View allAll Photos Tagged Bodyshell
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
The last of the classic EMU designs was he 312.
These were based upon the MK2 bodyshell and this example is seen at Ilford Depot, east london
185119 (right, at platform 1) and 195110 (left, at platform 2) are shortly to depart Manchester Piccadilly, working 1K23 14.16 to Hull (TransPennine Express) and 2S16 14.18 to New Mills Central (Northern) respectively. In the background, at platform 3, 220030 is getting ready to set off at 14.25 with Cross Country's 1O22 to Bournemouth.
Having arrived in the north-west the previous evening, I had most of the day to kill before the Northern Diesels Photo Charter event at Bury in the evening. The weather forecast was poor (overcast all day, and wet at times) so there was no point in doing any conventional photography. But I realised that I'd not yet travelled over the Castlefield Curve (aka Ordsall Chord) in central Manchester, which had opened in December 2017.
I looked up times, found there was an hourly service (TransPennine Express between Saltburn and Manchester Airport), and that the fare was £3 single - although I was at first slightly confused because the National Rail Enquiries website also listed more direct services than hourly but without any fare being quoted... which I then realised were Metrolink trams. (What the UK needs is a public transport timetable database like Germany's Hafas, which shows everything, stating the operator and mode of transport, and usually quoting the fare, and on which you can turn off and on different modes of transport. And the UK's trains are already in Hafas.)
After a leisurely cooked breakfast, I drove to Radcliffe and travelled in to Manchester Victoria on Metrolink in plenty of time for the 13.40 departure. After reaching Manchester Piccadilly, with nothing better to do and plenty of time to spare, I wandered over to platform 1 and pointed my camera at a few things, including this pair of trains about to depart (I also managed a shot of the 195 while it was still displaying tail lights, but prefer this one). After this, I went out to Media CityUK on the tram, before heading back out to Radcliffe (grabbing a coffee at Victoria while changing there).
I don't often take photos at major stations, but there are sometimes some nice shots to be had. And no-one bothered me, although at one point I was approached by a policeman - but to ask if I'd seen someone he was trying to track down rather than tell me I couldn't take photos!
Interestingly, the trains in this picture were all built in different countries: the 185 by Siemens in Krefeld, Germany (I once saw a pair being dragged through Aachen Hbf, having been on test at Wildenrath, I assumed, but wasn't quick enough with the camera); the 195 by CAF in Zaragoza (bodies) and Irún (final assembly), Spain; and the "Voyager" by Bombardier in Brugge, Belgium (all bodies, and fitting out the early examples) and Horbury, Wakefield in the UK (fitting out the bodyshells of the majority).
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
BR Sulzer Type 2 Bo-Bo No D7671 in the shed at Swanwick Junction, the loco is in a fictitious livery for this bodyshell as by the time these were been built the two-tone green was in use although this particular loco entered service in the blue livery.
Volkswagen Golf Clipper Cabriolet (1980-93) 1781cc S4 OC Production 400871 (all Cabriolet)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
Also available with 1457cc and 1585cc engines. Based on the Mk.1 Golf, Karmann at Osnabruck engineered and carried out the conversions, initially using the 1.8 ltr 112bhp GLi three door as abasis. over the next thirteen years and still using the Mk.1 bodyshell sevral variations of the Cabriolet were built. Replaced in 1993 by a mk.III Cabriolet.
Shot at Shugborough Car Show 15.08.2010 Ref 60-246
Billboard advertising 1965 Pontiac similar to those found along U.S. roads and highways 45 years ago. Car is Catalina 2+2 convertible.
White insert included name of Pontiac dealer in that locality.
The '65 Pontiac lineup included both intermediate (Tempest, LeMans, GTO) and full-sized (Catalina, 2+2, Star Chief, Bonneville, Grand Prix) cars. The full-sized cars were powered by a variety of 389 cubic-inch Trophy V8s with horsepower ratings of 256 to 338, or 421 cubic-inch Trophy V8s of 338 to 376 horsepower. The top horsepower engines were Tri-Power units with Pontiac's famous three two-barrel carburetors.
In addition to all new styling and bodyshells, 1965 was also the first year for Pontiac to offer GM's three-speed torque converter automatic transmisssion - Turbo Hydra-Matic, which replaced the previous fluid-coupling Hydra-Matics of past years.
One of a subsequent batch of buses bought from Strathclyde, NGB121M was, numerically at least, the third panoramic body supplied to GGPTE. Bought by Rennies for parts, its bodyshell was scrapped by Dunsmore, the chassis then being returned to Rennies.
Vanwall VW5 Body (1957-58)
VANWALL SET
www.flickr.com/photos/45676495@N05/sets/72157635147074858...
Honed by aerodynamicist Frank Costin, the 1957-58 Vanwall VW5 was probably the most aerodynaically car of its day.
Personal opinion but to me shear perfection
Diolch yn fawr am 68,694,059 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 68,694,059 amazing views, enjoy and stay safe
Shot 19.10.2018 at Donington Park - the final week of the Donington Collection Ref 137-140
Hitachi 5-car Class 800/0 bi-mode IET 800004 pauses briefly at Newport working a late-running 5X31 Bristol Parkway to Swansea test run.
The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom, based on the Hitachi A-train design. They are to be built by Hitachi from 2015. The first units will enter service on the Great Western Main Line (GWML) in October 2017, and on the East Coast Main Line (ECML) from 2018. These trains will be assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan (no actual body construction will take place in the UK). The Class 800 units are known by the names IET (Intercity Express Train) and the project name IEP (Intercity Express Programme). They have been given the name Azuma by Virgin Trains East Coast, one of their future operators.
Singer Chamois (1964-70) Engine 875cc S4 OC
Registration Number NJW 677 E
SINGER SET
www.flickr.com/photos/45676495@N05/sets/72157623722487129...
The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.
In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.
In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened
Shot at Catton Hall, Alrewas, Staffordshire 02.05.2010 Ref 53-130
A nice old Lada 1200 parked in our street, June 2013.
Egy szép régi Zsiguli Hódmezővásárhelyen, 2013. júniusában.
Lada 1200, officially VAZ-2101 is a compact sedan car produced by AvtoVAZ from 1970 to 1989. VAZ was founded in the mid-1960s as a collaboration between Fiat and the Soviet government, and the 2101 was its first product. The 2101 is a re-engineered version of the Fiat 124 tailored for the nations of the Eastern Bloc, but was widely exported to the West as a budget "no-frills" car. Known as the Zhiguli within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, an overhead camshaft engine (in place of Fiat's OHV unit), and the use of aluminium drum brakes on the rear wheels in place of disc brakes. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump. AvtoVAZ was forbidden from selling the car in competing markets alongside Fiat 124; however, exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer model. The 2101 was sold in export markets as the Lada 1200, Lada 1300 and Lada 1200S until 1989.
Class 31/1 No.31261 at Paddington on 25th October 1984.New as D5689 at 41A Sheffield Darnall on 2nd March 1961 and withdrawn on 5th January 1987 after collision damage at Maryland on 17th December 1986.The loco was robbed of all re-useable parts and the bodyshell was cut up on site at Stratford in September-October 1988.
Fleet / Reg: SELNEC 6367 (GEN 217)
Chassis: Leyland PD3/6 Titan
Body: MCW 'Orion'
Model: Alkit hand built model
Notes: Ex Bury Transport prototype. Rare acquisition for a municipal operator as these had platform doors. Hand made bodyshell from light metal with resin parts.
Very proud that this model picked up second prize in class at the Model Bus Federation AGM Show.
1972 Datsun 510 Cup Racer. 1/10 Scale RC Car. Tamiya M-07 FWD Chassis. Tamiya Lightly Tuned Brushed Motor. HPI Bodyshell.
Railtrack liveried Class 950 950001 (based upon a Class 150/1 bodyshell) records the trackwork at Coventry
Scanned from a print at 600 dpi
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
(Wikipedia)
- - -
Der Jensen Interceptor war ein Sportwagen der GT-Klasse, den die britische Automobilmanufaktur Jensen zwischen 1966 und 1976 baute. Die Bezeichnung Interceptor hatte Jensen bereits 1950 für einen Vorgänger verwendet, der heute meist als Early Interceptor bezeichnet wird.
(Wikipedia)
c2c Class 357/3 Electrostar EMU 357317 arrives at the West Ham stop, working the 2B68 Fenchurch Street to Shoeburyness service.
The Class 357 Electrostar A/C EMU's were built by ADtranz (now owned by Bombardier Transportation) at their Litchurch Lane Works in Derby, in two batches from 1999 to 2002 at a cost of approximately £292 million.
They were the first member of the Electrostar family, which also includes Classes 375, 376, 377, 378, 379 and 387, and is the most numerous type of EMU built in the post-privatisation period of Britain's railways. It shares the same basic design, bodyshell and core structure as the Turbostar DMU, which is in turn the most common post-privatisation diesel multiple unit family, and both evolved from the Class 168 Clubman design by ADtranz. The 357s are operated by c2c on the London, Tilbury and Southend Railway.
On 27 July 2015, 357323 was debuted by c2c, as the first modified unit in a sub-class of 17, numbered from 357312 to 357328. These units have a revised internal configuration, with a wider aisle and 2+2 seating, instead of the common 3+2 arrangement. It also featured the 'refreshed' internal livery with pink back handles, and grab handles in the gangway.
CBA 91-30
MAN SU283
ČSAD Jihotrans, České Budĕjovice, Czech Republic
Oxford, 16 July 2004
An unusual choice as an overseas touring coach, this rather strange vehicle is an MAN SU283 bus bodyshell fitted out to full coach spec with reclining seats, toilet and air conditioning. The small underfloor lockers are clearly inadequate for such a long journey, hence the huge luggage trailer which makes for a lengthy rig that wouldn't fit in the bays at Oxford's Oxpens coach park.
The world may consider the Volkswagen Golf GTi as the worlds most influential Hot Hatchback, but it wasn't the first. That distinction went to the Chrysler Sunbeam. A Talbot bodyshell powered by 155 of Chryslers finest Brake-Horsepowers, producing an astonishing top speed of 125mph and a 0-60mph of 8.3 seconds.
It truly was the first of the many practical but powerful cars that would come to shape motoring in the 1980's, killing off the traditional sports car and giving new meaning to the anarchistic times just around the corner. More often than not you'd find Hot Hatchbacks in the hands of hoodlums who would use them for Ram-Raiding Supermarkets and generally causing mischief. So much so that eventually insurance rates on cars such as these were forced higher so as to deter youths from buying them.
Lotus 340R (2000) Engine 1796cc S4 Rover K series Production 340
LOTUS SET
www.flickr.com/photos/45676495@N05/sets/72157623671671113...
The 340R is a special edition of the Lotus Elise, limited to 340 units, all cars were sold prior to their manufacturer. It uses a custom bodyshell with no roof or doors. Special A038R tyres were developed for the 340R in collaboration with Yokohama.
The engine is a tweaked version of the Rover K series, called a VHPD (Very High Power Derivative) used in the regular Elise producing 177bhp or 187bhp with optional Lotus accessories.
Shot at Supercar Sunday 26.06.2011 Ref: 74-069
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AUDI AGs high performance private subsidiary, creates even higher performance versions, known by their "RS" badging. The "RS" initials are taken from the German: RennSport - literally translated as "racing sport". RS is Audi's highest performance 'top-tier' trim level, positioned distinctly above the "S" ("Sport") specification level of Audi's regular model range.
Audi RS cars are some of the most powerful vehicles ever offered by Audi. The Audi RS6 5.0 TFSI quattro, for instance, is more powerful than the Audi S8 5.2 FSI quattro.
Available for limited time scales, on a restricted model range, these "RS" models are wholly designed, developed and produced in-house by Audi AG's high performance private subsidiary company, quattro GmbH, at its Neckarsulm factory, and usually have a wider bodyshell (sometimes informally referred to as 'widebody') to allow for a wider front- and rear-axle track.
All "RS" cars pioneer some of Audi's latest and most advanced technology and engineering prowess, therefore, "RS" cars could be described as "halo vehicles".
There used to be only one RS model in production at a time, but recently Audi has revised its politics and decided to make more than one RS model at a time, claiming that "customers want them, then why not give it to them"
In 1970 a new Taunus, the Taunus Cortina (TC), was introduced. Ford offered a two- or four-door sedan or a five-door station wagon/estate (identified like previous Taunus estates as the Turnier). Between 1970 and 1975, for the first Taunus TC, a fashionable fast-back coupé was also included in the Taunus range.
This model also formed the basis of the Cortina Mk.III, but with different door skins and rear wing pressings from the "coke-bottle" styling of the Cortina. In addition, there was never a Cortina III equivalent to the fast-back bodied Taunus TC coupé. The Taunus TC and Cortina Mk.III were both developed under the auspices of Ford of Europe, and most major components including key parts of the bodyshell were identical.
Porsche 996 Mk.II GT3 Cup (2001-05) 3600cc H6
# 44 Piers Maserati (Pinner)
Racing in Class 2 of the Porsche GT3 Cup Challenge
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
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: 80-200
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The hood and grille projecting forward to give the car a longer look, coupled with the altered bumpers, headlight surrounds and hood louvres on the side make this a 1935 Chrysler Airflow Imperial. Although why it is stood on blocks I'm not sure.
This car was pictured at the National Railway Museum in York. It was there to demonstrate the fact that streamlining (i.e. aerodynamic design) moved into transport design in the 1930s. (The Duchess of Hamilton loco in these shots was actually built after the Chrysler and even the loco's designers felt that the disadvantages of the streamlining outweighed the benefits. The streamlining was fitted largely for publicity reasons.) Indeed, the Chrysler Airflow was shown with a streamlined loco, as well as being likened to an arrow, in one of its adverts.
A Chrysler engineer by the name of Carl Breer started to apply wind tunnel tests to scale models and eventually decided that current car design was inefficient and new principles should be applied to improve aerodynamic efficiency. This resulted in the Chrysler Airflow. (The Chrysler PT Cruiser was designed as a modern interpretation of the Chrysler Airflow.)
These new principles included monocoque, or uni-body, design as opposed the two-box design used at the time. The car was also lower and sleeker than other cars and employed many other new design features including: raked two-piece windshield; steel body shell around the passengers; bodyshell sitting between the axles.
Unfortunately, despite the car being a design classic the American public did not take to the streamlined Airflow and it did not sell well. This was also due in part to manufacturing problems that hampered not only production of the cars but also their reliability. The Airflow was only produced between 1934 and 1937.
A good site for Chrysler Airflow photos of all models.
A more detailed technical history of the Chrysler Airflow.
A 1936 model that sold for $57,200 in July 2010.
There are a number of very good shots of this same car on Flickr:
Apart from gaining a much-needed extra factory, Jaguar's acquisition of Daimler in 1960 also brought with it the exquisite Ed Turner-designed V8 engine used in the Dart sportscar. By installing this 2,548cc 'hemi' into the MKII bodyshell, Jaguar hoped to create a more exclusive, upmarket car that would appeal to Daimler's more traditional client base.
Launched in 1962, the new model was instantly distinguished from its Jaguar siblings by the traditional Daimler fluted grille and was initially only available with a bench front seat and 3-speed automatic box. It was updated in 1967 with reclining front seats, slimmer bumpers, dynamo rather than alternator charging, a heated rear screen and various other upgrades, this model being known as the 250 V8 rather than the 2.5 V8.
Otherwise identical to the MKII, it featured all round disc brakes, independent front suspension and a Panhard rod located live rear axle. With 140bhp and 155lbft of torque on tap from its magnificently smooth and sonorous V8, the Daimler was capable of 115mph. It was also said to enjoy superior chassis dynamics to its Jaguar siblings thanks to its more favourable weight distribution due to the relatively light-weight engine.
1/32 slot car Mazda MX-5 in bespoke BRSCC livery. Resin PP bodyshell, Scalextric chassis with Mabuchi motor.
Reintroduction of 30 E-type panels for Jaguar E-type added to Heritage Parts catalogue – ‘even better than the originals’
Bodyshell of original roadster and coupe digitally scanned in 3D and transferred into CAD – using new car manufacturing techniques and expertise
World-class quality, using st...
3d-car-shows.com/jaguar-heritage-maintaining-e-types-pres...
Ford Lotus Cortina Mk.2 (1967-70) Production 4032 Engine 1558 cc S4 DOC Lotus twin cam twin carburettor
Registration Number BNO 746 G
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Top speed 105 mph Using the mark 2 Cortina bodyshell with uprated suspension and wider wheels than the standard. More comfortably equipped than the Mk.1 Now built by Ford at Dagenham instead of Lotus at Cheshunt. Used as Fords mainline competition car for 1967 only when superseded by the Escort Twin Cam. Shot at the National Heritage Museum, Gaydon, Warwks. 25.04.2010 Ref 51-24
In 1970 a new Taunus, the Taunus Cortina (TC), was introduced. Ford offered a two- or four-door sedan or a five-door station wagon/estate (identified like previous Taunus estates as the Turnier). Between 1970 and 1975, for the first Taunus TC, a fashionable fast-back coupé was also included in the Taunus range.
This model also formed the basis of the Cortina Mk.III, but with different door skins and rear wing pressings from the "coke-bottle" styling of the Cortina. In addition, there was never a Cortina III equivalent to the fast-back bodied Taunus TC coupé. The Taunus TC and Cortina Mk.III were both developed under the auspices of Ford of Europe, and most major components including key parts of the bodyshell were identical.
For my video; youtu.be/jIodG2sdR2g?si=VfjoUmASQ8gSgEmY
1951 Monarch Sports Sedan.
In 1949, Monarch used the new Mercury bodyshell with unique trim. The car also adopted the lion hood ornament, which was to become the marque’s main identity.
And while the Meteor was a Ford with a Mercury dashboard, the Monarch was a Mercury with a Ford dashboard. All body styles were offered, along with two-tone paint schemes, something not offered on any Ford product, anywhere.
Langley Good Times Cruise-In 2011
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
(Wikipedia)
- - -
Der Jensen Interceptor war ein Sportwagen der GT-Klasse, den die britische Automobilmanufaktur Jensen zwischen 1966 und 1976 baute. Die Bezeichnung Interceptor hatte Jensen bereits 1950 für einen Vorgänger verwendet, der heute meist als Early Interceptor bezeichnet wird.
(Wikipedia)
Bodyshell of the 1/48th scale resin kit of the LCC Wandsworth London ambulance. Hope to get started on this kit very soon. I have waited a very long time to get hold of one of these models as it is a true favourite vehicle of mine and a real classic London vehicle.
The Austin Rover group badged some of their top of the range vehicles as Vanden Plas, a luxury car maker whose brand joined the Austin Rover group. Despite the standard bodyshell as fitted to the Austin/Morris 1100/1300 ADO16 range, this car has a luxury interior with walnut dashboard, leather seats and fold down coffee tables. Purchased new by a doctor in 1974, the car has remained in the same family and is now lovingly cared for by his son. The hubcabs have been removed in preparation for the drive home to Lanarkshire, where the car was first registered, as these hubcaps are easily lost and their centres with the Princess logo would be difficult to replace.
The production Riviera shared its bodyshell with no other model, which was unusual for a GM product. It rode a cruciform frame similar to the standard Buick frame, but shorter and narrower, with a 2.0 in (51 mm) narrower track. Its wheelbase of 117 in (3,000 mm) and overall length of 208 in (5,300 mm) were 6.0 inches (150 mm) and 7.7 in (200 mm) shorter, respectively, than a Buick LeSabre, but slightly longer than a contemporary Thunderbird. At 3,998 lb (1,813 kg), it was about 390 pounds (180 kg) lighter than either. It shared the standard Buick V8 engines, with a displacement of either 401 cu in (6.57 L) or 425 cu in (6.96 l), and Twin Turbine automatic transmission. Brakes were Buick's standard "Al-Fin" (aluminum finned) drums of 12 in (300 mm) diameter. Power steering was standard equipment, with an overall steering ratio of 20.5:1, giving 3.5 turns lock-to-lock.
The Riviera's suspension used the same basic design as standard Buicks, with double wishbones front and a live axle located by trailing arms and a lateral track bar, but the roll centers were raised to reduce body lean. Although its coil springs were actually slightly softer than other Buicks, with the lighter overall weight, the net effect was to make the Riviera somewhat firmer. Although still biased towards understeer, contemporary testers considered it one of the most roadable American cars, with an excellent balance of comfort and agility.
The Riviera was introduced on October 4, 1962 as a 1963 model, with the 325 hp (242 kW) 401 cu in (6.6 l) as the only available engine[3] and the Turbine Drive the only transmission, at a base price of $4,333; typical delivered prices with options ran upwards of $5,000. Production was deliberately limited to 40,000 or less to increase demand.
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.
The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.
The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.
Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Bjarne Nordal (N)
Racing class: Auto-G DTC
Race number: 42
Race results in 2014 event:
Training (fri.): 14 (of 18)
Qualifying (sat.): 17 (of 19)
Heat 1 (sat): 11 (of 19)
Heat 2 (sun.): 11 (of 18)
Heat 3, final (sun.): 18, RET (of 18)
Photo taken after heat 1.
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 classic cars I would most like to own are either a big Triumph or a Rover P6. This fine example of the former is an early 2.5PI, created in response to Rover's P6 3500 V8 by fitting the TR5 engine into the 2000 bodyshell. At the time these two were deadly rivals but just a few years later the creation of British Leyland would do the unthinkable and put them under common ownership; both would be replaced by the Rover SD1 in due course. GJH 490G has been unlicensed since 2011 so I wonder what happened to it?
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
(Wikipedia)
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Der Jensen Interceptor war ein Sportwagen der GT-Klasse, den die britische Automobilmanufaktur Jensen zwischen 1966 und 1976 baute. Die Bezeichnung Interceptor hatte Jensen bereits 1950 für einen Vorgänger verwendet, der heute meist als Early Interceptor bezeichnet wird.
(Wikipedia)
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
I was expecting this to be basically the same as the 'Racing Version' of Skyline GT-R that I have, but it has a bodyshell with narrower arches.
No immediate plans to get it built, but one day its time will come.
Ford Lotus Cortina Mk.2 (1967-70) Production 4032 Engine 1558 cc S4 DOC Lotus twin cam twin carburettor
Registration Number RLX 624 E
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Top speed 105 mph Using the mark 2 Cortina bodyshell with uprated suspension and wider wheels than the standard. More comfortably equipped than the Mk.1 now built by Ford at Dagenham instead of Lotus at Cheshunt. Used as Fords mainline competition car for 1967.This car bears the decals of the London-Sydney Rally and names of all of its sponsors Shot at the National Heritage Museum, Gaydon, Warwks. 25.04.2010 Ref 51-30