View allAll Photos Tagged Bodyshell
Sold for £ 5.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.
So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.
The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.
This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.
A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.
We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.
With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.
The Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
Elva Mk.IV (1959) Engine 1098cc S4
# 88 Rod Begbie
Registration Number 180 JFC
The Elva Mk.IV evolved from the earlier Elva sports racing cars.The 1956 Elva MK II works prototype, registered KDY 68, was fitted with a Falcon all-enveloping fibreglass bodyshell. Nichols developed the Elva Mk II from lessons learnt in racing the prototype: "That car was driven in 1956 races by Archie Scott Brown, Stuart Lewis-Evans and others." The Elva Mk II appeared in 1957: "Main differences from the Mark I are in the use of a De Dion rear axle as on the prototype, but with new location, inboard rear brakes, lengthened wheelbase, and lighter chassis frame. The car was offered as standard with 1,100 c.c. Coventry-Climax engine. This went through various changes up to the Mark IV of 1958.
With the Mark IV: "The major change is an all-new independent rear suspension utilizing low-pivot swing axles. The body is entirely new with close attention to aerodynamics and a reduced frontal area
Shot at the Donington Historic Festival 01.05.2011 Ref 66-134
Porsche (996) GT3 (1997-05) Engine 3600cc H6 375bhp
Registration Number BX 04 UYH (Birmingham)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 996 was introduced in 1997 for the 1998 model year, replacing the Porsche 993, designed by Pinky Lai under chief designer Harm Lagaay, with an all new body and interior The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.
The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296bhp. Initially
The 996 platform was used as the basis for two lightweight GT variants called GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped for weight saving. The GT3 used the bodyshell of the four-wheel-drive Carrera 4, which incorporated additional front-end stiffening, it also featured stiffer suspension and upgraded brakes. Introduced in 1999 it featured a naturally aspirated 3.6-litre flat-six engine generating a maximum power output 355bhp
996.2
The early 996 had the same front end as the entry-level Boxster, but customer resistance led to a redesigned headlight in 2002 unique to the 996 thus separating the appearance of the two models engine capacity was also increased to 3.6 litres increasing the output of the naturally aspirated gars by 15bhp and the Targa model was added to the model range
The 996 Carrera was superceeded by the 997 for the 2005 model year, though the 996 versions of the Turbo S, GT2 and GT3 models continued into 2005 and 2006 The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6 L engine from the MK.I, now rated at 375bhp
Diolch am olygfa anhygoel, 62,417,330 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 62,417,330 views
Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-600
British Railways Sulzer Type 2 No. D5040:
SLW catalogue No. 2407.
This is an example of our newly-released two-tone green 4mm scale model plucked from the middle of production and clearly vindicates our efforts to make a number of subtle enhancements to this 4mm scale model in the light of customer feedback and operational experience. Have a close look and see if you can spot the upgrades…
This model utilises our completely new period-accurate bodyshell (Crewe production series with late exhaust retaining the original cab front doors). Only six locomotives got this type of cosmetic attention, at the same time that the exhaust was relocated because of fires in the silencer. It makes a nice variation from the more common standard BR green. D5040 was an Ipswich loco. We are also producing D5053, based at Finsbury Park. Both in stock and available.
See www.sulzertype2.com for details
No commercial reproduction without permission.
Porsche 911 Carrera RS (1973-74) Engine 2687cc Production 1580
Registration Number JMV 529 N
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was built so that Porsche could enter racing formulae that demanded acertain number of road cars of the same specification were built for homologation purposes. The RS (Rennen Sport) was originally introduced with a 2687cc engine developing 210bhp with Bosch (Kugelfischer) MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and arches. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
Thanks for 14.7 million views
SHOT AT THE Enfield Pagaent 27:05:2013 Ref 92b-553
Hot Wheels "Surfin' school bus" transformed into a rat rod bus.
Normally I've been a Matchbox or a dinky customiser, mainly because I normally cut them up, and those brands usually have a more industrial realistic feel to them.
With the exception of a few Peterbilt truck cabs from Hot Wheels, I haven't really delved into Hot Wheels street rods and more custom looking vehicles.
This was a project that my fiancee and I did together. She's kind of into Street rods and Rat Rods and when we saw the "Surfin school bus" as Hot Wheels call it, it looked like maybe it could actually exist, either as a seriously chopped bus body, or a custom made bodyshell. Either way, it looked fun.
The model was dirt cheap, and had the usual gouges in the paintwork that children's toy have. Every single one was left in situ,with the tampo printing removed. The paint was faded as though it's been in the desert sun too long, with the numerous paint chips and damage painted over and weathered, followed by detailing and a flat matte laquer.
I didn't have a chrome pen to repair the chrome damage to the engines, but in retrospect, the duller silver seems to work.
Either way, it was the first time Fiancee and I had actually done an art project with each other. It WAS fun, and now maybe we're looking for another one to make a little drag strip scene.
An IEP Great Western Railway class 800/3 bi/mode coach body shell leaves Tees Dock on 19 October 2017 bound for Newton Aycliffe. These trains are not built in Britain, they are built in Japan and simply assembled in the UK.
Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto
Registration Number Q 26 MPU
HALDANE ALBUM
www.flickr.com/photos/organize
This Austin Healey replica was built by Haldane before the Scottish company ceased trading. The rights are now with Pilgrim who are planning to return the car to production.
Styled on similar lines as the classic Austin Healey the car has a composite (GRP) monocoque bodyshell, powered by a modern engine with Ford Sierra suspension and a robust backbone chassis and Geoscan designed suspension. It will be supplied either as a kit priced between £13,900 to £16,900 dependant upon specification or factory built for £18,000 for one with used components to £ 27,000 for a top specification factory built car with new components.
Shot at the Silverstone Classic 25.07.2010 Ref 57-274
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 82.800
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
One of the most influential designs of recent decades and an outstandingly successful rally car, the Audi Quattro brought four-wheel drive into the motoring mainstream. Introduced in March 1980 at the Geneva Motor Show in Switzerland, the Quattro was based on the outwardly similar Coupé's bodyshell but used a different floor pan to accommodate its permanent four-wheel-drive transmission and independent rear suspension. The engine was a development of the five-cylinder, 2.1-litre, single-overhead-camshaft unit first seen in the 200 saloon. Equipped with a KKK turbocharger, it produced 200bhp in road trim with considerably more being available in competition tune. Weighing only 1,290kg, the production Quattro raced from 0-100km/h in 7.1 seconds on its way to a top speed of 220km/h.
Phenomenally fast and sure-footed on the road, the Quattro excelled in international rallying. Initially developed to comply with Group 4 regulations and then those of Group B, the Quattro won the Manufacturers' Championship for Audi in 1982 and 1984 and the Drivers' Championship in '83 and '84 in the hands of stars such as Hannu Mikkola, Michele Mouton, Stig Blomqvist and Walter Rohrl, but its enduring legacy would be the demonstration of four-wheel drive's advantages for passenger cars. Since then Audi has gone on to apply its Quattro 4WD system to many other models but only the original (or 'ur') version is spelled with a capital 'Q'.
Finished in Diamond Silver metallic, this beautifully preserved Ur-Quattro was delivered new in Italy where it has spent most of its (easy) life belonging in more recent years to the brother of famous football legend Gianluca Vialli. The Audi moved to Belgium in 2018 and an engine overhaul was carried out in 2019; also, the underbody was treated and the entire exhaust pipe renewed. This car has covered a believed genuine mileage of only 87,300 kilometres, and unmolested examples like this are rarely found these days. Boasting lovely period cloth upholstery, still fitted with its original type radio, the interior takes you straight back to the 1980s. This exceptional Ur-Quattro was invited to and shown at the Zoute Concours d'Élégance in 2021 for the Audi Quattro 40th Anniversary celebration.
A lovely example of a car that was to define the Audi marque and change the course of automotive engineering history, this wonderful Ur-Quattro is offered with Belgian registration documents and a nice history file.
Rear window removed from the 1991 Volvo 240 DL. Thanks to long use of the same basic bodyshell it should fit my 1984 244.
The Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number OBP 2 M
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Shot at Brooklands Bus Museum New Years Day meeting 01:01:2013 REF 90-214 .
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.
It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.
They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.
This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.
The V5C shows five previous owners, although sadly there is no other paperwork with the car.
We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.
Sold for £ 1.200
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
Humber introduced the Super Snipe model in 1938, a big and impressive six-cylinder machine aimed at government officials, military top brass and upper-middle-class management types.
For 1958 it was restyled as the ‘New Super Snipe’, losing the big separate wings of old in favour of a more modern unitised chassis and body which was heavily influenced by the 1955 Chevrolet. Claimed to be the largest bodyshell being built in the UK at the time, it certainly looked the part, getting even more impressive in 1960 when the Series III version gained quad headlamps.
The Series IV of 1962 had a sleeker profile with a larger glass area and opening rear quarterlights to extract the Brigadier’s pipe smoke more efficiently. The rear compartment also gained picnic trays, four ashtrays and two cigar lighters! Under the bonnet lurked a more powerful 132,5 bhp 3-litre engine, while a higher ratio rear axle and a larger 16-gallon fuel tank extended the range between pit stops.
First registered in May 1964, this Series IV had just one owner from new until 2011 when it was acquired for the collection. While the last MOT expired in December 2012 (with no advisories recorded), it is not running at present and will doubtless benefit from some thorough recommissioning before use, a process which will be eased by the informative Olyslager manual which comes with the car.
Now looking somewhat down at heel with various loose wires under the dash, it could do with a bit of general tidying to bring it back to the standard that one’s commanding officer would expect.
W121
Chassis n° 002374B
Coachwork by Binz
Zoute Sale - Bonhams
Estimated : € 40.000 - 60.000
Sold for € 36.800
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
Introduced at the Frankfurt Auto Show in 1956, the 190 saloon was a larger-engined version of the landmark 180 of 1953, Mercedes-Benz's first unitary construction model. Dubbed 'Ponton' because of its high, box-section, side members, the 180/190 bodyshell offered superior resistance to distortion when compared to the separate body/chassis of the preceding generation. As well as greatly increasing rigidity, the new design was notable for carrying the entire engine, transmission, steering, and front suspension assemblies on a detachable rubber-mounted sub-frame, an arrangement that greatly reduced noise. This altogether more modern coachwork also afforded its occupants greater roominess and much-improved visibility.
The rare 190 D station wagon offered here carries coachwork by Binz GmbH & co AG, a German coachbuilder specialising in providing vehicles for the emergency services and building other custom designs on, mainly, Mercedes-Benz chassis. The car was delivered new by R G Lents & Company on Sunset Boulevard, Hollywood, California, USA to Susanna B Davidson of Pasadena, California It came with an original colour scheme of White Gray exterior and red leather and leatherette interior, which featured a sun visor and heater blower.
The car is accompanied by a photocopy of the Mercedes-Benz Fahrzeug Daten, the original owner's manual, owner's service policy, and original service book stamped at 11,820 miles, and the old US title, as well as other documents that allow us to trace several of its previous owners, including Robert Merrigan, who owned it from 1993 to 2008. Later, in 2010, the car was imported from the USA to the Netherlands.
This rare 'Binz-Benz' survivor, restored a few years ago, offers a distinctive, practical, and stylish alternative while retaining the robust and reliable characteristics of the 190 D Mercedes-Benz from the early 1960s. It represents a rare and appealing option for enthusiasts of classic Mercedes-Benz models.
2014 "Chevrolet Camaro" returning to the paddocks of the 2014 CRAA classic race in Aarhus after crashing out in heat 2. The damages turned out to be too extensive to repair in time for the final a few hours later.
Driver: Elling Sebastian Aarvik (N)
Racing class: Auto-G DTC
Race number: 27
Race results in 2014 event:
Training (fri.): 17 (of 18)
Qualifying (sat.): 10 (of 19)
Heat 1 (sat): 18, RET (of 19)
Heat 2 (sun.): 18, RET (of 18)
Heat 3, final (sun.): DNS
Photo taken after heat 2.
One of the norwegian drivers, having a weekend to forget. After doing quite well in qualifying, he crashed instantly in heat one, retired early in heat two and did not make the start of heat three.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
The bodyshell of ex EWS class 66 No.66048 at Progress Rail Electro Motive Diesel at Longport on the 25th March 2023.
Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885
Registration Number 991 XUY
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Based on Fords Anglia/Prefect 100E Saloons and sharing a bodyshell 100E Station Wagon. Powered by a Ford 1172 cc engine originally only in 5 cwt the range was later expanded to include standard and deluxe variants of a 7 cwt van.
Thanks for 14.4 million views
SHOT AT THE Enfield Pagaent 27:05:2013 Ref 92b-464
After lunch, a trip over the station footbridge was made, and we could see the West Yard and the Works at a different angle. In this view, Arriva owned Virgin liveried Mk3 Open First 11024, Arlington Fleet Services green Mk1 EMU Translator Vehicles 975974 "Paschar" and 975978 "Perpetiel", and a spare Class 321 bodyshell can be seen within the works, along with some wagons. 66301 can be seen shunting auto ballasters in the west yard. This shot was taken on 18th June 2013.
Porsche Carrera RS (1973-74) Engine 2687cc Flat 6
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was originally built to homogolate the cars for racing, Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210hp. revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg and in Sports Light form around 100kg lighter.the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made,
In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS. .It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.
Shot at Donington Historic Festival, 6th May 2012 Ref: 84-399
Sold for £ 5.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.
So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.
The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.
This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.
A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.
We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.
With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.
Nº 76.
Renault 21 GTS (1990).
Escala 1/43.
"Les Classiques de L´Automobile" - Editions Hachette / Auto Plus (France).
Ixo.
Año 2012.
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Les Classiques de L´Automobile
Hachette-Auto Plus
(...) "La série a commencée a être distribuée à partir de février 2010, c'est la Citroën DS 19 Pallas de 1965 produite par Ixo Models qui commence le défilé des automobiles classique de cette collection.
Les miniatures sont réalisées en métal et matière plastique, les moules et matrices de productions proviennent du fond d'Ixo Models déjà mainte fois utilisé,
ce qui fait que l'on retrouve dans cette collection de nombreuses miniatures identiques à celles déjà proposées dans d'autres collections distribuées en france,
avec leurs qualités, mais aussi et surtout avec leurs défauts non corrigés." (...)
Source: genieminiature.com/Les%20classiques%20automobile%20%20Aut...
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RENAULT 21 Hatchback 1989 - 1994
"Manufactured in three body configurations, a 4-door sedan, a 5-door estate and a 5-door hatchback, Renault 21 is a car which was also exported to the North American market through American Motors.The design of the car was made by the famous Italian designer Giorgetto Giugiaro, who's also responsible for the appearance of multiple Lamborghini, Ferrari, Caddilac and BMW models. The hatchback variant was included into the Renault 21 series in 1989 but the production was ceased in 1994 when the French manufacturer introduced the Laguna Liftback."
Source: www.autoevolution.com/cars/renault-21-hatchback-1989.html...
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1989 Renault 21 1.7 GTS Hatchback
"The Renault 21 1.7 GTS Hatchback is a front wheel drive vehicle, with the engine positioned in the front, and a 5 door hatchback bodyshell.
Its 1.7 litre engine is a naturally aspirated, single overhead camshaft, 4 cylinder unit that has an output of 92 bhp (93 PS/69 kW) of power at 5750 rpm, and maximum torque of 135 N·m (100 lb·ft/13.8 kgm) at 3000 rpm.
The engine drives the wheels via a 5 speed manual transmission.
The stated weight at the kerb is 1084 kg.
Maximum quoted speed is 179 km/h, or 111 mph."
More info: www.carfolio.com/specifications/models/car/?car=5368
Towards the end of the 1970's, British Leyland was in a state of absolute despair. Shoddy and dated car designs married to biblical unreliability meant the company was facing near meltdown, and obviously came to the conclusion that they needed someone else to take the helm before the ship properly sank. Enter the Japanese, more to the point, Honda!
Since the 1960's, the Japanese had shown the world that they can mass-produce reliable cars, and thus were raking in sales by the million as people turned from their flaky European models to the highly efficient Japanese alternatives. Desperate to stop their market being swept out from under them, European Manufacturers imposed heavy import taxes on Japanese imports so as to try and price them out of the market, which meant builders such as Toyota, Honda and Mitsubishi were losing a fortune. The alternative past this blockade was to combine their efforts with some of the more struggling car companies of Europe so as to create hybrid cars.
And thus the Triumph Acclaim was born!
Based almost solely on the Honda Ballade, essentially all that differentiated it was the Triumph badge, and the fact that the car was built at the Cowley Plant near Oxford using the former production lines of the Austin Maxi. The intention largely was to replace the 10 year old Triumph Dolomite as the 4-door saloon of the company. Unlike the Ballade however, the car did come with much more luxury features as with a Triumph badge, the car was intended to be more higher market than the conventional Japanese equivalent. But most importantly, the car has the distinction of being the first truly reliable British Leyland car (and it only took them 12 years to get it right!)
Basically, the car's major components were built in Japan and shipped to Cowley, where they were placed into the locally built bodyshells. Build quality was very good too, with the leaky panels and rough ride seemingly absent, and holds the record for the fewest warranty claims on a British Leyland car. However, Japan may have shown Europe how to build a reliable car, but they didn't know how to build a car that didn't rust. Much like it's Japanese counterparts, the Acclaim rusted like crazy. In Japan this was seen as planned obsolescence, with the intention being that a new model would replace it in two or three years time. But in Britain, cars are built to last, with models going unchanged almost completely for years and even decades. Examples being the Mini, which didn't change in any way, shape or form between its launch in 1959 and its demise in 2000!
But still, despite the terrible rusting problem, the car's reliable nature resulted in 133,000 cars being sold, and became the first Triumph to be within the Top 10 highest selling cars since 1965. However, in the end the Acclaim's show of being a good, reliable car was merely a testbed for the variety of other Japanese style products British Leyland intended to push in the near future. After only 4 years of production, the Triumph Acclaim was shelved in 1984 along with many other British Leyland products such as the Austin Ambassador and the Morris Ital so as to rationalise the company into a small number of highly reliable machines based off the Triumph Acclaim's Japanese based success. From the Acclaim, the Rover 200 was a direct descendant, being based heavily on the next generation Honda Ballade, but also spurring from this plucky car was the mechanicals of the Austin Maestro and Montego.
The ending of Acclaim construction in 1984 also brought the end to the Triumph badge itself on motorcars. Although Triumph still exists on motorbikes, the car division has long since perished, together with Austin and Morris. As for the Acclaim itself, it is truly one of those rarities you won't find everyday. Today only 488 are left, which, although much more than the remaining Ital's and Ambassadors of the same period, is still a very low number. But even so, the Triumph Acclaim did show British Leyland how to make a reliable machine, even though it technically wasn't a British machine in the first place!
A condition indicative of many old British Leyland products, this unfortunate Acclaim was found in a barn, though internally it was still in fairly good condition.
Towards the end of the 1970's, British Leyland was in a state of absolute despair. Shoddy and dated car designs married to biblical unreliability meant the company was facing near meltdown, and obviously came to the conclusion that they needed someone else to take the helm before the ship properly sank. Enter the Japanese, more to the point, Honda!
Since the 1960's, the Japanese had shown the world that they can mass-produce reliable cars, and thus were raking in sales by the million as people turned from their flaky European models to the highly efficient Japanese alternatives. Desperate to stop their market being swept out from under them, European Manufacturers imposed heavy import taxes on Japanese imports so as to try and price them out of the market, which meant builders such as Toyota, Honda and Mitsubishi were losing a fortune. The alternative past this blockade was to combine their efforts with some of the more struggling car companies of Europe so as to create hybrid cars.
And thus the Triumph Acclaim was born!
Based almost solely on the Honda Ballade, essentially all that differentiated it was the Triumph badge, and the fact that the car was built at the Cowley Plant near Oxford using the former production lines of the Austin Maxi. The intention largely was to replace the 10 year old Triumph Dolomite as the 4-door saloon of the company. Unlike the Ballade however, the car did come with much more luxury features as with a Triumph badge, the car was intended to be more higher market than the conventional Japanese equivalent. But most importantly, the car has the distinction of being the first truly reliable British Leyland car (and it only took them 12 years to get it right!)
Basically, the car's major components were built in Japan and shipped to Cowley, where they were placed into the locally built bodyshells. Build quality was very good too, with the leaky panels and rough ride seemingly absent, and holds the record for the fewest warranty claims on a British Leyland car. However, Japan may have shown Europe how to build a reliable car, but they didn't know how to build a car that didn't rust. Much like it's Japanese counterparts, the Acclaim rusted like crazy. In Japan this was seen as planned obsolescence, with the intention being that a new model would replace it in two or three years time. But in Britain, cars are built to last, with models going unchanged almost completely for years and even decades. Examples being the Mini, which didn't change in any way, shape or form between its launch in 1959 and its demise in 2000!
But still, despite the terrible rusting problem, the car's reliable nature resulted in 133,000 cars being sold, and became the first Triumph to be within the Top 10 highest selling cars since 1965. However, in the end the Acclaim's show of being a good, reliable car was merely a testbed for the variety of other Japanese style products British Leyland intended to push in the near future. After only 4 years of production, the Triumph Acclaim was shelved in 1984 along with many other British Leyland products such as the Austin Ambassador and the Morris Ital so as to rationalise the company into a small number of highly reliable machines based off the Triumph Acclaim's Japanese based success. From the Acclaim, the Rover 200 was a direct descendant, being based heavily on the next generation Honda Ballade, but also spurring from this plucky car was the mechanicals of the Austin Maestro and Montego.
The ending of Acclaim construction in 1984 also brought the end to the Triumph badge itself on motorcars. Although Triumph still exists on motorbikes, the car division has long since perished, together with Austin and Morris. As for the Acclaim itself, it is truly one of those rarities you won't find everyday. Today only 488 are left, which, although much more than the remaining Ital's and Ambassadors of the same period, is still a very low number. But even so, the Triumph Acclaim did show British Leyland how to make a reliable machine, even though it technically wasn't a British machine in the first place!
Superleggera (Italian: "super light") is an automobile construction technology .
The name was coined in 1937 by the Italian coachbuilder, Carrozzeria Touring.
Unlike the monocoque and body-on-frame methods widely adopted by the 1950s, Superleggera cars use a frame of metal tubes as a full-body frame which closely follow the shape of the car.
These are then covered with body panels, made of aluminium alloy. The Superleggera frame tubes are too small and of unsuitable material for mounting suspension components. This distinguishes it very clearly from spaceframe construction where no separate chassis is required.
The Superleggera construction method was primarily based on the use of 'Duraluminium', which originated from the zeppelin industry before World War I.
Carrozzeria Touring sold a Superleggera license to Aston Martin, who used it for their DB4, 5 and 6 models.
Corrosion resistancer:
Where the dissimilar metals of the aluminium bodyshell and the steel tubes are touching, they will begin galvanic corrosion unless this is prevented, usually by intervening pastes or non-conductive shims.
Car makers such as Bristol, who had past experience in the aircraft industry, were more successful in countering this corrosion than others.
source: en.wikipedia.org/wiki/Superleggera
The Lancia Delta began production in 1979 and wasn't changed much until 1986, the year before it was first used in this guise for rallying. The Lancia Delta S4 supercar had a roughly similar bodyshell design for 'mine looks a bit like that' purposes but was otherwise just a purpose built race car with some plastic moulds for a roof and bonnet. The Integrale was in line with the Group A. regulations in 1987 by being much more like the production car.
Ashley 1172 (1958) Engine 1172 S4 Ford
Registration Number 180 YUL
ASHLEY SET
www.flickr.com/photos/45676495@N05/albums/72157625343693660
Ashley Laminates was founded in 1955 by Peter Pellandine and Keith Waddington, they designed and built their first car using GRP for the bodyshell. In late 1956 Pellandine left the company to found Falcon Shells, another specials company. Pellandine took with him the rights and tooling to manufacture the short-wheelbase bodyshell for the Ashley 750 and the Sports Racer which he continued in production as the Falcon Mark 1 and Mark 2 respectively.
In 1958 in order to increase their production capacity Ashley Laminates, moved from Loughton, Essex to new premises in the Potteries, Staffordshire, while still retaining the old premises as a showroom. They also introduced a new bodyshell, the 1172, and the Regent chassis. 1960 saw the introduction of the Sportiva
A big thankyou for an incredible 22.6 million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-067
The Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
Jensen Interceptor III (1971-76) Engine 440cu (7212cc) Production 3419
Registration Number VFJ 3
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Shot taken 10.06.2012 at the Bromley Pagaent of Motoring REF 85-198
In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti). An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc (70 cu in) Standard SC engine, and plans for producing the Spitfire GT4 were shelved.
Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful, and in 1965 resulted in 13th overall and a 1st in class at the prestigious 24 Hours of Le Mans (beating their main rivals, the MG Midgets).
To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2-litre (1998 cc) Triumph inline 6 originally derived from the SC and then in use in the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to emphasise its GT styling and its 6-cylinder engine.
The new car was introduced in 1966 and called the Triumph GT6. The new body was a sleek fastback design with an opening rear hatch, earning the GT6 the nickname of poor man's E-Type. It was really a 2-seater, but a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2-litre, tuned to develop 95 bhp (71 kW) at 5000 rpm, and produced 117 lbâ‹…ft (159 Nâ‹…m) of torque at 3000 rpm.
Nº 76.
Renaul 21 GTS (1990).
Escala 1/43.
"Les Classiques de L´Automobile" - Editions Hachette / Auto Plus (France).
Ixo.
Año 2012.
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Les Classiques de L´Automobile
Hachette-Auto Plus
(...) "La série a commencée a être distribuée à partir de février 2010, c'est la Citroën DS 19 Pallas de 1965 produite par Ixo Models qui commence le défilé des automobiles classique de cette collection.
Les miniatures sont réalisées en métal et matière plastique, les moules et matrices de productions proviennent du fond d'Ixo Models déjà mainte fois utilisé,
ce qui fait que l'on retrouve dans cette collection de nombreuses miniatures identiques à celles déjà proposées dans d'autres collections distribuées en france,
avec leurs qualités, mais aussi et surtout avec leurs défauts non corrigés." (...)
Source: genieminiature.com/Les%20classiques%20automobile%20%20Aut...
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RENAULT 21 Hatchback 1989 - 1994
"Manufactured in three body configurations, a 4-door sedan, a 5-door estate and a 5-door hatchback, Renault 21 is a car which was also exported to the North American market through American Motors.The design of the car was made by the famous Italian designer Giorgetto Giugiaro, who's also responsible for the appearance of multiple Lamborghini, Ferrari, Caddilac and BMW models. The hatchback variant was included into the Renault 21 series in 1989 but the production was ceased in 1994 when the French manufacturer introduced the Laguna Liftback."
Source: www.autoevolution.com/cars/renault-21-hatchback-1989.html...
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1989 Renault 21 1.7 GTS Hatchback
"The Renault 21 1.7 GTS Hatchback is a front wheel drive vehicle, with the engine positioned in the front, and a 5 door hatchback bodyshell.
Its 1.7 litre engine is a naturally aspirated, single overhead camshaft, 4 cylinder unit that has an output of 92 bhp (93 PS/69 kW) of power at 5750 rpm, and maximum torque of 135 N·m (100 lb·ft/13.8 kgm) at 3000 rpm.
The engine drives the wheels via a 5 speed manual transmission.
The stated weight at the kerb is 1084 kg.
Maximum quoted speed is 179 km/h, or 111 mph."
More info: www.carfolio.com/specifications/models/car/?car=5368
Jensen Interceptor II (1969-71) Engine 6276cc V8 OHV Production 693
Registration Number KRX 163 H
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The Mark II shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
Shot at The Enfield Pagaent 30.05.2010 Ref 69-246
Please do not forget to visit the Flag Counter on my Profile page to record a visit from your country.
Thanks
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.
The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.
Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.
Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.
In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!
Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.
Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.
The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.
Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.
Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.
Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more.
These models, valued by collectors, are considered by many to be the greatest classic 911s of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
Two Images here of the body and Class 33/2 33212 sitting on a bolster wagon at Eastleigh on the 14th of November 1990.
The loco was new from BRCW to Hither Green as D6597 in May 1962 and withdrawn in September 1987. The bodyshell made it's way to MC Metals in Springburn where it was cut up during May 1991.
Image from a slide in my collection taken by an unknown photographer.
Estimated : € 6.000 - 10.000
Sold for € 44.548
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Replica inspired by the runner-up in the 1989 Supertouring Championship
- Displayed at the 1991 Bangkok Motor Show
Started in 1976, the Production, then Superproduction and Supertouring Championship quickly became very popular as the saloons competing looked similar to the standard production versions. In 1987, Renault decided to enter it with its newly introduced 21 Turbo. Totally modified, the car received a partly tubular chassis, a lighter body, four-wheel drive and an engine prepared by Sodemo, taking its power from 175 to 430 bhp. Driven by Jean Ragnotti and Jean-Louis Bousquet, the R21 brazenly dominated the 1988 season, Ragnotti winning the title and the two drivers together notching up six wins over the ten rounds that year.
The following year, changes to the regulations led to the engine being installed longitudinally rather than transversely. The car was no longer in Renault’s colours but those of Philips Car Stereo, and despite a difficult start to the season, it finished as the runner-up with 11 pole positions out of 14.
The car offered today is a display model inspired by car number 21 from the 1988 season, with a stripped-out steel bodyshell, roll cage, bucket seat and the running gear from a standard R21. It was displayed at the 1991 Bangkok Motor Show before joining the collection at a very early stage. With no engine, it represents an absolutely spectacular show car for any Supertouring fan.
Sold for £ 5.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.
So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.
The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.
This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.
A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.
We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.
With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.
The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.
The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.
In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.
The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.
The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).
Fourth highest price of the day.
1965 Ferrari 275 GTS
Sold for US$1,586,250 inc. premium
From the catalog:
Coachwork by and Design by Pininfarina
Chassis no. 07767
Engine no. 07767
3,286cc SOHC All-Alloy V-12 Engine
6 Weber Twin-choke Carburetors
260bhp at 7,000rpm
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Hydraulic Disc Brakes
*Matching numbers example, quipped with rare and desirable factory hard top
*Exceptionally well-presented example with less than 45,000 original miles
*Desirable US-delivered example, imported new by famed Ferrari agent Luigi Chinetti
*Restoration carried out by noted restorers MPI Motion Products and North Coast Exotics
*Accompanied by original books, tools, Massini report and restoration records
THE FERRARI 275 GTS
There had been open-top Ferrari road cars before the advent of the 250 series, but it was, chiefly, Pininfarina's offerings on the later chassis that established the convertible as a fixture of the Ferrari range. After the experimentation and variety which characterized the coachwork of the 250-series cars, the arrival of the 275 in 1964 brought with it bodywork being manufactured by Pininfarina themselves, with a considerably improved build quality. The chassis followed Ferrari's established practice, incorporating a multi-tubular frame tied together by oval main tubes, and for the first time on a road-going Ferrari there was independent rear suspension, this setup employing a double wishbone and coil-spring arrangement similar to that of the 250LM sports-racer. The adoption of a rear-mounted five-speed transaxle combining the now all-synchromesh gearbox and differential in a single unit helped improve weight distribution, and this feature would characterize future generations of front-engined Ferrari road cars.
By the mid 1960s, Ferrari's road cars were beginning to lose some of their rougher edges and take on a more luxurious mien. The 275 GTS's interior is notable for its generously sized seats and wood veneer dashboard, the latter appearing for the first time in a Ferrari. Even the most sybaritic of customers, though, would acknowledge that the driving experience is the raison d'ętre of Ferrari ownership, and in this respect the 275 GTS had lost none of its predecessors' aggressive charm. Car & Driver magazine had this to say: "Since the engine is heir to a V12 tradition that's gone on for almost twenty years, it's only natural that it should be the dominating factor in the car's personality, and that the whole car should have been developed around the engine and its own unique character. You can feel it as much as you can hear it. It has a taut, powerful rush of response that comes to you through the seat of your pants, through the steering wheel rim. The instant the clutch is engaged, the chassis takes on life and begins to move as a unit with the engine, it's an all-in-one-piece sensation that you normally feel only in racing cars, one that's unique to the Ferrari among normal passenger vehicles today."
THE MOTORCAR OFFERED
This remarkable, matching numbers example of the timeless Ferrari 275 GTS benefits from a concise and well-researched chain of ownership - including a documented 33-year period of care by one devoted owner - in addition to a spectacular restoration performed by the Ferrari specialists at Motion Products (MPI) and North Coast Exotics.
According to research complied by marque expert Marcel Massini, chassis no. 07767 is the 137th of the just 200 275 GTS examples built. The chassis was sent to Pininfarina for Spider coachwork in June of 1965, and the luxurious motorcar was completed at the Maranello Ferrari Works presumably during August of 1965, having completed its engine assembly by Ferrari foreman Mr. Amos Franchini. The 275 GTS had the exterior finished in 'Argento 20265' silver metallic, while the interior was trimmed in 'Nero Franzi' black leather. The car was configured as a left-hand drive, US-market example, with speedometer in miles-per-hour. 07767 is believed to have been fitted with the rarely optioned hard top from new, as sold with the car today.
The new 275 GTS would make its way Stateside right away, being delivered to legendary Ferrari importer and 24 Hours of Le Mans Winner Luigi Chinetti and Chinetti Motors in September of 1965. Chinetti is recorded as having sold the new Ferrari to its first owner in November of 1965. By 1972, the car was owned a Mr. Thomas W. Donahoe of Houston, Texas, before being acquired by Mr. Charles H. Noble, Jr of San Antonio, Texas, in who's devoted ownership the exotic Ferrari 275 GTS would remain for the next 33 years. By the 2000s, Mr. Noble would have noted Ferrari restorer Bob Smith Coachworks of Gainesville, Texas re-paint the car in red, a very common Ferrari color at the time, in addition to other light restoration work. The 275 GTS would leave Mr. Noble's devoted custodianship in 2012 - at which point Mr. Noble was 86 years old - when renowned classic car dealership Fantasy Junction brokered the Ferrari to the consignor, a noted Ferrari collector from Ohio. The car had just 42,490 miles recorded on the odometer at the time and was sold with its rare factory hard top. In 2014 the Ferrari would make an appearance at the XXII Palm Beach Cavallino Classic held at The Breakers Hotel and was shown later that year at the Amelia Island Concours d'Elegance.
During 2017 and 2018, the consignor entrusted his rare and desirable, matching numbers Ferrari 275 GTS to his preferred Ferrari restoration shops with a restoration of the car in mind. The specialists at Motion Products (MPI) - at the time with the late Wayne Obry at the helm - completely stripped the Pininfarina-built Spider coachwork in order to properly change the exterior color to the stunning 'Blu Ferrari 20-A-180' dark blue color seen on the car today. Photos taken of the car in bare metal shows a very clean and unhurt bodyshell, with no signs of past accidents or serious rust issues. Additionally, MPI would retrim the sporty 2-seater cockpit in lovely Tobacco-colored leather hides, while installing new Wilton carpets in dark blue, matched by a fresh dark blue Spider convertible top. The factory hard top was also refinished at the time in neatly contrasting black paint. North Coast Exotics would take on the mechanical aspects of the restoration, by completely stripping and rebuilding the original matching numbers Type 213 V12 engine with new pistons, in addition to rebuilding the 5-speed transaxle and restoring the chassis, brakes and suspension. A period-correct 6-carburetor set up featuring 12 individual velocity stacks was fitted, a very rare factory option believed to have been fitted to just four 275 GTS examples from the Ferrari factory. The original Weber 40DCZ6 3-carburetor set up with the original F.I.S.P.A airbox and intake manifolds is offered along with the car, should one wish to go back to the stock configuration.
Still displaying the rewarding benefits of the expert restoration, this outstanding 275 GTS has just 44,975 original miles recorded on the odometer at the time of cataloging. The car is thoroughly documented with Marcel Massini's comprehensive report, a stack of invoices reflecting the work MPI and North Coast Exotics carried out in addition to a leather binder containing receipts and documentation from Mr. Noble's ownership. The original tool kit, jack, owner's manual, and the previously mentioned factory hard top - one of an estimated just 20 examples made - is also offered with the 275 GTS. Presented in the lovely period-appropriate livery of Blu Ferrari over Tobacco and fitted with Borrani wire wheels shod on Michelin XWX tires, the Ferrari looks just right. Offering the visceral appeal of open touring at vintage driving events - or running with the rare and desirable factory hard top fitted - this beautiful matching numbers 275 GTS model from the most successful era of Ferrari production would complement any collection of sports cars or open grand tourers.
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It's Bonhams day!
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
Posted for a bit of personal "photo therapy".
Shunted at a roundabout on a sunny Sunday afternoon. Almost certainly to be written off due to bodyshell distortion.
Driver fine, apart from neck pain and seat recline collapse.
The impact point seems very localised, almost like a motorbike wheel impact. The other party (Ah! Insurancespeak!) was driving a recent Vauxhall Corsa which ended up something of a mess, plus the lady had injuries from an airbag.
Ho-hum. All a bit sad, as this car meant a lot to us, a symbol of my daughter's new-found independence and confidence. Plus, as all DIY mechanics know, working on an old vehicle creates a certain bond which is painful to break. Maybe this is stronger when it's dad maintaining daughter's car.
Alfa Romeo 8C Competizione (2007-09) Engine 4691cc V8
Registration Number THE 8 C
ALFA ROMEO SET
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
First shown as a prototype at the 2003 Frankfurt Motorshow. In 2006 Alfa Romeo announced production a limited series of 500 8C Copetizione production Coupes. To be produced in four colours, Alfa Red, Competition Red, black or yellow with custom paint jobs available to customer specification at an additional charge.
The bodyshell is made of carbon fibre, produced by ATR Group, and fitted to a steel chassis, made by Italian company ITCA Produzione. The final assembly takes place at the Maserati factory in Modena, Italy.
Powered by a modified Maserati engine of 4.7 litres featuring a Ferrari/Maserati derived 90-degree cross-plane, with wet sump lubrication of 400PS and manufactured by Ferrari.
The 500 cars will be distributed: USA 90, Italy 80, Germany 80, Japan 70, France 40, United kingdom 40, Switzerland 35, Others 65.
Shot at TheSpeed, Goodwood Festival of Speed 01:07:2011 Ref 76-032
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There is absolutely no mistaking the Maisto AllStars heritage of this Bburago branded 1971 Chevrolet Camaro Z28 with its slightly bloated body and Muscle era intentions.
Not a vehicle really suited to the old Italian brand of Bburago but has been used as a necessity to beef up its line up for various European markets. Its very nearly a good casting which has been let down a little by overly plastic grey wheels and a bodyshell which looks like its eaten one too many cheeseburgers! Glossily finished though and complete with opening bonnet. Part of a five vehicle set found recently in France. Mint and boxed.
The Porsche 912 is a sports car that was manufactured by Porsche between 1965 and 1969 as their entry-level model. After the discontinuation of the 356 model in 1965, Porsche was left with the pricey new 911 as their only offering. Fearing that its considerable price increase over the 356 would cost the company sales and narrow the appeal of the brand, a decision was made by executives to introduce a new entry-level model. Built on the 911's chassis and sharing its bodyshell, Porsche was able to offer the 912 for much less than a base-model 911 by using the four-cylinder engine from the 356 rather than the 911's "flat" six-cylinder powerplant and by reducing the number of standard features.
Jensen Interceptor I (1966-68) Engine 6276cc V8 OHV Production 22
Registration Number VRT 11 G
JENSEN SET
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The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
Shot at The Enfield Pagaent 30.05.2010 Ref 69-248
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Porsche 996 Mk.II GT3 Cup (2001-05) 3600cc H6
# 88 Mark Cowne (London)
Racing in Class 2 of the Porsche GT3 Cup Challenge
PORSCHE SET
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The Porsche 996 was introduced in 1998, an all new design made by Harm Lagaay; with an all new body work, interior and drive-train including the first water-cooled engine in a 911.
The 996 platform was also used as the basis for two lightweight GT variants, the GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped to reduce weight. It also featured stiffer, adjustable suspension and upgraded brakes, and used the bodyshell of the four-wheel-drive version, which incorporated additional front-end stiffening. and was produced in two series, The Mk.1 was introduced in 1999 featuring a naturally aspirated version 3.6L flat six making 360 bhp, The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6L engine from the MK.I, now producing 380 bhp mated to a six-speed manual transmission. The engine has a Aluminum crankcase of the air-cooled 911 with its true dry sump oiling system. The six separate individual Nikasil lined cylinders in this engine are covered with two separately installed water jackets each covering a bank of 3 cylinders on each side of the engine, thus adding water cooling to a crankcase originally designed for air-cooled cylinders
Shot 01:10:2011 at the Britcar 24 hour meeting, Silverstone REF: 80-197
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