View allAll Photos Tagged Bodyshell
The Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
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.
The production Riviera shared its bodyshell with no other model, which was unusual for a GM product. It rode a cruciform frame similar to the standard Buick frame, but shorter and narrower, with a 2.0 in (51 mm) narrower track. Its wheelbase of 117 in (3,000 mm) and overall length of 208 in (5,300 mm) were 6.0 inches (150 mm) and 7.7 in (200 mm) shorter, respectively, than a Buick LeSabre, but slightly longer than a contemporary Thunderbird. At 3,998 lb (1,813 kg), it was about 390 pounds (180 kg) lighter than either. It shared the standard Buick V8 engines, with a displacement of either 401 cu in (6.57 L) or 425 cu in (6.96 l), and Twin Turbine automatic transmission. Brakes were Buick's standard "Al-Fin" (aluminum finned) drums of 12 in (300 mm) diameter. Power steering was standard equipment, with an overall steering ratio of 20.5:1, giving 3.5 turns lock-to-lock.
The Riviera's suspension used the same basic design as standard Buicks, with double wishbones front and a live axle located by trailing arms and a lateral track bar, but the roll centers were raised to reduce body lean. Although its coil springs were actually slightly softer than other Buicks, with the lighter overall weight, the net effect was to make the Riviera somewhat firmer. Although still biased towards understeer, contemporary testers considered it one of the most roadable American cars, with an excellent balance of comfort and agility.
The Riviera was introduced on October 4, 1962 as a 1963 model, with the 325 hp (242 kW) 401 cu in (6.6 l) as the only available engine[3] and the Turbine Drive the only transmission, at a base price of $4,333; typical delivered prices with options ran upwards of $5,000. Production was deliberately limited to 40,000 or less to increase demand.
On a gloomy morning, 195129 is seen stabled at Huddersfield, between Driver Training duties.
The diesel version of the new CAF units is being delivered in 2-car and 3-car variants; the Class 331 EMU shares the same bodyshell design.
Built in 1987 from a class 150/1 bodyshell 950001 is a 2 car DMU Track Recording Unit operated by Network Rail. It is normally used over branch lines where Sprinters and Pacers work and where normal track recorders are too heavy. For only, perhaps, the second time the unit made it's way into SE London, seen here passing Lee working 2Q08 12:19 Orpington to Hither Green Reception.
12th May 2014
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.
On this earth, I'm sure there are perfectly good reasons why a railroad wouldn't take a wrecked RS-11 and migrate the m-g set and controlling electronics to the carcass of a VO-660 with a broken crankshaft, but the Montreal Terminal Railroad (a) is a pure Alco joint, (b) with the technical skills to completely rebuild these things up to the day when emissions standards kill them dead, and (c) exists only in my mind.
So, an Athearn RS12 for the cab and frame (pretending to be a VO-660) and a long hood from an rs11 (or 32?) that I got as part of a big mess of rs11/32 shells and frames so I could get low short hoods for 578 & 576.
If I wanted the full SWBLW experience I'd take an Atlas RS11 frame, cut it down to size, then fit a pair of AAR-B trucks, but that's a bridge I can burn after I finish gluing this bodyshell together.
This Stingray was built for this years Bordeaux Vintage slot meeting. The theme was 1966 +67 Le Mans. This was my build using a Revell bodyshell which I modified like the real car.
I was expecting this to be basically the same as the 'Racing Version' of Skyline GT-R that I have, but it has a bodyshell with narrower arches.
No immediate plans to get it built, but one day its time will come.
The Austin Rover group badged some of their top of the range vehicles as Vanden Plas, a luxury car maker whose brand joined the Austin Rover group. Despite the standard bodyshell as fitted to the Austin/Morris 1100/1300 ADO16 range, this car has a luxury interior with walnut dashboard, leather seats and fold down coffee tables. Purchased new by a doctor in 1974, the car has remained in the same family and is now lovingly cared for by his son. The hubcabs have been removed in preparation for the drive home to Lanarkshire, where the car was first registered, as these hubcaps are easily lost and their centres with the Princess logo would be difficult to replace.
The Opel Kadett C was launched in 1973. Available in hatchback, saloon (limousine), estate (caravan) and coupe body styles, it was replaced by the Kadett D in 1979.
Marking the beginning of Vauxhall and Opel models becoming increasingly similar, the Chevette was introduced in 1975. The bodyshells were shared, the main difference being the front end treatment which mirrored the Opel Ascona B and Vauxhall Cavalier Mk1 series. The Chevette was also available in commercial format (Chevanne) but not in coupe form.
The Kadett D replaced the C in 1979, the same time as the now identical Astra Mk1, although Chevette production continued until 1984.
Other versions of the Opel Kadett C include Buick Opel (USA),
Chevrolet Chevette (BRA - used above to represent the Opel), Daewoo Maepsy (ROK), Holden Gemini (AUS), Isuzu Gemini (J), Opel K-180 (ARG) and GMC Chevette (ARG).
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
Still just about recognisable as the bodyshell of the French Peugeot J10 van of the 1980s, this Turkish version has an updated, BMC-esque, front panel, low floor behind the front axle and plug doors. Some examples had bonded glass, others were gasket glazed as shown here, Despite the Peugeot's sliding driver / passenger doors being replaced with conventional hinged doors, the retain the vertical handles of the original.
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Bjarne Nordal (N)
Racing class: Auto-G DTC
Race number: 42
Race results in 2014 event:
Training (fri.): 14 (of 18)
Qualifying (sat.): 17 (of 19)
Heat 1 (sat): 11 (of 19)
Heat 2 (sun.): 11 (of 18)
Heat 3, final (sun.): 18, RET (of 18)
Photo taken after heat 1.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
Concerned that the considerable price increase of a 911 over the 356 would cost the company sales and narrow the appeal of the brand, a decision was made by executives to introduce a new entry-level model. In 1964, with both the 356 and the 911 in production, Porsche engineers constructed a 912 prototype. Built on the 911's chassis and sharing its bodyshell, Porsche was able to offer the 912 for much less than a base-model 911 by using the four-cylinder engine from the 356 rather than the 911's "flat" six-cylinder powerplant and by reducing the number of standard features.
After production of the 356 model ceased in April 1965, in May 1965 Porsche began production and delivery of the 912. The proven reliability of the 356's engine combined with the 911 bodywork and powertrain yielded improved weight distribution, handling, and range. A lower price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production: Porsche produced slightly more than 30,000 units during its five-year production run. 912s were also used as police (polizei) cars in Europe, including Targas (Porsche's patented variation of a cabriolet with lift-off folding top, rollbar, and an openable plastic rear window).
In April 1967, the Porsche factory's Christophorus magazine noted: "On 21 December, 1966, Porsche celebrated a particularly proud anniversary. The 100,000th Porsche, a 912 Targa outfitted for the police, was delivered."
After updating the 911 line-up to include both a more powerful 911S and a less expensive 911T, Porsche executives began to feel that the 912 had become redundant, that the 911 platform was sufficiently diverse and that pricing had largely come into line with market expectations.
Owing to this and the desire to introduce a new model, the 912 was discontinued and superseded as Porsche's entry-level model by the 914 in 1970; a vehicle which Porsche had thought would be less expensive for them to manufacture and sell than the 912. In practice, a deterioration in relationships between Porsche and Volkswagen - who had designed and planned to manufacture the 914 - severely curtailed the intended cost reduction, and the 914 was discontinued in 1976.
After a six year absence, the 912 was re-introduced to North America in 1976 as the 912E (internal factory designation 923) to occupy the entry-level position left vacant by the discontinuation of the 914, while the new 924 – the 914's official replacement – was being finalized and put into production. The new 912 featured the "G-Series" 911 bodywork and was powered by a 2.0 L version of the Volkswagen air cooled engine, previously used in late-model versions of the 914/4. 2,099 were manufactured in total, and were not officially sold outside the United States.
Experimental Rover Gas Turbine car in the Motoring Heritage Centre at Gaydon. This is basically a P6 bodyshell with a different nose. I have a better picture than this from a film camera taken on a visit in '97 which I may upload at some point. A great looking car in my opinion.
Indian Railways air-conditioned chair car NR 97160. In the late 1990s Indian Railways tested some new designs for coaches (IRX, IRY, IRZ) of which only a small series of daytime coaches of type IRY, with IR20 bogies (related to the Fiat design of Eurofima coaches), went into production. They are recognizable by their corrugated bodyshells and doors at the ends (other series of Indian Railways have doors set back by about one meter, with toilets at the corners). They are only used in the New Delhi - Amritsar Swarna Shatabdi Express. Here this train (12029) is stopping at Jalandhar City Junction on 2012-12-30.
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.
"The Great One" in action - '67 GTO. 1967 was the final year for the original 1964 bodyshell which was heavily facelifted in 1966 with new sheetmetal and rooflines with sail panels and tunned rear windows. It was also the first year for the 400 cid V8, Turbo Hydra-matic transmission, Rally II wheels and hood tachometer option. This year's Goat was also the first without the triple-carb Tri Power option available on 64-66 models as a result of a GM corporate policy banning multi-carb options on all cars except the Corvette.
Fifteenth in the Championship before the weekend at Pembrey.
Legends car racing is a style of race car, designed primarily to promote exciting racing and to keep costs down. The bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s, powered by a Yamaha motorcycle engine. The sanctioning body for Legends car racing is called INEX.
Legends Cars are a "spec" series, meaning all cars are mechanically identical, with the exception of 3 styles of car (Standard coupe, 34 Coupe, and Sedan) available with 10 types of body styles. (New cars are currently offered with only 7 body styles, however many used cars exist with the "older" styles)
The bodyshell of Class 52 1051 Western Ambassador is waiting to be cut at Swindon Works, 19/03/1977.
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission
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
Nissan 100NX (1991-96) Engine 1597cc S4
Registration Number L 881 WTN
NISSAN SET
www.flickr.com/photos/45676495@N05/sets/72157623814850528...
The Nissan NX was essentially a B13 platform Nissan Sunny with a different bodyshell in Europe the 100NX came with two engine options, a 1.6 L and a 2.0 L
With the a normally aspirated 90bhp 1.6 litre engine from 1990-93 being replaced with a fueal injected engine of 105bhp from 1993-96. and a 2.0 litre fuel injected 143bhp unit throughout production.
The 100NX was mainly sold with a T-bar removable roof in Europe
Shot 24:12:2011 in Canterbury, Kent. REF: 79-271
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 Denmark last new US state visitor California
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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
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.
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.
Taken 29/01/20: No. 800-306 is named after Allan Leonard Lewis and the following comes from Wikipedia "... Lewis was born in Herefordshire, but moved to South Wales to find work. On the outbreak of the Great War he was employed by the Great Western railway as a bus driver at Neath. he joined up in March 1915. The GWR has no record of Lewis on its Rolls of Honour or War memorials, and it may be that he joined up without the company's agreement, and thus lost his post and pension rights. By September 1918 he was 23 years old, and a Lance-Corporal in the 6th Battalion, The Northamptonshire Regiment, British Army during the First World War when the following deed took place for which he was awarded the VC.
On 18 September 1918 at Rossnoy, near Lempire, France, Lance-Corporal Lewis was in command of a section on the right of the attacking line, held up by intense machine-gun fire. He saw that two guns were enfilading the line and crawled forward alone, successfully bombed the guns and by rifle fire made the whole team surrender. On 21 September he rushed his company through the enemy barrage, but was killed while getting his men under cover from heavy machine-gun fire."
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 by FirstGWR as IETs (Intercity Express Trains) and hhave been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast. 'The 800/3 sub class is made up of the FirstGWR nine car units]"
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
Etched components from Shawplan used to replace the moulded fan and grille on a Hornby Class 40 bodyshell.
The shaft that houses the fan assembly is a slice of copper water pipe that has been filed to fit the roof profile.
Die Karosserie des Audi R8 besteht aus Aluminium (ASF Audi Space Frame) und ist sehr leicht. Etwa siebzig Prozent der Rohkarosse besteht aus Aluminium-Profilen, der Rest aus Gussteilen und Blechen.
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.
Front wheel drive 1500 still available, alongside the rear wheel drive Dolomite and Toledo sharing the same basic bodyshell.
VERY unusually, 47 152 is working 6E64, the 18.03 SX East Usk Yard to Tees Yard north through Nibley, while it is missing a front-end buffer! I don't know whether this was an allowed practise or not. There seems to possibly be some writing scrawled in white on the crib rail cowling below the cabside, which appears to say "NO BUFFER"...
She was built by Brush as D1745, entering service in July 1964.
81A Old Oak Common 01/07/1964
82A Bristol Bath Road 03/1967
LMWL LM Western Lines 10/1967
D05 Stoke Division 17/06/1968
D16 Nottingham Division 10/1968
D05 Stoke Division 02/1969
D02 Birmingham Division 12/1969
86A Cardiff (Canton) 10/1971
Allocation recoded 86A to CF 05/1973
Renumbered 47 152 02/1974
LE Landore 05/1976
BR Bristol Bath Road 05/1979
ED Eastfield 05/1985
HA Haymarket 05/1986
ED Eastfield 11/1986
TI Tinsley 10/1987
Renumbered 47 398 03/1994
Renumbered 47 152 04/09/1995
CD Crewe Diesel 08/1996
FD Freightliner Crewe Diesel 10/06/1998
Store 12/04/2001
By 10/01 it had had its bogies removed and the body was placed atop piles of pallets at Southampton Maritime. With the bodyshell fast becoming derelict, it was sold to Raxstar in February 2003 for breaking up on site. The grounded shell was finally broken up on site by staff working for Southampton Steel (not Raxstar) on 18/8/03.
TOPS info:-
47152 FGAT TI B M 0 XA.
The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine - uniquely for the 127 this was the five-bearing OHC "Brazil" 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks.
There was also a "high-cube" panel van version, known as the Fiorino which was based on the Series 2 bodyshell, and this remained in production until 1984, when a new Uno-based Fiorino debuted.
In Scandinavia and the Baltic nations it was particularly successful, and there are still many in circulation today.
I don't usually do pictures of carriages but make an exception for E9385, which was a regular first coach behind the loco on the Kings Lynn line in the last days of steam heat, along with its compatriot E9386. These were MarkII BSOs built using a BFK bodyshell so had loads of legroom and wide tables ideal for spreading out. They were also legendary for getting very hot when steam heated, with the floor getting sticky necessitating occasional adjustments to foot positions to avoid getting stuck, and were known as the roasting coaches. There were no wide tables, or steam heat, on 15 September 2013, but it was still good to sit again in E9385 with a class 31 on the business end, just like 30 years ago.
Lancia Fulvia Sport (1967-76) Engine 1584cc V4 Production 134,035 (+ 6170 Sport models)
Registrtion Number TYD 888 M
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The Fulvia Coupe was originally launched in 1965 as a compact 2 dood, designed in house by Piero Castagnero with a shorter wheelbase than the Saloon and initially powered by a 1216cc, or 1231cc engine with 80bhp. Numerous versions followed powered by a variety of 1300 and 1600cc engines.
The Sport is a rebodied Coupe, with an aluminium bodyshell, the 1600 has an uprated 1584cc engine producing 115bhp, this version has electric front windows and was the fastest of the production Fulvia's with a top speed of 118mph
Shot taken 7:08:2011 at Prescot VSCC Hillclimb, Gothrington Ref: 77-442 .
Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The decision was taken by Rover in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8. A limited-slip differential was also fitted. The MG RV8 debuted at the British International Motor Show in October 1992.
The interior featured veneered burr elm woodwork and Connolly leather.
The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers. The high price of the car put it in direct competition with contemporary rivals from specialist manufacturers such as TVR which offered modern technology and a more up to date driving experience.
A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. Three-hundred and thirty RV8s were sold initially in the UK. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000–2010 with a peak number of 485 registered at the DVLA in the UK. Several sources consider this a continuation of the MGB model.
Update of a 7mm Skytrex 31 bodyshell, Life Color acrylic Railfreight grey and Revell tar black applied.
I've already got a standard version of this fairly basic kit, but couldn't resist this race version when it came up for sale recently on eBay. The bodyshell is actually quite well proportioned and it's got some great wheels with it (they might end up on something else). The rear bumper is a bit ugly though.
I think this'll be built with some wide arches and big wheels. As ever, that will be one day when I have some spare time...
So after building my N Scale GE "shovel nose" White Pass & Yulon Route loco, I had to find a way of representing one of the Alco DL-535Es. I did it by converting an old Alco 420 bodyshell. The loco is an unpowered dummy that can work with its GE counterpart. I built the chassis from pastic card, mated to two three axle passenger trucks, originally silver but then painted black. In this scale (1:160) from most viewing distances you don't notice the trucks! At this point the model is awaiting some additional detailing, including its roof-mounted air horns. The real White Pass & Yukon Route is a narrow gauge (3ft) railway, based in Skagway, Alaska, but my models are standard gauge (4ft 8.5ins). Funnily enough, I only built the locos because I bought two White Pass passenger cars that are only available at their Skagway store. These are both Athearn standard gauge N Scale models, rather than Nn3 (which uses Z scale standards to represent 3ft narrow gauge railroads).
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