View allAll Photos Tagged Bodyshell
The BREL built Class 321's of the early 1990's were one of the final EMU designs using the BR MK3 bodyshell that had seen use through the 1980's in EMU designs from Class 317 onwards. Originally used on the WCML they have had a presence on the Great Eastern for a number of years now.
On 17th May 2019 Class 321 321342 is seen heading a peak time train between London Liverpool Street and Southend Victoria on approach to Shenfield.
950001 on Burton Ot Wetmore Sidings to Burton Ot Wetmore Sidings at Stenson.
950001 was built in 1987 using the same bodyshell as the Class 150/1 Sprinter units that were built from 1985-1986. It was originally classified as a Class 180 test unit, but since this designation was used by the former First Great Western "Adelante" units, Now leased by First Hull Trains, it has been reclassified into the departmental series. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows:
DM: 999600-999601
The car that turned Rover from big cars for fat cats into a fully-fledged mainstream manufacturer, the R8-series 400.
Based on the Honda Concerto but with mostly Rover engines (the then-state of the art K-series), except the 1.6 litre (which was the D-series Honda unit) the R8 sold millions. This 420 had the early and ytroublesome 2.0 M16 engine, a twincam development of BL's old O-series unit.
I first took more notice of these machines after seeing the Stig rag a '92 416GTi around the TG test track - these had the 16v CRX engine in them and had all the screaming, high-revving character of the Honda wrapped in a classier bodyshell.
Very, very close to being finished now. Quite a bit of time spent today painting the gold wheel centres, getting the suspension fitted and finals bits of assembly, as well as the final fitment of chassis to bodyshell (always a little nerve-wracking, as they don't always go together once the interior is in place).
Ashley Laminates Ltd was a company set up by Peter Pellandine and Keith Waddington in 1955 to produce fibreglass body shells for car conversions and in 1956 Peter founded Falcon Shells Ltd. The advert above features The Ashley 1172 whose fibreglass shell came in two forms for either the open-top Roadster or the covered Coupé which could be fitted onto the Ford Prefect E93A (1172cc) chassis. ‘The Ashley 1172’ conversion kits were launched in 1958 and remained in production until 1961.
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ashleysportiva.weebly.com/ashley-bodyshell-models.html (Ashley Laminates car models).
en.wikipedia.org/wiki/Ashley_(automobile) (Ashley Laminates).
The Peugeot 404 is a large family car produced by French automobile manufacturer Peugeot from 1960 to 1975. A truck body style variant was marketed until 1988. The 404 was manufactured under licence in various African countries until 1991 (in Kenya) and was manufactured in Argentina by Safrar/Sevel in El Palomar, in Québec, Canada at the St-Bruno-de-Montarville SOMA Ltd. plant and in Chile by Automotores Franco Chilena S.A. in Los Andes.
Styled by Pininfarina, the 404 was offered initially as a saloon, estate, and pickup. A convertible was added in 1962, and a coupé in 1963. The 404 was fitted with a 1.6 litre petrol engine, with either a Solex carburetor or Kugelfischer mechanical fuel injection or a 1.9 litre diesel engine available as options. Introduced at the Paris Motor Show as an option was the inclusion of a 3-speed ZF automatic transmission, similar to the unit already offered on certain BMW models, as an alternative to the standard column-mounted manual unit.
Popular as a taxicab, the 404 enjoyed a reputation for durability and value. Peugeot's French production run of 1,847,568 404s ended in 1975. A total of 2,885,374 units had been produced worldwide at the end of production.
Saloon introduced with 72 hp petrol engine and column-shift four-speed gearbox with gate "reversed" (first down, up for second and towards the wheel for third down and fourth up) – identical to the 203 and 403 (except that fourth gear is direct drive). The grand touring model has square air vents on the dashboard and body-coloured wheels.
Introduction of the Super Luxe model: Superstructure painted silver, chrome headlight rims, large diameter hubcaps, tan leather interior trim, front armrest. The grand touring model has body colour wheels replaced with metallic silver ones.
1962
New suspension with increased travel and flexibility. Dashboard is modified and square air vents are replaced by circular directional vents New reinforced drum brake linings Anti-reflective paint used for the dashboard.
Introduction of Commerciale, Break and seven-seat Family estate versions, with tandem coil spring rear suspension in the place of the sedan's single spring arrangement. These versions have a balanced spring system to assist in opening the tailgate, different rear light clusters, rear bumper arrangement and the fuel filler cap is no longer hidden behind the rear number plate, but behind a flap in the rear wing. These variants are also longer (4,590 mm (181 in) compared to 4,445 mm (175 in)) and heavier (1,190 kg (2,624 lb) compared to 1,100 kg (2,425 lb)) than their saloon equivalents.
Convertible launch
The Peugeot 404 cabriolet/convertible made its first appearance at the Paris Motor Show in October 1961 and the accompanying coupé version was launched six months later. The convertible and coupé bodyshells were made by the Pinin Farina workshops in Turin and only the floorpan and mechanical elements were shared with the saloon. These models were initially powered by the same single carburetter engine as the saloon and the option of a fuel injected engine (XCKF1) with a Kugelfischer injection system was added to the range at the Geneva Motor Show in March 1962. The US$3,899 price in 1965 put the convertible in the same price bracket as the Jaguar E-Type in the American market.
1963
The 404 Super Luxe sedan has the 85 hp fuel injection engine (XCKF) and has door cappings trimmed with leather The 404 grand touring sedan adopts painted side window trims instead of chrome The steering wheel and horn ring change. The Family estate gains a split middle row of seats to improve access to the rear row. The 404 coupé is introduced with the same body as the cabriolet but with a fixed roof (Wikipedia).
See also (in Dutch):
Skoda Felicia (1994-2001) Engine 1289cc S4
Registration Number X 676 ROH
SKODA SET
www.flickr.com/photos/45676495@N05/sets/72157623722493201...
The Skoda Felicia was one of the first Skoda's to benefit from Skoda Autos takeover by Volkswagen. As such the car was offered with a wider range of engines, including the first Skoda diesel. Debuted on the Charles Bridge in Prague in October 1994. In 1998 the high customer satisfaction of the Felicia contributed strongly to Skoda winning the Best Manufacturer award in the JD Power car survey. In 1998 the Felicia received a minor facelift that included a new grille, and larger bumpers, but there also minor upgrades to the chassis and bodyshell crash safety.
A big thanks for 21.7 million views
Shot 20:04:2014 at Weston Park Ref 99a-422
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!
Marsden kit MMK040, the 1958 Atlantean PDR1 with Alexander bodywork. 187 was numerically Newcastle's first of this combination. Although appearing to be a one-piece bodyshell, the stepped join line of the two halves is almost seamless.
Peugeot 104 (1972-88)
PEUGEOT SET
www.flickr.com/photos/45676495@N05/sets/72157623690496925...
Peugeot's first super-mini sharing the same bodyshell as the Citroen LNA. Engines range 954 cc, 1124 cc 1219 cc and a 1360 cc. Shot at Cars in the Park, Lichfield 04.07.09 ref 40-92
Ford Lotus Cortina Mk.2 (1967-70) Production 4032 Engine 1558 cc S4 DOC
Registration Number PJG 769 G
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Lotus twin cam twin carburettor. 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 Aviva Classic, Silverstone 20.09.2009 ref 47-88l
The 205 was one of the first second generation of superminis, with smart styling that still looked good when it ended production. Cars this small with diesel engines became more common in the 1980s.
The 305 started off as an reasonable looking bodyshell hiding mechanical parts carried over from the 204 & 304. As mentioned in the text it was updated in 1982.
A410GVC is listed as red Peugeot unknown, 1124cc & last taxed on 1 July 1998. Either some plate swapping has gone on or someone simply used the wrong picture for the spec given.
BDU22Y was a black Peugeot 305 SR 1472cc that was taxed until 1 September 1995.
Both were Coventry registrations.
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 76-034
Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor United States last new US state visitor California
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
In researching this car I found out Ford actually started with the cars painted blue, then over painted the bodyshell with the white sections.
Jaguar XJR 6.0ltr V12 OC
# 31c
The work of marque specialist Hyper Engineering with red fixed head engine and built around a lightened 1990 bodyshell, with full roll cage, uprated disc braking system, (front gripped by AP 6 pot callipers, rears moved outboard, beefed up suspension with Spax adjustable shock absorbers, variable electronic power steering, 17 inch alloy wheels shod with 40-profile tyres.
The 6.0 ltr. V12 engine is estimated to develop 475bhp. Based around the Jaguar block with Sigma Engineering cylinder heads, Cosworth pistons, Zytek fuel, ignition and management system remapped to race spec.
Shot at the Donington Historic Festival 01.05.2011 Ref 66-120
Introduced in early 1951, Ford's Consul (four-cylinder) and Zephyr (six-cylinder) models were notable for their use of a monocoque bodyshell, MacPherson Strut independent front suspension and hydraulic drum brakes. Able to seat up to six thanks to the provision of a front bench seat and column gearchange, the Ford duo were powered by a new generation of 'oversquare' engines. Notably rugged and surprisingly quick, the 2262cc OHV-engined Zephyr Six proved a highly effective rally car with Maurice Gatsonides winning the 1953 Monte Carlo Rally aboard one and Vic Preston piloting another to victory on the 1955 East African Safari Rally. Unveiled at the 1953 London Motor Show, the range topping Zephyr Zodiac cost £851 and boasted such niceties as: a clock, heater, windscreen washers, gold plated lettering and spot lamps etc. Though solid colours remained optional, most Zodiacs were finished in smart two-tone liveries and all benefited from a higher compression engine and improved 82mph top speed. Only in production between 1954 and 1956, just 22,634 Zephyr Zodiacs are thought to have been sold.
This particular example was reputedly the property of Lieutenant Colonel Jeph Simpson Magrath and other members of his Somerset-based family until 1983. Acquired by The Worthing Carriage Company some five years later, the Ford was converted into a historic rally car and successfully completed the 1991 Monte Carlo Challenge. Crewed by Sir David Steel and David Hall, the well-prepared saloon finished 55th overall and 7th in class. Shorn of much of its rallying equipment thereafter, the Zodiac achieved further fame when it appeared on the long-running television drama, Heartbeat. Purchased from the relevant film hire business by Mickie Downey, a bass player with The Skiprats rockabilly band, 'UVS 614' was the subject of a half-page article in the Sunday Sun newspaper (January 22nd 1995).
And another from an earlier era, this time we have a Bedford SB with Duple Vega bodywork, seen here in the grey and black livery for Seagull Coaches. This is a resin bodyshell with parts from a diecast model
AC Cobra Mk.IV CRS (Carbon Road Series) (2000-on) Engine 5000cc V8
Registration Number V 99 COB
AC SET
www.flickr.com/photos/45676495@N05/sets/72157623759779024...
Based on the same platform as the Superblower, but featuring a lighweight carbon fibre bodyshell. The car is powered by a 5.0 litre V8 producibg 225bhp.
The CRS is offered at a lower price than the Superblower with the same standards, the car offers an entry level to AC ownership.
Shot at Donington Historic Festival, 6th May 2012 Ref: 84-239
Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto
Registration Number Q 25 TDS (Undefined age registration, issued from Glasgow)
HALDANE ALBUM
www.flickr.com/photos/organize
John Haldane launched Haldane Developements Ltd. in Glasgow in 1988 to produce automobiles and kits. In 1993 Brian Harrison and Alisdair Scott took over production until 1994. From 1994 Pilgrim cars took over production, retaining the Haldane name but moved the facilities from Glasgow to Henfield in West Sussex. Production finally ended in 2008 after around 136 vehicles had been produced.
The first model was the HD100 a model based on the Austin Healey 100, with a fibreglass body mounted on a chassis developed in house. The four cylinder engine came from the Vauxhall Chevette. From 1993 a revised chassis was released to accommodate Ford engines. Around 100 examples were built between 1988-1994.
In 1991 a second model, the HD3000 complemented the range, modeled on the Austin Healey 3000 it otherwise corresponded with the HD100 around 36 were built by 2008
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.
Diolch am 88,328,487 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 88,328,487 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-174
47295 in Ipswich lower yard 25/01/2003 awaiting onward transit to Brush Traction Loughborough for stripping. The 47 worked to the lower Yard under its own power 3 days previous.The 47 was sold for preservation February 2003.The bodyshell was held at MOD Ashchurch.
Continuing the build of this model using a 3D printed bodyshell.
Here is the body primed and with the platform parts (also 3D printed) in place. I have opened up one of the doorways to show the tram as it was in service condition - passengers boarded at the rear.
Liveried bodyshell. Adding colour to the interior part certainly makes a difference. The brown / orange stripe on the seats will be added using a decal.
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.
From 1974 to 1982, Lotus produced the considerably larger four-seat Type 75 and later Type 83 Elite. With this design Lotus sought to position itself upmarket and move away from its kit-car past. The Elite was announced in May 1974 It replaced the ageing Lotus Elan Plus 2.
The Elite was configured as a small shooting brake with a glass rear hatch opening into the luggage compartment. It was front-engined with rear wheel drive. The Elite's fibreglass bodyshell was mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. The Elite was Lotus' first car to use the 907 aluminium-block 4-valve, DOHC, four-cylinder engine that displaced 1,973 cc (120.4 cu in) and developed 115.6 kW (155 hp). (The 907 engine had previously been used in Jensen-Healeys.) The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L Lotus Esprit power-plants, the naturally aspirated 912 and the turbocharged 910. The Elite was fitted with a 4 or 5-speed gearbox. Beginning in January 1976 an automatic transmission was optional.
The Elite had a claimed drag co-efficient of 0.30 and at the time of launch it was the world's most expensive four-cylinder car. The Elite's striking shape was designed by Oliver Winterbottom. He is quoted as saying that the basic chassis and suspension layout were designed by Colin Chapman, making the Elite and its sister design the Eclat the last Lotus road cars to have significant design input from Chapman himself.
Two Hillman Avenger Tigers at the Wheelnuts 2015 Classic Car Rally, Stroud Glos.
Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super (four-door) cars were modified by the Chrysler Competitions Centre under Des O' Dell and the Tiger model was launched in March 1972. Modifications included the 1500 GT engine with an improved cylinder head with enlarged valves, twin Weber carburetors and a compression ratio of 9.4:1. The engine now developed 92.5 bhp (69 kW) at 6,100 rpm. The suspension was also uprated, whilst brakes, rear axle, and gearbox are directly from the GT.
A distinctive yellow colour scheme ("Sundance") with a bonnet bulge, rear spoiler and side stripes was standard, set off with "Avenger Tiger" lettering on the rear quarters.
Road test figures demonstrated a 0–60 mph time of 8.9 seconds and a top speed of 108 mph (174 km/h). These figures beat the rival Ford Escort Mexico, but fuel consumption was heavy. Even in 1972, the Tiger developed a reputation for its thirst.
All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely.
In October 1972, Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. Red ("Wardance") was now available as well as yellow ("Sundance"), both with black detailing.
Mercury Cougar is a nameplate applied to a diverse series of automobiles sold by the Mercury division of Ford from 1967 to 1997 and from 1999 to 2002. While the nameplate is most commonly associated with two-door coupes, at various times during its production, the Cougar was also marketed as a convertible, four-door sedan, station wagon, and hatchback.
With 2,972,784 examples produced, the Cougar is the highest-selling nameplate ever produced by the Mercury brand; its 34-year production is second only to the Grand Marquis in the Mercury model line (produced for 36 years). During the 1970s and 1980s, the Cougar was closely tied to the marketing of the Mercury division; Mercury advertised its dealers as "The Sign of the Cat" with big cats atop Lincoln-Mercury dealer signs. In line with the Cougar, several animal-related nameplates were adopted by the division, including the Bobcat, Lynx, and Sable.
The Mercury Cougar was introduced by the Lincoln-Mercury division of Ford on September 30, 1966. Far exceeding initial sales projections, the Cougar accounted for nearly 40% of 1967 Lincoln-Mercury sales. The Cougar received the 1967 Motor Trend Car of the Year award (the first Lincoln-Mercury vehicle to do so).
The Lincoln-Mercury counterpart of the Ford Mustang, the Cougar was initially introduced as a two-door hardtop. The base price of a Cougar was US$2,854 ($22,765 in 2020 dollars) ($284 ($2,265 in 2020 dollars) more than a Mustang hardtop); a fully-optioned XR-7 cost US$4,500 ($35,894 in 2020 dollars) (essentially matching the base price of a Thunderbird).
For 1971, Lincoln-Mercury released the second-generation Mercury Cougar. Seeking more direct competition for the model line, the division largely benchmarked the Cougar against the numerous GM A-body coupes, placing the Cougar in competition with the Oldsmobile Cutlass Supreme. While again sharing much of its bodyshell with the Ford Mustang, the Cougar began to transition away from its role as a "plush pony car", deriving aspects from both sports cars and luxury cars.
Similar in size and performance, the Cougar overshadowed the Mercury Cyclone intermediate coupe, leading Mercury to phase out the latter model line during 1972. Slightly smaller than the 1964 Mustang, the imported Capri (not officially badged as a Mercury) began to succeed the Cougar within Lincoln-Mercury as a sporty car.
The second-generation Cougar is the final version derived from the Ford Mustang and the final version offered as a convertible. A light blue/white 1973 Cougar XR-7 convertible was the "last" convertible assembled by Ford Motor Company as American manufacturers ended assembly of convertibles during the 1970s in anticipation of increased rollover safety standards.
From Wikipedia:
en.wikipedia.org/wiki/Mercury_Cougar
Photo by Eric Friedebach
Alfa Romeo Junior Z
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
Taken 04/03/19; I seem to fit into the minority asi find the Class 800s visually pleasing and quite like the green livery which I know many find dull. According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being 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 body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
A few minutes before this shot I'd left just the bodyshell on the table, I came back to find the wind had blown it onto the grass - luckily no damage done...
LBRT painted bodyshell bought on eBay… I’ve added the wheels, registration plates and dms fleet plates. All I need now is a donor DMS bus for the glazing and seats .
The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.
The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.
Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.
36,672 CL Valiants — including the last-ever Chargers — were built.
This Valiant wagon is created for the #mocaround49 challneg #vacationwagon
The Audi TT is a 2-door sports car marketed by Volkswagen Group subsidiary Audi since 1998, and now in its third generation. The first two generations were assembled by the Audi subsidiary Audi Hungaria Motor Kft. in Győr, Hungary, using bodyshells manufactured and painted at Audi's Ingolstadt plant and parts made entirely by the Hungarian factory for the third generation.
Mercedes SL60 AMG (1996-98) Engine 5956cc V8 *Production 49 (RHD production)
Using the R129 bodyshell, suitably modified for the increased performance the SL60 was sold in very limited numbers in RHD form.
This cars paint work and interior were specifically ordered when new, being Diamond Blue metallic paint and Blue Alcantara Nappa Leather interior.
At the time output was quoted at 381bhp as not to overshadow the flagship SL600 but has since been officially recognised as being 414bhp, top speed is electronically limited at 155mph.
A full restoration to the original specification was under taken in 2009 after which the car took 1st prize in the Concours of Elegance competition of Mercedes Benz of Great Britain.
MERCEDES SET
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Shot 25.11.2011 at Mercedes World Brooklands - Ref 68-449
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Alfa Romeo 8C Competizione (2007-09) Engine 4691cc V8
Registration Number THE 8 C
ALFA ROMEO SET
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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 76-034
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'Slim Jim' Hastings Line Class 33, 33207 stands at Reading with an empty van train bound for Old Oak Common on May 9th 1979. There were twelve of these narrow-bodied locomotives built with their bodyshells seven inches narrower than a standard class 33, so that they could operate through the tunnels between Tunbridge Wells and Hastings that had been constructed with restricted clearances.
Class 47/0 No.47295 at Norwich at the rear of the 11:58 to Lowestoft on 19th May 2001.47295 was new as D1997 on 3rd June 1966 at 50A York and withdrawn in March 2002 and moved to Brush Traction,Loughborough for partial stripping on 27th January 2003.Whilst at Brush she was sold to the Brush Type 4 Fund in February 2003 and the bodyshell moved to MOD Ashchurch for secure storage,then on to Long Marston.Preservation did not happen and she was cut up at EMR Kingsbury in July 2011.
On the left, the interior of the UVG with 3+2 seats. The seatbelts were painted in for added effect. The backseat is fitted into the bodyshell.
On the right, the Paramount interior. Since last night the toilet has been topped with a drinks dispenser (made of a bit of rubber and a length of white pencil lead) and the entrance has been given grabrails and modesty panels. The woodgrain effect is easily recreated by painting the brown thinly over the white plastic without undercoat.
When first operated by Rennies, the Paramount cab simply had the pespex screen from its express coach days removed. Later the pole and the modesty panel would disappear after the Tigers ceased to be used by Rennies on school trips to Europe. The cab shells were initially retained to meet the needs of the Tempo 100 certification, whereby to be granted the ability to travel at 100kmh (60mph) on European motorways there has to be, amongst other things, no possibility of objects rolling from the saloon into the cab and jamming under the pedals. Once they were relegated to 'about the doors' work that condition was no longer applicable, and the 'executive' features would disappear one by one into newer vehicles.
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)
Taken 29/01/20: I only noticed when I was back home that I failed to take any snaps of the station buildings at Oxford. The background to this snap may give you a clue as to how this ovesight came about.
According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being 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 body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
Austin Mini Mk.III (1969-76) Engine 1275cc S4 Tr OHV
Registration Number GPB 185 N (Surrey)
MINI (BL) ALBUM
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The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones
Production at the Cowley plant was ended in 1969, and the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time
Diolch am 85,938,999 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 85,938,999 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-256
The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.
In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."
The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.
Clas 442. 2412. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Seen stored at the rear of Eastleigh Works.
Beneath its coupe bodyshell, twin headlamps and alloy wheels, the Singer Chamois is still really a Hillman Imp, complete with that overheat-after-30-miles dysfunctional all-alloy engine, one of which drove my dad to distraction – and the car to an early scrapyard grave – when he had an estate version (the Husky) back in the 1970s…