Soviet Cars: GAZ
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.
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.
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)
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
1E84 Edinburgh Waverly to London Kings Cross. Class 803 AT300 is a new type of electric multiple unit passenger train built by Japanese rolling stock manufacturer Hitachi at their Newton Aycliffe factory in County Durham, based upon the Hitachi A-train design. While sharing a bodyshell with the previous UK A-train variants, the Class 803 differs in that it has no auxiliary diesel engines fitted. Batteries are fitted to power the onboard facilities in case of overhead line equipment failure.
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
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:
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.
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
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.
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.
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 "
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.
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number NXC 867 H (Solihull)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these 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 life – the rear suspension was changed again, this time for the cheaper (but still effective) swing-spring layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am 95,313,280 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,313,280 amazing views, every one is greatly appreciated
Shot 03.07.2022, at Cars in the Park, Beacon Park, Lichfield Staffordshire REF 161-184
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.
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.
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 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
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
In 1905 Richard Sutcliffe started to manufacture mining machinery at his works in Horbury. During World War II, the works of Charles Roberts at Horbury Junction made Churchill tanks. The works was credited with creating the nation's 'millionth bomb' and was eventually taken over by the Canadian firm Procor, who continued to build trains there. The firm was acquired by Bombardier in 1990, and renamed 'Bombardier Prorail'. Bodyshells for Class 60 and Class 92 locomotives were made at Horbury Junction and the Bombardier logo can be seen on the London Underground carriages that were refurbished there. The works built the Class 220, Class 221 and Class 222 'Voyager' series of trains in a joint operation with the Bombardier plant in Bruges. The Bombardier legacy ended in 2005 when the plant closed down making hundreds of workers redundant. 'Eddison & Wanless' now occupy the plant's 'No.1 Shop', a large hangar type building where train manufacturing was carried out. Slazenger had four factories which produced sports equipment. Since the factories closed the name is preserved in Slazengers Sports and Social Club, has facilities and floodlit grounds for many different sporting activities.
Courtesy wikipedia
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.
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: MOREL Frédéric.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
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.
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.
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.
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.
1S93 London Kings Cross to Edinburgh Waverly. Class 803 AT300 is a new type of electric multiple unit passenger train built by Japanese rolling stock manufacturer Hitachi at their Newton Aycliffe factory in County Durham, based upon the Hitachi A-train design. While sharing a bodyshell with the previous UK A-train variants, the Class 803 differs in that it has no auxiliary diesel engines fitted. Batteries are fitted to power the onboard facilities in case of overhead line equipment failure.
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.
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.
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
Vauxhall VX2300 FE (1976-78) Engine 2279cc S4 OC Production 25,185 (incl. VX 1800)
Registration Number OGS 235 P (Luton)
VAUXHALL ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The FE Series launched as the last of the Victors in 1972 despite appearances the car remained the same width as its predecessor and largely on account of its bumpers just two inches longer. Though the new design increased cabin space with extra front legroom and 4 inches more for rear passengers. The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering rather than the Opel Reckords recirculating ball unit. The front end incorporated the then advanced detail of having the slim bumper bisect the grille, with a third of the grille and the side-lights (on quad headlamp models) below the bumper line. Perhaps the most notable difference was in the rear doors Opel door incorporated rear quarter lights and windows that wound fully down into the door whereas Vauxhall's designers preferred the cleaner uncluttered look arising from their elimination of rear quarter lights. The Vauxhall rear windows only wound down around a third of their distance before being baulked on the rear wheel arch, but this was muted as a safety feature complemented by he fitting of child-proof locks
The VX Series came about in 1976 in an effort to move the FE upmarket, its previous competitive pricing was now causing an imbalance in pricing with the new and smaller Cavalier introduced at a higher price. To try to move the Victor upmarket, Vauxhall upgraded the trim level of the basic Victor 1800 cc to match that of the 2300 cc version, with improvements that included fabric seat trim, a new instrumentation, refreshed interiors. The 1800 engine was boosted to 88bhp. To draw attention to the changes Vauxhall also dropped the Victor and VX 4/90 model names and the range was renamed the Vauxhall VX in January 1976. The VX2300 was powered by a 108bhp 2279 cc four-cylinder engine. In 1977 an more sporty and upmarket version of the VX2300 known as the VX2300 GLS appeared with engine output boosted to 116bhp courtesy of twin carburettors the car also received a five speed close-ratio Getrag gearbox with dog-leg first gear and was distinguished by with twin halogen headlights and supplementary front fog-lights fitted beneath the front bumper, fashionably blackened side window frames and extra sound deadening
Diolch am 95,351,213 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,351,203 amazing views, every one is greatly appreciated.
Shot 03.07.2022, at Cars in the Park, Beacon Park Lichfield Staffordshire REF 161-203
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.
an undated shot from the 1985-90 period of the Leyland National Rail bus taken from a passing IC125 leaving Derby. It was the only time I ever had chance to get a shot of this unique vehicle. Which consisted of a double ended Leyland National bodyshell mounted on a basic 4 wheel freight wagon chassis the Leyland power unit was then placed under the frame and you have a smart price rail bus, only one real problem it did not like tight curves which are of course a feature of most rural branch lines
69001 'Mayflower' is hauled from Longport to Tonbridge, passing Hemel Hempstead on the up-fast.
The Class 69 is a new design, utilising a Class 56 bodyshell, and a Class 66 engine.
East Midlands Railways 156917 approaches Ancaster station with 2S17, 12:45 Nottingham – Skegness, 5th August 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, thirty two years ago.
Subaru Impreza P1 (2001) Engine 1994cc H4 Turbo
Prodrive Batch Number 0712 (of 1000)
Chassis No: JF1GM8KDGYG003031
Registration Number X 813 NGH (London South West)
SUBARU ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847020930....
The first generation Subaru Impreza production run ran from 1992 to 2000 and offered in either front-wheel drive (FWD) or all-wheel drive (AWD) versions and as a four-door sedan or five-door hatchback (Touring). The car used a shortened version of the Legacy's floor plan. Subaru chose to continue their longstanding use of the boxer engine in the Impreza, which according to Subaru, their configuration of the engine inline with the transmission minimizes body roll due to the lower centre of gravity compared with offset engines in most other vehicles, and it was the Impreza that the company decided would be their weapon of choice in the WRC (World Rally Championships .With their rally operations run from Prodrive in Banbury. There have been since been seven noted versions of the WRX dating back from Subaru's original World Rally Cross staging vehicles. WRX versions (1992 to present) feature rally inspired technology, including all wheel drive, stiffened suspensions and turbocharged four cylinder engines. The STi versions were the high performance models, homologated for rallying and are labelled as versions 1 through to 6. These come in three different body styles; sedan, Coupé (type R only) and hatchback.
The UK proved an attractive, grey import market for high performance models. To counter the grey imports of high-performance Japanese variants, Subaru UK commissioned Prodrive to produce a limited edition of 1,000 two-door cars in Sonic Blue, called the WRX P1. Released in March 2000, they were taken from the WRX Impreza STI Type R lines and used for the P1. The P1 and Australian Subaru delivered WRX Impreza STI Version 5 were the only coupe versions of the WRX STI GC chassis to receive ABS. In order to allow for ABS, the DCCD was dropped. Engine output was boosted to 276 bhp and the suspension optimised for British roads. Options were available from Subaru consisting of four-piston front brake calipers, electric Recaro seats, 18-inch wheels and a P1 stamped backbox. Aerodynamically honed by Peter Stevens and based around a lighter / stiffer two-door bodyshell, the limited edition P1 had more in common with the legendary 22B than its lesser four-door Subaru Impreza WRX siblings.
Prodrive Batch Number 0712 (of 1000)
Chassis No: JF1GM8KDGYG003031
This car was by The Concours Motor Co Ltd of Haslemere to Oliver Chadwick on February 2nd, 2001,
This car was offered for sale at the H and H Buxton Pavilion Gardens sale of 10th April 2022, selling for £ 54,000 including buyers premium
Diolch am 93,605,871 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,605,871 amazing views, every one is greatly appreciated.
Shot 27.04.2022 at the H+H Auction, Pavilion Gardens, Buxton 159c-070
Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number ARB 569 A (Derbyshire)
WOLSELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The MarkII version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Diolch yn fawr am 72,843,226 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 72,843,226 amazing views, enjoy and stay safe
Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-198