S110R Beauty
View allAll Photos Tagged Bodyshell
Max Verstappen did it! He is for the second time the World Champignon Formule 1. Many congratulations for him and his team. Not that I'm a fan of the real racing cars, just the folded ones ;-))
I folded these 2 racing cars some time ago and just waited for the right moment to show them. Don't think they are as advanced as the car he is riding in…………, but still, I hope it makes you smile ;-))
This Racing Car is composed of different parts: the cockpit, the bodyshell, the spoiler and 4 wheels.
I used the sizes of paper mentioned in the diagrams. Final length is about 29cm.
I used double colored wrapping paper, so I could make to versions.
Model: Origami Formule 1 Racing Car
Design: Max Hulme
Diagrams in AEP 7th Convention Book (2004)
Renault 4 Fourgonnette (1961-1988), au bord de la Mayenne
fr.wikipedia.org/wiki/Renault_4#Fourgonnettes_Renault_4
The panel van (Fourgonnette) version of the R4 (1961-1988), which with its "high cube" bodyshell and the unique 'giraffon' (giraffe hatch) at the rear became the idiosyncratic French "Boulangerie" van. For many years, this was a successful vehicle of its type and for many customers, as it represents their idea of a Renault 4 more than a passenger version.
Renault 4 (1961-1992)
fr.wikipedia.org/wiki/Renault_4
en.wikipedia.org/wiki/Renault_4
Montreuil-sur-Maine
Beauford is a British family run automobile company based in Biddulph, Stoke on Trent. The cars are supplied in kit form and are therefore highly customisable.
The first cars were made in 1985 and used a Mini bodyshell as the passenger compartment later replaced by a glass fibre moulding. The company has supplied over 1,500 kits.
The Beauford Tourer is designed to look like a vintage car. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s Style Grand Tourer luxury car. There are both 2 door and 4 door versions. Cars come in both open and closed bodies. With detachable hard top or convertible soft top there are also half soft-top versions. Because of the classic look of the vehicles the cars have become popular as wedding transport.They are suited to Rover V8 engines, and the M119 5 liter Mercedes Benz engine with over 300 BHP and high torque.
RAC logo displayed on the grill of a classic Beauford car
www.aquariusweddingcars.co.uk/a-brief-history-of-the-beau...
The first concept-car produced by Peugeot
in 1984 - 600 horse power
Seen at the Peugeot Adventure Museum in Sochaux.
La Peugeot Quasar
C'est le premier concept car
construit par Peugeot en 1984 - 600 chevaux -
Exposée au Musée de l'Aventure Peugeot à Sochaux.
This particular Ferrari 246 was re-built from the remains of the Neil Corner "Tasman" Dino (S/N 0007) which was crashed at the Goodwood Revival.
S/N 0007 was the last front engined car to win a Grand Prix in Italy in 1960, at Monza, driven by Phil Hill. After this win, a Ferrari 250 TR v12 engine was fitted to the car and it was renumbered as S/N 0788F.
It was then, in 1965, rebodied with a 250 GTO/64 bodyshell before being fully restored in 1978 to original specification by Crostwhwaite & Gardner.
________________________________
The Buckler Cars Company started life in 1947, and was founded in Reading, Berkshire by Derek Buckler. Between 1947 and 1962 the company made some 500 cars with many of them being made in Crowthorne, Berkshire, where a plaque can be seen on the site of the former factory.
The Buckler DD2 was introduced around 1957 and carried on in production up to 1962. It was built around a tubular space frame chassis, which was adaptable, at the time of order, to accept any engine up to 2 litres and a variety of suspension options including De Dion with inboard brakes. The chassis incorporating coaxial coil spring shock absorber units fitted all round, was then clothed in a modern (for the time) Glass Reinforced Plastic bodyshell.
This 1959 Buckler DD2 1.5 litre, 800 KBH, is seen at Prescott hill climb on 15th May 2022.
The neighbours came around and scoffed
And called me retro
Late '80s vibe at Arcow Quarry / Helwith Bridge on Monday.
This was the sort of image I had in my head when choosing this location, or some other variation on this combined 1980s theme.
In the event the 66 pushed back earlier than I expected and the 142 was late.
So two seperate images have been merged.
Pacers would become commonplace in the second half of the 1980s, followed not longer after by the class 59 (66) bodyshell design and the Roundel designed Trainload livery.
142003 is on 5Z37, 09.25 Crewe HS to Carlisle Upperby and 66694 is part way through loading its train having arrived with 6M31, 08.30 from Doncaster Down Decoy. It would leave as 6Z98, the 15.33 to Leyland.
.As an aside, it's very common to get a cloud shadow on Penyghent to put it into shade when the rest of the surrounding landscape is sunlit.
Beauford is a British family run automobile company based in Biddulph, Stoke on Trent. The cars are supplied in kit form and are therefore highly customisable.
Originally based in Upholland, Lancashire the company later moved to Stoke on Trent. The first cars were made in 1978 and used a Mini bodyshell as the passenger compartment later replaced by a glass fibre moulding. The company has supplied over 1,500 kits.
The Beauford Tourer is designed to look like a vintage car. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s Style Grand Tourer luxury car. There are both 2 door and 4 door versions. Cars come in both open and closed bodies. With detachable hard top or convertible soft top there are also half soft-top versions. Because of the classic look of the vehicles the cars have become popular as wedding transport.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: GRAND Alain
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
Compare and contrast with the genuine article in the next photos along, looks pretty convincing to me. More info here: www.rallyreplica.co.uk/evo200-home/evo-200/
It looks like rather more than a lookalike bodyshell dropped onto the floorpan of an old Beetle....
The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-like design cues, especially the grille. It was named Impala after the graceful African antelope, which was used as the car's logo. First production year for the Impala was 1958.
The 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks, Oldsmobiles, and Pontiacs. Using a new X-frame chassis, the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, non-functional front air intake scoops were added just above the grille.
The Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible and a five-door station wagon. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder," which allowed the driver to set a needle at a specific speed, which triggered a buzzer when exceeded.
After spending the night at Mossend the rake of 12 Mk.3's from Long Marston was split and taken to the E.G. Steele yard in Hamilton in 2 halves. Pictured is the first half passing DRS' Motherwell TMD - about the only place on the short route for a sun shot.
It's understood that these coaches are being sent to the yard in Hamilton for wheelset recovery before the bodyshells are scrapped. It's been suggested that the wheelsets will be used to support reguaging the Belmond Grand Hibernian coaches after the Irish luxury train was withdrawn earlier this year.
60-0844-0, Devega Rail, ex CFR Marfă, fabricație Electroputere Craiova 1973 (conform plăcută cutie, dar de fapt ar fi cutia unei locomotive fabricată înainte de 1972), ultima reparație tip RG finalizată la IRLU Oradea la începutul anului 2025.
60-0844-0, Devega Rail, former CFR Marfă, built by Electroputere Craiova in 1973 (according to the builder’s plate on the bodyshell; however, the body actually appears to originate from a locomotive manufactured prior to 1972), last heavy overhaul (RG) completed at IRLU Oradea in early 2025.
Costești, Argeș (RO)
The Peugeot 404 is a large family car produced by French automobile manufacturer Peugeot from 1960 to 1975.
A truck body style variant was marketed until 1988.
Styled by Pininfarina, the 404 was offered initially as a saloon, estate, and pickup. A convertible was added in 1962, and a coupé in 1963. The 404 was fitted with a 1.6 litre petrol engine, with either a Solex carburetor or Kugelfischer mechanical fuel injection or a 1.9 litre diesel engine available as options. Introduced at the Paris Motor Show as an option was the inclusion of a 3-speed ZF automatic transmission, similar to the unit already offered on certain BMW models, as an alternative to the standard column-mounted manual unit.
Popular as a taxicab, the 404 enjoyed a reputation for durability and value.
The 404 was manufactured under licence in various African countries until 1991 (in Kenya) and was manufactured in Argentina by Safrar/Sevel in El Palomar; in Québec, Canada at the St-Bruno-de-Montarville Sociéte de Montage Automobile (SoMA) Ltd. plant (1965–1968); in New Zealand by Campbell Industries; in Australia by Renault Australia Pty. Ltd.; and in Chile by Automotores Franco Chilena S.A. in Los Andes. Peugeot's French production run of 1,847,568 404s ended in 1975.
A total of 2,885,374 units had been produced worldwide at the end of production.
As the model was designed by Pininfarina, the bodyshell is very similarly styled to the one used in the 1959 Austin Westminster.
The Peugeot 404 is a large family car produced by French automobile manufacturer Peugeot from 1960 to 1975.
A truck body style variant was marketed until 1988.
Styled by Pininfarina, the 404 was offered initially as a saloon, estate, and pickup. A convertible was added in 1962, and a coupé in 1963. The 404 was fitted with a 1.6 litre petrol engine, with either a Solex carburetor or Kugelfischer mechanical fuel injection or a 1.9 litre diesel engine available as options. Introduced at the Paris Motor Show as an option was the inclusion of a 3-speed ZF automatic transmission, similar to the unit already offered on certain BMW models, as an alternative to the standard column-mounted manual unit.
Popular as a taxicab, the 404 enjoyed a reputation for durability and value.
The 404 was manufactured under licence in various African countries until 1991 (in Kenya) and was manufactured in Argentina by Safrar/Sevel in El Palomar; in Québec, Canada at the St-Bruno-de-Montarville Sociéte de Montage Automobile (SoMA) Ltd. plant (1965–1968); in New Zealand by Campbell Industries; in Australia by Renault Australia Pty. Ltd.; and in Chile by Automotores Franco Chilena S.A. in Los Andes. Peugeot's French production run of 1,847,568 404s ended in 1975.
A total of 2,885,374 units had been produced worldwide at the end of production.
As the model was designed by Pininfarina, the bodyshell is very similarly styled to the one used in the 1959 Austin Westminster.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: LEBOUC Laurent
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
41-0242-8, CFR Călători, fabricație Electroputere Craiova 1976, cutie de facto a locomotivei 40-0880-1 (1989), fotografiată în timp ce traversa râul Negru în drumul său către Siculeni cu trenul 4517.
Ultima reparație cu ridicare a locomotivei a fost finalizată în Septembrie 2023, tot atunci fiind revopsită în schema clasică cu dungă roșie.
41-0242-8, CFR Călători, built by Electroputere Craiova in 1976, carrying the bodyshell from locomotive 40-0880-1 (built in 1989), photographed while crossing the Negru River en route to Siculeni with train 4517.
The locomotive’s most recent heavy overhaul (with lifting) was completed in September 2023, when it was also repainted in the classic livery with red stripe.
Chichiș, Covasna (RO)
Details of the Bodyshell of the ALLIANZ ARENA, Munich. Shot with Sony A7 Mii and the Zeiss Batis 1.8/85mm at F=11.
Press L to enlarge!
If you want to know a little bit more about me as a Photographer:
The MGC was firmly based on the MGB, and was intended as a replacement for the Austin-Healey 3000 which, by the time the MGC was announced in 1967, had had its day. It was powered by an in-line, six-cylinder, pushrod, OHV engine of 2912cc capacity that was capable of developing 150bhp. The bodyshell was essentially a basic MGB unit.
This 1969 MGC 3-litre YGJ337G seen in Gloucestershire.
Ultimate Cup Series
Car: LEGEND CAR
Driver: MOREL Frédéric
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: WATTEYNE Claude.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940
The Triumph GT6 is a 6-cylinder sports coupé built by Standard-Triumph, based on their popular Triumph Spitfire convertible. Production ran from 1966 to 1973. The final major facelift for the GT6 came in 1970 in the form of the Mk III. This time the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout fitted to the Spitfire Mk IV. This was a modification of the swing axle rear suspension used on the Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the knock-on wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg). Engine power and torque for the Mk III was similar to the Mk II, but better aerodynamics led to a new top speed of 112 mph (180 km/h) and a 0–60 mph time of 10.1 seconds. Performance was now comfortably ahead of the MGB GT, which reached about 105 mph (169 km/h) and 60 mph in approximately 13 seconds. Fuel economy was also improved to 28 mpg‑imp (10 L/100 km; 23 mpg‑US). The last USA models performed relatively poorly, owing to the compression ratios being reduced to allow the use of lower octane unleaded gasoline. The Mk III never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the MGB. Triumph refused to release an official convertible version of the GT6 and, after poor sales, it was dropped from the Triumph range at the end of 1973, although a few cars were sold the following year.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: DESFOURS Olivier.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
Class 69 locomotives don't look like modern locomotives. Yet they are only build since the year 2020. But they are in fact rebuild class 56 locomotives, giving the old bodyshell a completely new inside. As the successful class 66 loco's were not complaint to the current safety standards and there was a need for affordable, powerful diesel locomotives, it was decided to rebuild old locomotives with basically the inside components of a class 66 locomotives. And that's how the 69's came to be.
On the 12th of november 2025 one of the class 69 loco's, the 69008, passed me with some concrete blocks, working the 6O47 to Tonbridge.
Event: NEC Classic Car and Restoration Show
Location: National Exhibition Centre (NEC), Birmingham, UK
Camera: Canon EOS 5
Lens(s): Canon EF 50mm f/1.4
Film: Ilford Delta 400
Shot ISO: 400
Exposure: 1/60 - f/1.4 to f/4
Light Meter: Camera
Lighting: Overhead LED
Mounting: Hand-held
Firing: Shutter button
Developer: Ilford DD-X(1+4) for 8 mins
Scanner: Epson V800
Post: Adobe Lightroom & Photoshop (dust removal)
Im März 1964 begann die Auslieferung der Serienwagen. Die Karosserie wurde bei Frua in Moncalieri entworfen und anschließend bei Maggiora hergestellt. In Dingolfing wurden die Rohkarossen ausgestattet.
Delivery of the series cars began in March 1964. The body was designed at Frua in Moncalieri and then manufactured at Maggiora. The bodyshells were fitted out in Dingolfing.
This one's for Nodding Pig
Early Diesel-Electric 'Class 37' D6736 visits it's peers at Ranelagh Bridge Service Depot located outside Paddington Station
OO gauge Hornby Class 37 - acquired from a well known on-line auction site having been apparently found in an attic!
Received in a consequent terrible dirty condition, I replaced the Ringfield motor as the original was beyond redemption, bodywork and wheels all cleaned up, oiled and then the bodyshell 'Finched' (weathered) with added 3D printed couplings and home made hose connectors
20260705_122326
This beautiful bird had vastly overshot on its northern migration to the super remote northern tip of Britain. Norwick, Unst, Shetland.
Here the bird is regurgitating a pellet of Bumblebee wing, legs and bodyshells.
The newly developed bodyshell comprises an aluminium spaceframe, thus the exclusive design combines intelligent lightweight design with outstanding strength.
Source: www.mercedes-benz.com/sls-amg
Come with me. I won't hide
We're going on a ride
We meet each day, use time to see
While we're young and almost free
I've got to lose this skin I'm imprisoned in
Got to lose this skin I'm imprisoned in
With its EMD engine screaming like it wants to burst free from the duff bodyshell, 57605 Totnes Castle idles away in platform 1 at Paddington on Monday night.
It will go forward as 1C50, the 23.50 Paddington to Penzance.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: BALOCHE Florian.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
the bodyshell and chassis of experimental gas turbine locomotive number 18000 preserved at didcot, built by brown boveri in 1949 , it was not very successful as a possible future form of motive power to replace mainly castle class locomotives on the western region and rejoiced in the nickname of "kerosene castle "
East Midlands Railway import from Greater Anglia 156909 working 2A29, 09:37 Matlock – Newark approaching Attenborough Junction, 19th May 2020. Since its arrival in the East Midlands it has had an external clean to remove the ingrained muck from its base white livery and new East Midlands Railways Regional vinyls/branding applied.
Unit History
Built by Metro-Cammell at Washwood Heath in 1988 the Class 156 is based on the Mark III bodyshell, and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions.
I first saw 156909 (156409) on the 27th May 1988 at Sheffield, almost thirty two years ago.
Former EWS, (shed) class 66, 66048 bodyshell with obvious damage, resides on accommodation bogies, at EMD Longport.
For those who may be interested the Class 56 was 56081, the shunter being 08523, with 66310 & 66730 off in the distance.
Austin Maxi 1500 (1969-81) Engine 1485cc S4 OC
Production 450,000
Registration Number UUN 339 T
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Maxi is a medium-sized, 5-door hatchback family car produced by the Austin division of British Leyland between 1969 and 1981. The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group it was the last car designed by Sir Alec Issigonis and the first new model released under the British Leyland banner. The Maxi was launched in Oporto, Portugal, on 24 April 1969, in a blaze of publicity
Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission, a rare innovation among family cars of the day. Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine which would later be used in other British Leyland products, such as the Austin Allegro. The 1750 and twin-carburettor 1750 HL models, added to the range in 1971, offered good performance by the standards of the era, with a top speed of 97 mph against 90mph with the smaller engine.
Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800, giving the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors). The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs One unusual feature of this car was that the rear seat back, as well as folding forward as in a conventional hatchback, also folded back. In combination with fully-reclining front seats, this gave satisfactory, if spartan, sleeping accommodation.
Towards the end of the Maxi's life, in 1980, a lightly revised model was marketed as the Maxi 2
The Maxi was replaced with the introduction of the Maestro which also replaced the smaller Allegro in August 1981
Diolch am 99,605,936 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,605,936 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-068
1971 Ford Cortina 1600 4-door.
Registered in March 2017.
Anglia Car Auctions, King's Lynn -
"V5 Present
MoT Exempt
Chassis number: AAPV0450970534757
This MkIII Cortina 1600 was originally sold and registered in South Africa in 1971, but was brought to the UK in 2017 and registered here during the March of that year. It's a restoration project, but the vendor believes the bodyshell is solid with most of the important welding work done including the A‑pillars, scuttle and rear quarter. A front windscreen is required. The car apparently starts and runs well, and the engine and gearbox are reported to be good. The car requires an owner who will be able to finish it off. The odometer shows the 'mileage' as 59,426km, although this isn't warranted.
"The paperwork folder contains the V5C, which shows two previous registered keepers since the car has been in the UK. There are also MoT certificates from 2017 and 2018 plus a single invoice for a new Weber 32/36 DGV 5A carburettor in 2017, for which there's also an exploded diagram and settings sheet."
Sold for £3456 including premium.
Ultimate Cup Series
Car: LEGEND CAR
Driver: MOREL Frédéric
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: MOREL Frédéric.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940
East Midlands Railway import from Greater Anglia 156917 working 2A26, 09:37 Newark Matlock passing Attenborough Junction, 19th May 2020. Since its arrival in the East Midlands it has had an external clean to remove the ingrained muck from its base white livery and new East Midlands Railways Regional vinyls/branding applied.
Unit History
Built by Metro-Cammell at Washwood Heath in 1988 the Class 156 is based on the Mark III bodyshell and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. I first saw 156917 (156417) on the 20th May 1988 at Birmingham, thirty two years and one day ago.
Heading south from Duffield is recent East Midlands Railway import from Greater Anglia 156922, working 2N31, 10:37 Matlock – Newark Castle, 29th August 2020. Since its arrival in the East Midlands it has had an external clean to remove the ingrained muck from its base white livery and new East Midlands Railways Regional vinyls/branding applied.
Unit History
Built by Metro-Cammell at Washwood Heath in 1988 the Class 156 is based on the Mark III bodyshell and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. I first saw 156922 (156422) on the 15th July 1988 at Sheffield, over thirty two years ago.
East Midlands Railway 156917 working 2A38, 13:23 Nottingham - Matlock passing the 121 ¼ milepost approaching Attenborough Junction, 20th December 2020.
Unit History
Built by Metro-Cammell at Washwood Heath in 1988 the Class 156 is based on the Mark III bodyshell and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. I first saw 156917 (156417) on the 20th May 1988 at Birmingham, over thirty two years ago.
Event: NEC Classic Car and Restoration Show
Location: National Exhibition Centre (NEC), Birmingham, UK
Camera: Canon EOS 5
Lens(s): Canon EF 50mm f/1.4
Film: Ilford Delta 100
Exposure Index: 400 (+2 stop push)
Exposure: 1/60 - f/1.4 to f/4
Light Meter: Camera
Lighting: Overhead LED
Mounting: Hand-held
Firing: Shutter button
Developer: Ilford DD-X(1+4) for 18 mins
Scanner: Epson V800
Post: Adobe Lightroom & Photoshop (dust removal)
This nice looking 1967 Mercedes-Benz 250 SL had its top down ready for a warm sunny day. This vehicle and others appeared at the Cars and Coffee event held at the Kansas City Auto Museum Olathe Kansas.
The Mercedes-Benz 250 SL is the second iteration of the W113 body style; the third and final iteration was the 280 SL with a slightly larger engine and improved steering. Displacement of the 2.3-liter inline 6-cylinder engine powering the 230SL was enlarged to 2.5-liters by November 1966, creating the one-year-only 250 SL. It was further improved with all round power-assisted disc brakes, the availability of a five-speed manual transmission with a 4.08:1 rear axle, and larger anti-roll bars. Of the 5,196 examples of the 250 SL produced, approximately 112 examples were factory-fitted with the five-speed transmission. (Between 1963 and 1971 - including the 230, 250, and 280 SL models - a total of 882 SL five-speeds were built out of the approximately 49,000 SLs produced during this period). Of the 5,196 examples of 250 SLs built, 1,761 were exported to the United States.
The Mercedes-Benz 250 SL wore the same bodyshell as its 230 SL predecessor, with minor improvements made to the interior. Even though it was powered by a larger engine, the car's top speed of around 120 mph remained the same, but significant improvements were achieved in flexibility and responsiveness.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: MOREL Frédéric.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
In 1959 the Chevrolet Impala was redesigned. It shared bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac, part of a GM economy move. The roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,
Explored 09-11-2018?. Highest position #172
Chatsworth House
Chatsworth is home to the 12th Duke and Duchess of Devonshire, and has been passed down through 16 generations of the Cavendish family.
Wedding Car
Beauford cars are supplied in kit form. The first cars were made in 1985 and used a Mini bodyshell mounted on a ladder chassis This compartment was later replaced by a glass fibre moulding. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s luxury car. Almost any power unit can be fitted. The suspension is sourced from the Ford Sierra. Both open and closed bodies are made.
The cars became popular as wedding transport leading to a "long-bodied" version being produced with a slightly shortened bonnet and narrower rear parcel shelf to give much roomier accommodation for rear seat passengers.
The Beauford company is British and located in Stoke on Trent.
chesterfieldweddingcars.co.uk/beauford
On a grey and wet May morning Northern 150204 has just arrived at Sheffield working 2L53, 06.32 Leeds - Sheffield, 11th May 2022
Unit History
150204 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 and are now over thirty years old. They had different interiors and front end gangways to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150204 was initially allocated to Newton Heath and was disbanded in the early 1990’s and the two vehicles used as “centre” vehicles to form three car 150/0 units (150012 and 150014) for Birmingham area suburban duties. These three car units were disbanded in 2012 and 150204 reformed and transferred to Newton Heath. I first came across 150204 on the 19th December 1988 at Derby.
37800 with 317886 & 317884 in tow rumbles over the East Junction on the approach to Water Orton running as 5Q68 Ely Papworth Sidings to Kingsbury E.M.R. he units were part of the first batch of 317/1 units constructed between 1981 & 82 utilising the Mk3 bodyshell, a move away from the successful PEP design of earlier classes of the 72 built 60 have now been despatched to the scrapman.
Mercury Cougar Convertible (2nd Generation) (1971-73) Engine 351cu in (5752cc) V8
2nd Geneeration Production 177,194
Registration Number SGU 89 L (London)
MERCURY SET
www.flickr.com/photos/45676495@N05/sets/72157623795938010...
The Mercury Cougar is a series of automobiles that was sold by Mercury from 1967 to 2002 and built over eight generations. The model line is a diverse series of vehicles; though the Cougar nameplate is most commonly associated with two-door coupes, at various stages in its production, the model also was offered as a convertible and a hatchback
The Mercury Cougar was released by Lincoln-Mercury on September 30, 1966 Far exceeding initial sales projections, the Cougar would account for nearly 40% of the 1967 sales of the entire Lincoln-Mercury division.
For the 1971 model year, Lincoln-Mercury released the second-generation Mercury Cougar. Again sharing much of its bodyshell with the Ford Mustang, the Cougar began to shift away from a plush pony car taking on aspects of both sporty cars and luxury cars. It was available as a two door Hardtop or two door Convertible. This generation of the Cougar is the final version derived from the Ford Mustang and is also the final version offered as a convertible. The second-generation Cougar used a revised version of the first-generation chassis, again sharing the Ford Falcon unibody architecture with the Ford Mustang; the wheelbase was increased to 112.1 inches he front track width was increased from 58.1 to 61.5 inches. The model line was fitted with front disc and rear drum brakes, with power-assisted brakes becoming standard in 1973. As with the previous generation, the 1971-1973 Cougar received a standard V8 engine (in contrast to the Mustang). A 351 Cleveland V8 was the standard engine in two-barrel configuration (240 hp) or as an optional four-barrel design (285 hp). Replacing the Boss engines and the 428 Cobra Jet V8s, a 370 hp 429 Cobra Jet (with or without Ram Air) was the highest-performance engine option. For 1972, the Cougar underwent few substantial changes to the interior or exterior. For 1973, the front fascia underwent an update to include a federally required 5-mph bumper to improve crashworthiness; the new design added three inches to the overall length. Larger and straighter than before, the new bumper required a redesign of the grille (no longer extending into the bumper line). As the model line was in its final year, the rear bumper was largely unchanged, receiving only minor revisions to the taillamp lenses (a 5 mph rear bumper was not required until 1974)
Diolch am 100,209,347 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 100,209,347 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-348
Chassis n° 4609606
Coachwork by Henri Chapron
- Open headlight version with desirable green LHM hydraulic fluid
- Matching numbers (chassis, body, engine)
- Comprehensively restored to concours condition 1990-1993
- Registered in the UK
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 180.000 - 220.000
Withdrawn
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.
Parallel parking nightmare big time !!!!
The Cadillac Eldorado is a luxury car manufactured and marketed by Cadillac from 1952 until 2002 over twelve generations.
The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells[1] and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966.[2][3] Starting in 1967 the Eldorado retained its premium position in the Cadillac price structure, but was manufactured in high volumes on a unique, two-door personal luxury car platform.
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was a modern revival of the pre-war Cadillac V-12 and Cadillac V-16 roadsters and convertibles.