owners as the car's substantial history file proves before being purchased in 2013 by the current owner, David Trotter, who is based in the French Alps. He sent the car to well-known MG specialist Oselli, who fitted one of their fast-road 1950cc engines, converted it to left-hand-drive, and carried out various other works to improve it. MG is the trademark of Nanjing Automobile (Group) Corporation, Licensed by British Motor Heritage Limited. Licensing Agent: LMI www.bmh-ltd.com

One of the most distinctive tanks of the Second World War, the British Churchill heavy infantry tank may have looked a little ungainly, but was actually an extremely capable fighting vehicle and one of the heaviest Allied tanks to see combat. Possessing exceptional hill climbing capabilities, the relatively slow, yet extremely reliable Churchill had frontal armour protection which was thicker that that used on the feared German Tiger and despite first entering service in 1941, large numbers of these tanks would be deployed following the D-Day landings. Several special purpose variants of the Churchill were also produced, which included flamethrower, bridge layer and bunker buster tanks.

As Germany's heaviest operational tank of the Second World War, the mighty Tiger II or King Tiger weighed in at an astonishing 68 tons, even though it was still powered by the same 12 cylinder Maybach engine which powered the significantly lighter Tiger I. Built around a new long barrelled 88mm anti-tank gun, the Tiger II was perhaps the ultimate development of the tank during WWII and was superior to any Allied tank in service. Introduced just weeks after D-Day, these fearsome machines were never available in enough numbers to make a difference on the battlefield and for the cost of one King Tiger, the Allies could produce nine M4 Shermans.

One of the key requirements of the modern battlefield is to have mobile infantry units supporting their heavy armour, both to protect the tanks and to secure any territorial gains they may have made. During WWII, the most famous Allied armoured personnel carrier was the M3 Half Track series of vehicles, which were large enough to transport a fully armed squad of 12 troops and provide them with protection from small arms fire and shrapnel. Fast and extremely mobile, around 53,000 of these vehicles were built in several different combat configurations, proving to be one of the most useful armoured fighting vehicles of the war.

The diminutive M3 Stuart light tank occupies an important position in the history of WWII, as it was the first American tank made available to British and Commonwealth forces via the Lend-Lease programme. Used in the North African campaign, the M3 proved to be an extremely reliable and relatively fast tank, earning the respect of British crews who quickly learned to use it to its best potential. The M3 would also be used by the Americans during their first tank versus tank engagements of WWII and despite being outclassed by most German tanks, would be used extensively in support and reconnaissance roles following the D-Day landings.

An extremely capable main battle tank, the M48 Patton was the third US tank to be named after the famous WWII general George S Patton, who was a strong advocate of the use of tanks on the modern battlefield. Introduced in 1953, the M48 would be used extensively by American forces during the Vietnam War, where it would perform well, but more in an infantry support role as opposed to tank destroyer. It would also go on to be an export success, seeing service with around twenty countries all over the world, with many still in service during the last years of the 20th Century.

Originally conceived as a fast and mobile tank killer, the M8 Greyhound armoured car was not built to withstand the punishment it would receive at the hands of Germany's main battle tanks and was therefore used more for reconnaissance patrols and armoured escort duties. Open turret variants of the Greyhound afforded their commanders an exceptional view of the battlefield, although this feature was understandably less popular during poor weather conditions. Amazingly, one M8 is reported to have destroyed a mighty German King Tiger in December 1944, sneaking up behind it and firing three rounds into its engine before the Tigers turret could traverse round.

Although often overshadowed by the more famous Tiger tank, the Panther is generally regarded as Germany's best tank of the Second World War. An effective combination of mobility, fire power and armoured protection, the Panther was originally developed to counter the success of the Soviet T-34 on the Eastern Front. Despite initial problems associated with its rushed service introduction, would go on to become one of the most feared armoured adversaries on the battlefields of Europe. Much cheaper to produce that a Tiger, Wehrmacht units could receive five of these highly effective tanks for the price of a single Tiger I.

One of the world's truly great tanks, the Panzer IV was in production throughout the Second World War and was built in greater numbers than any other German tank. Forming the backbone of Wehrmacht armoured divisions during WWII, this tank was continually improved during its service career and was fitted with a number of different main armament configurations, as well as forming the basis of several other fighting vehicles, such as tank destroyers, assault guns and self-propelled anti-aircraft guns. Despite being the oldest German tank still in service, the Panzer IV was the most numerous type encountered by the Allies following D-Day.

Arguably the most famous Allied tank of the Second World War, the American built M4 Sherman medium tank was produced in vast quantities, with almost 50,000 being built by the end of WWII. Fast and extremely reliable, the Sherman featured innovations such as an automatic gearbox and gyro-stabilised gun elevation. It was also built for ease of transportation, with four hoist points at each corner of the tank, allowing it to be loaded to and from cargo ships with ease. The Sherman may not have been a match for the mighty German Tigers and Panthers they faced following D-Day, but numerical superiority ensured they would ultimately prevail.

Designed by R.A Riddles (The Mechanical & Engineering Member of the Railway Executive) and aided by E. Pugson (Carriage & Wagon Chief Officer) and E.S Cox (Design Chief Officer), the Mark 1 carriage had a separate body and underframe with a standard body length of 64ft 6in, an underframe 63ft 5in long and bogies at 46ft 6in centers. Body width was eventually settled at 8ft 8in, at cantrail height. The stock was introduced in 1951 in sets on 'Festival of Britain' trains being built through to 1964, when superseded by the Mark II design. The Brake Second Open (BSO) consists of a standard class open passenger saloon, with a center aisle, a guard's compartment with hand brake and a lockable luggage compartment. This was built between 1955 and 1963 to two diagrams: 183 and 184. 181 examples were built in total, 163 examples of Diag.183 and eighteen Diag.184 examples. These ones differed in having Commonwealth Bogies, Fluorescent Lighting and a door separating the sixteen non smoking seats from the twenty three smoking seats. The early deliveries went to the ER/NER and WR, with the ScR batch arriving in 1959. Long-lasting, they ran in crimson and cream, chocolate and cream, lined maroon, and blue/grey. The First Open (FO) consists of a first class open passenger saloon with a center aisle and 119 examples of the Diag. 73 were built between 1951 and 1963 (seventeen similar Diag. 72 examples differed in having the middle doors central, with half windows each side and seating re-arranged with no central table). Early allocation was split between Eastern, Midland and Southern regions, with later allocations including Western and Scottish regions. Some examples went on to become Heritage/VIP charter stock and were liveried in Intercity colours.