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Jensen SP (1971-73) Engine 440cu (7212cc) Chrysler V8 Production 105
Registration Number WEU 399 L
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
Based on the Jensen Interceptor,
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 SP (six pack) was powered by the larger 7212cc Chrysler V8 OHC, shared with the Interceptor III but with 3x2 barrel carburettors and with 390bhp, identified by its louvered bonnet panel
The SP has the distinction of being the most powerful car ever made by Jensen.
Shot at The Enfield Pagaent 30.05.2010 Ref 69-252
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British Rail Network SouthEast ordered these class 442 'Wessex Electric' units in the late 1980s. In true Southern Region style, they were built using the motors, compressors and control gear from the older 4-REP units which were themselves built for the Bournemouth electrification in 1967. The 442 units were built on the excellent BR mk.III coach bodyshell. These units settled down after a few teething troubles to become fast, smooth and comfortable units. My first ride on one was when they were new and I was very impressed. I thought it was a great shame BR didn't build a diesel version of these for lines like the trans-pennine; they would have been far better than the dreadful 'Sprinter' units.
I understand that the class 442 units are now in the autumn of their lives.
442 418 is seen stabled at Eastbourne.
3.6.16
Mamiya C220/ 80mm Mamiya-Sekor lens
Ilford Delta 400
Dev.: Paranol S
1/32 resin slot car Ford Zephyr mk2 1960 Monte Carlo rally driven by Gordon Alfred King & Colin Sproxton to 40th place. Modified PSR resin body kit, PCS32 chassis and MRRC wheels/inserts/tyres.
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.
From Wikipedia:
en.wikipedia.org/wiki/Mercury_Cougar
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.
Photo by Eric Friedebach
56097 recently purchased by Progress Rail from a preservation group and based at GCR (N) moved here see with a class 6 bodyshell and bodyshell of 56009 and 08752
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.
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.
V* OHV Jensen Interceptor II (1969-71) Engine 6276cc V8 OHV Production 693
Registration Number WRP (70 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 69-247
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Porsche 993 Carrera Auto (1993-98) Engine 3600cc Flat 6
Registration Number M 522 VMH (London NE)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2WD.
Many thanks for a fantabulous 34,623,900 views
Shot The National Memorial Arboretum, Alrewas, Stafford shire 26:04:2015l:2015 Ref 105a-570
Class 442. 2407. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1A65 1348 Brighton to London Victoria service. Seen at Brighton Station.
These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.
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).
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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.
Captured at the Stuttgart's Mercedes Classic Car Center with my iPhone using the VSCO camera app.
It takes about 3 years to rebuilt an old Roadster 300 SL, frist they renew the complete frame and the technics.
After it, they assemble the car bodyshell with the frame and motor to look if the parts match perfectly.
After hat, the mechanics dissemble all parts again to lacquer the body and recess the electric.
In these halls you find about 10 old Gullwings and Roadsters.
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.
Colas Class 66 heading South through Northallerton Station
On the privatisation of British Rail's freight operations in 1996, English, Welsh and Scottish Railway bought most of British Rail's freight operations. Many of the locomotives that EWS inherited were either at the end of their useful life or of doubtful reliability. EWS approached General Motors Electro-Motive Division (EMD), who offered their JT42CWR model which had the same bodyshell as the EMD built Class 59; this gave the advantage of having a locomotive of known clearance. The engine and traction motors were different models from those in the Class 59. Additionally, the Class 66s incorporated General Motors' version of a steering bogie - designed to reduce track wear and increase adhesion on curves.
The initial classification was as Class 61, then they were subsequently given the Class 66 designation in the British classification system (TOPS). Two hundred and fifty were ordered and built in London, Ontario, Canada. In 1998, Freightliner placed an order for locomotives. They were followed by GB Railfreight, and then Direct Rail Services.
Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive
Colas Rail
Colas Rail took over the ex-Advenza Cemex Cement flow after the company went bust utilising ex Advenza locomotives. During 2010 they took on 66843 and laterly 66844 which both had been on lease to GBRf, they also took on ex DRS 66410 which was renumbered 66845.
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.
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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.