Built between 1947 and 1967, the Austin A40 was one of Britain's most iconic and popular family cars, and was unveiled throughout its production life in a variety of guises, including:

- 1947–50 Austin A40 Dorset 2-door saloon

- 1947–52 Austin A40 Devon 4-door saloon

- 1947–56 Austin A40 Countryman 2-door estate car

- 1947–56 Austin A40 Van 2-door panel van

- 1947–56 Austin A40 Pick-up 2-door pick-up truck

- 1948–56 Austin A40 Tourer 2-door, four passenger tourer built in Australia

- 1950–53 Austin A40 Sports 2-door, four passenger convertible with twin-carburetors and aluminium bodyshell

- 1952–54 Austin A40 Somerset 4-door saloon and 2-door convertible

- 1954–56 Austin A40 Cambridge 4-door saloon

- 1958–67 Austin A40 Farina 2-door saloon/hatchback

Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TurboDiesel from late 407 & C5, Ford Mondeo, Volvo S40/ V50

Fibreglass bodyshell

Madagascar, Indian Ocean

Made in Coventry The 1953 Eight was a completely new car with unit construction and an overhead-valve engine. Only saloon models were made. The new engine of 803 cc produced slightly less power than the outgoing larger sidevalve unit with 26 bhp at 4500 rpm but this was increased to 30 bhp at 5000 rpm in 1957. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted.

To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to the boot was by folding down the rear seat which had the backrest divided in two. The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid 1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market.

An example tested by The Motor magazine in 1953 had a top speed of 61 mph (98 km/h) and could accelerate from 0–50 mph (80 km/h) in 26.5 seconds. A fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg-US) was recorded.

The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961.

Sold for £23,000

Synonymous with the swinging '60s, the MKII has, at least until very recently, been Jaguar's most widely admired saloon. Featuring notably slimmer roof pillars than its MKI forebear, the newcomer was as airy on the inside as it was elegant on the outside. Comprising a monocoque bodyshell equipped with independent coil-sprung front suspension, a well-located 'live' rear axle and disc brakes all round, it could be specified with a 2.4, 3.4 or 3.8-litre version of Jaguar's race-proven XK engine. The interior was quintessentially British with its sumptuous leather-covered seats, polished wood facia and door cappings, comprehensive instrumentation and an impressive row of auxiliary toggle switches. The attention to detail and build quality of the MKII were remarkable for the asking price - these cars punched above their weight. A road test of a 3.4-litre model with automatic transmission conducted by Motor magazine in 1961 resulted in a 0-60 mph time of 11.9 seconds and a top speed of a whisker under 120 mph. The touring fuel consumption was 19.0 mpg. Production of the MKII ran from 1959 to 1967, at which point the 3.8-litre engine option was dropped and the remaining models renamed 240 and 340 respectively. A total of 91,210 MKIIs, 240s and 340s and are thought to have been produced, some 31,454 of which were equipped with the 3.4-litre engine.

The MKII being offered is a right-hand drive 3.4-litre manual overdrive example made in October 1962. It is finished in Sherwood Green complemented by a Suede Green leather interior. This handsome-looking Jaguar has been the subject of an extensive restoration, with the coachwork, interior and running gear completed in 1996 and the engine in 2009. Benefiting from the fitment of a new clutch, flywheel and uprated rear crankshaft seal, '376 EYL' comes with a large history file, original toolkit, service and handbooks. Riding on wire wheels, this nicely presented MKII is taxed and MOT'd until early 2012.

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 Bonham's catalogue:

Estimate:£8,000 - 10,000

€9,900 - 12,000

US$ 13,000 - 16,000

Footnotes

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Right-hand drive versions were assembled in England at Citroën's Slough factory.

Imported in 1998, this left-hand drive DS20 Pallas has been extensively restored; the body was stripped bare and the floors and sills repaired; the inner/outer skins of all four doors replaced; new windscreen and window seals installed; the lights changed to UK specification; and the car fully re-sprayed. In addition, the black leather interior, carpets and rear window blind were renewed. On the mechanical side, the suspension units received new seals; the front hub units were replaced together with top and bottom ball joints; the brakes overhauled; all steering and suspension rubbers replaced; and a new exhaust system fitted. The large history file contains restoration invoices plus all receipts accumulated by its past owners in France. Completed in 2011 and described as in generally good condition, this beautiful and highly desirable classic Citroën is offered with fresh MoT/tax and Swansea V5C document.

Lot heading

Left-hand drive

1973 Citroën DS20 Pallas Saloon

Registration no. EKH 276K

Chassis no. DSFD03FD13190

Engine no. DY3066293914G

All LBC resin kits except the East Kent double deck.

Chat. & Dist. Wey/K5G (GKE), M&D Wey/K5G (GKE), East Lancs/Bristol VR M&D NBC (OWE-K), East Lancs/Dominator M&D NBC (XRF-S), East Lancs/Dominator East Staffs. on hire to M&D (PRE-W), AEC Regent East Kent on loan to M&D (PFN) Fanfare bodyshell, AEC Regal M&D (JKM), AEC Regal M&D (KKK), AEC Regal M&D (KKK) later livery, Leyland TS7 M&D (CKO).

From Bonha's Catalogue:

Sold for £4,485 inc. premium

Footnotes

With the introduction of the MkIII Zephyr/Zodiac for 1962, the Consul disappeared from the Ford range, its place in the line up being taken by the four-cylinder Zephyr 4. All three of these new, larger and more upmarket models used the same basic bodyshell: in four-light form for the Zephyrs and six-light for the Zodiac, with further variations in exterior styling and interior trim. Beneath the skin there was Ford's characteristic McPherson Strut independent front suspension, a live rear axle and front disc brakes. The Zephyr 4 retained the Consul's 1,703cc engine, which had been boosted in output from 59 to 68bhp, and all three of these stylish newcomers boasted a four-speed synchromesh gearbox, a 'first' for a large Ford car. The Zephyr 6 and Zodiac retained their predecessors' 2,553cc six-cylinder engine, which had been revised and now produced more power than before. Reintroduced in November 1962 after a short hiatus, the estate version was manufactured, like before, by Abbott of Farnham. The convertible was dropped.

This Zephyr 4 benefits from recent (2011-2012) restoration of both mechanicals and bodywork using 'new parts too numerous to list'. Finished in the uncommon colour combination of blue with black interior, 'HGW 143C' is described as in good all round condition and ready to use. The car is offered with current MoT/tax, Swansea V5 document and a 1986 magazine feature. With ample accommodation for both passengers and their luggage, this is a great car for Goodwood and similar events.

Lot heading

1965 Ford Zephyr 4 MkIII Saloon

Registration no. HGW 143C

Chassis no. BA45EP21059

Engine no. 21650

From Bonham's Catalogue:

Sold for £24,150 inc. premium

Footnotes

The first significant up-grade of Jaguar's sensational E-Type sports car occurred in October 1964 with the launch of a 4.2-litre version. Along with the bigger, torquier engine came a more user-friendly gearbox with synchromesh on first gear, and a superior Lockheed brake servo. Apart from '4.2' badging, the car's external appearance was unchanged but under the skin there were numerous detail improvements, chiefly to the electrical and cooling systems, and to the seating arrangements. The top speed of around 150mph remained unchanged, the main performance gain resulting from the larger engine being improved acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 'family friendly' 2+2 coupé variant on a longer wheelbase. With the increased length and rear seats came greater headroom, more luggage space, improved heating/ventilation, and optional automatic transmission.

Proposed changes to the USA's safety and emissions legislation prompted the revised Series 2, announced in October 1968, and from late 1967 the E-Type began to embody some of the forthcoming modifications, these interim cars coming to be known as the 'Series 1½' although there was never a fixed specification for this unofficial 'model'. The headlight fairings were deleted and enlarged side/rear lights adopted, while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles.

Manufactured in 1968 during this transitional period, this 'Series 1½' 2+2 Coupé was purchased by the vendor in 1994 as a non-runner, having previously had only two recorded keepers. 'ULR 564F' was subsequently rebuilt, its owner's aim being the creation of a practical and reliable Gran Turismo suitable for Continental touring. Works carried out include stripping and bead-blasting the bodyshell; welding in a new driver's floor and boot floor; and repairing the rear wings (see photographs on file). An all-new bonnet was fitted, Dinitrol anti-rust treatment applied and the car repainted around 1998. The wiring loom and brake lines have been renewed and the suspension rebuilt with Koni dampers and new springs. Believed previously rebuilt, the engine benefits from overhauled carburettors and is said to display good oil pressure and even cylinder compression readings. Other noteworthy features include Coopercraft brakes, a manual overdrive gearbox (replacing the original automatic), inertia reel seat belts, Porsche seats, MotoLita steering wheel, high-intensity headlights and a heavy-duty radiator with twin fans.

The 2+2 body affords greater headroom and easier ingress/egress for taller drivers, and this one is fitted with a Webasto sliding sunroof and has been re-trimmed. The cramped rear seats have been dispensed with, enabling the useful extension of the luggage platform (ideal for bringing the odd case or two of wine back from the Continent) beneath which there is a concealed cubby hole. Driven fewer than 1,000 miles since the completion of its re-commissioning in October 2010, this sensibly upgraded E-Type is described as in generally very good condition and offered with sundry restoration invoices, current MoT/tax and Swansea V5 registration document.

Lot heading

1968 Jaguar E-Type 4.2-Litre 2+2 Coupé

Registration no. ULR 564F

Chassis no. 1E51276BW

Engine no. 7E 54991-9

Taken 04/03/19; Following on from snaps of the King and Castle locos inside the STEAM museum, over to Swindon Station and a few snaps of the new Class 800s. The Warship and Westerns replaced the GWR 4-6-0s, they were replaced by the HST125s, which in turn have been replaced by the Class 800s. According to Wikipedia these 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."

Surrounded by a fence adjacent to Helensville station. Just behind the camera was D 170.

This is the remains of a Drewry TR, which was built in 1939. She arrived in Helensville in 2014.

Based on what I was told, the bodyshell on this locomotive has actually been replaced by a wooden one.

Nosram Pearl ISTC ESC

Novak 8.5 Brushless Motor

KO Propo PS-2173 FET Servo

Futaba Receiver

Yuntong 5000MAh 20C LIPO Battery

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.

M94 FVC, a Jaguar XJ6 4.0, is the last XJ40 to come off the production line.

It is owned, like the V12 Coupé by JDHT, who incidentally use it to drive foreign visitors to/from the factories.

That most only happen rarely: this 1994 has covered only 5000 miles!

Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin roof grill, washer jet covers and lamp irons fitted. Wire handrails added and replacement engine exhausts fitted to replace the original class 30 versions.

Another once common but now very rare car, this 104 has the 'short cut' three-door bodyshell shared with the later Talbot Samba and Citroen LNA.

Comparison of Northern Counties resin bodyshells. On the left, the new Mirror Image kit, and on the right, the Lancer kit. The Mirror Image kit is a standard length Olympian, the Lancer one being long wheelbase. Both represent the lowheight version, however, and are fitted with barrel windscreens.

Fleet / Reg: 705 (SCK 570)

Chassis: Leyland Leopard PSU3

Body: Duple (Northern) Continental C40FT

Model: Much modified Fanfare resin

One of 6 36' Leyland Leopards ordered by Scout but delivered direct to Ribble and becoming the first 36' coaches in their fleet.

Model is an old Fanfare kit which, apart from having a beautifully shaped and dimensionally accurate bodyshell, was a truly awful kit with many casting flaws etc. However, I think the effort was worth it?

Class 33/2, 33204 on arrival at Folkestone Harbour having rolled the A1A Charters "Canterbury Tales" Railtour down from Folkestone East Sidings on Saturday 13th May 1995. This loco was withdrawn from service in February 1997 and sold into preservation the following month but only as a source of spares for sister loco 33208. Once all useful parts were removed, the remaining bodyshell was finally cut up on site at Ropley on the Mid-Hants Railway in February 2002.

The chassis chop. Rebuilding work includes bonding a plastic patch (just visible) under the entire floor pan, and supporting the side walls using plastic strip also. I had intended to use brass, but in the end just used the plastic - the inset picture shows that the aisle will still be acceptably wide in spite of the thicker side walls. The visible white panels on the side walls are in the same positions as the brass patches on the bodysides. Hopefully, when the chassis is slid into the bodyshell, these components will line up without creating a bump in the sides! The space in the offside panel is for a white metal fuel filler to be glued in.

Peugeot 304 (1969-74) Engine 1288cc S4 OC Tr Production 1,178,425 (all variants)

Registration Number BHN 7 N

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

Launched at the 1969 Paris Motor Show to fill a gap in the mid sized car market. Based heavily on the Peugeot 204 sharing the same floorpan, running gear and bodyshell but with different nose styling and larger more powerful engines.

The Coupe and Cabriolet version replaced theeir 204 equivalents from 1970.

Tha 2 door Cabriolet was a two seater and is probably now the most numerous of the range, still running in the UK

Thanks for 17 Million views

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Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-241

From Wikipedia:

en.wikipedia.org/wiki/Hillman_Avenger

Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super 4-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 carburettors and a compression ratio of 9.4:1. The engine now developed 92.5 DIN bhp at 6100 rpm. Suspension is also uprated, whilst brakes, rear axle, and gearbox are from the GT.

A distinctive orange colour scheme (although described as "yellow") with a bonnet bulge, rear panel 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 4 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 at £1350. Production was around 400. Red was now available as well as red, with black detailing.

Class 442. 2413. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1A61 1318 Brighton to London Victoria service. Seen departing 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.

MG YB (1952-53) Engine 1250 cc S4 OHV Production 1201

Registration Number UMU 879

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.

The new MG YA was launched in 1947

.

The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.

Shot at The Enfield Pagaent 30.05.2010 ref 55-243

Update of a 7mm Skytrex 31 bodyshell, primed to show up any issues.

Porsche Carrera RSR (1973) Engine 2993cc H6 Production 49

Race Number 1 Mark Bates

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

RS stands for Rennsport in German meaning Racing Sport and the Carrera name was reintroduced from versions of the 356 model that were victorious in the Carrera Panamerica road races of the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.

This car raced at Silverstone in the FIA Masters Historic Sports car Race

Shot at The Silverstone Classic 28th July 2013 Ref 95-684

Update of a 7mm Skytrex 31 bodyshell, Archer resin rivet details added.

Nosram Pearl ISTC ESC

Novak 8.5 Brushless Motor

KO Propo PS-2173 FET Servo

Futaba Receiver

Yuntong 5000MAh 20C LIPO Battery

The cab floor area of the Pacer's seating insert and the inside front of the bodyshell needed a fair amount of hacking to accommodate the LED daughter board and wiring, but this does not affect the external appearance of the unit. Both cars are permanently wired together so that track power is collected through 6 wheels for smooth slow running.

he 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.

A Scalextric Mark 1 bodyshell on a Ninco Clio chassis with suspension and NC5 motor

Continuing the build of this model using a 3D printed bodyshell.

Considerable work to get to this stage. The body has had the red paint added, and also with more difficulty, glazing. Fitting this to the curved ends proved especially fiddly. The 3D parts included a centre chassis. I have used this as a pattern to build a plasticard version adapted for standard chassis unit.

About the usual amount of new metal was required for the bodyshell.

A bit more than John had imagined, mind you...

321416 stands at Milton Keynes Central. Seen prior to departing south ECS , possible to Bletchley CS.

The British Rail Class 321 EMU were built by BREL York in three batches from 1988-91. The design was successful and led to the development of the similar Class 320 and Class 322. The British Rail Mark 3 bodyshell design was used for construction of these units.

Technical specifications

Engine:

Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.

Power:

300 bhp at 6000 rpm

Torque:

550 Nm at 4000 rpm

Transmission:

Permanent four-wheel drive with M-Sport designed active centre differential.Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.

Suspension:

Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.

Brakes:

Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.

Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers. Hydraulic handbrake; Adjustable front / rear bias.

Steering:

Power-assisted high-ratio (12:1) rack and pinion. One and a halfturns lock to lock.

Wheels:

Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.

Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.

Bodyshell:

Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.

Electronics:

Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.

Fuel tank:

FIA FT3 tank, 94 litre capacity, located centrally.

Dimensions:

Length: 4362mm

Width: 1800mm

Wheelbase: 2640mm

Weight: 1230kg minimum

Technical specifications

Engine:

Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.

Power:

300 bhp at 6000 rpm

Torque:

550 Nm at 4000 rpm

Transmission:

Permanent four-wheel drive with M-Sport designed active centre differential.Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.

Suspension:

Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.

Brakes:

Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.

Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers. Hydraulic handbrake; Adjustable front / rear bias.

Steering:

Power-assisted high-ratio (12:1) rack and pinion. One and a halfturns lock to lock.

Wheels:

Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.

Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.

Bodyshell:

Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.

Electronics:

Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.

Fuel tank:

FIA FT3 tank, 94 litre capacity, located centrally.

Dimensions:

Length: 4362mm

Width: 1800mm

Wheelbase: 2640mm

Weight: 1230kg minimum

The Austin A40 Devon was always an underpowered car with only a 1200cc engine to drag along the heavy steel (1-ton) bodyshell. So, what do you do about it then? Well, what about adding a 3.9 litre Rover V8 engine? As you might imagine, it has made something of a difference - whereas 0-60 used to take over 37 seconds, it now takes a fraction of that, yet it still looks like a stock Devon Saloon. Very nice - one of the best conversion cars I've seen in a long time.

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 51-31

www.rochdale-owners-club.co.uk/

Rochdale cars were a series of mainly glass fibre bodied British sports car made by Rochdale Motor Panels and Engineering in Rochdale, Greater Manchester, England between 1948 and 1973. The company is best remembered for the Olympic coupé made between 1959 and 1973

The Rochdale company was founded in 1948 by Frank Butterworth and Harry Smith in an old mill building in Hudson Street, Rochdale. They performed general motor repairs and made themselves some alloy bodies, usually single-seaters, for racing Austin 7s and other cars. They went on to sell the bodies as the Mk II.

The breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker[3] and only the third glass fibre monocoque bodied car to enter production (after the Berkeley and Lotus Elite) This featured a closed coupé style bodyshell with the provision for 2+2 seating but the rear seats were very cramped and many builders left them out. Unlike many sports and low production cars of the time, wind down windows were installed.

Production started in 1960 using a Riley, twin-carburettor version, of the 1.5 litre BMC B-series engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs.

Wikipedia

As often the case with Japanese kits, this has a fairly basic level of detail but the bodyshell has a crisp, well-proportioned look to it. I have read that the casting may not be accurate for a '66 model, but as I have no knowledge of it at 1:1 that doesn't bother me. I already have an idea for how this could look.

1/32 resin slot car Vauxhall VX 4/90 3.3 litre British Touring Car 1969. Modified PSR resin body-shell & chassis with RS Slot Racing wheels, inserts and tyres.

W111

Chassis n° 111 027 12 002 266

- Mercedes-Benz's flagship model

- Matching numbers (Chassis, Engine and Gearbox)

- Only two owners and 71,800 kilometres from new

- Unrestored and outstandingly original

- Fully documented from new; all invoices available

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 260.000 - 280.000

Sold for € 258.750

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.

The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.

According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.

A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.

1/32 resin slot car Matra MS10 1968 German GP Nurburgring. Driven by Jackie Stewart to 1st place. PP resin body and nickel chassis, scratch-built rear wing & supports.

Bodyshells fresh out the spray booth, Big Thanks to "Split The Difference" VW spray shop, North Wales.

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.

The Travelling Post Office trains ceased as long ago as January 2004.

The vehicles were based on the Mark 1 bodyshell and had the TOPS code of NS. In this case supplemented by "A" to signify an air braked only vehicle dating from around 1977.

A very interesting non-factory car spotted in the back of a transporter. It was built by Roger Cowman as a Production Sports Car racer using various new and used parts including an old-stock chrome bumper bodyshell bought through a dealer's parts department, and has connections with many famous drivers.

GBRF operated Brush/GM Class 57 'Bodysnatcher' number 57 310 'UK Railtours' is seen passing through Darlington Railway Station on the East Coast Mainline working 5Z58, 1330 Tursdale Junction to March Up Yard GBRF. This locomotive used the bodyshell of Class 47 number 47 831, which was released to British Railways from Crewe works in 1964 as D1618 and later carrying the number 47 037 and 47 563 and was converted into a Class 57 in 2003. This locomotive has also carried the names 'Bolton Wanderer' (while 47 831), 'Kyrano' and 'Pride of Cumbria'.

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.