View allAll Photos Tagged Bodyshell
I spotted this unique Volkswagen camper in East Brewton, Alabama.
The cab is made from the front of a T1 van. The camper is made from a T3 Westfalia bodyshell. This vehicle is powered by a modern, rear-mounted, VW TDI diesel engine. The owner says the camper body can be removed and the vehicle can be used as a flat-bed truck.
I had never heard of the 228 model but this is apparently one of only four in the UK. It was created to replace the Kyalami and had a two-door bodyshell on the longer wheelbase of the Quattroporte, the designation meaning 2 doors and 2.8 litres.
1/32 slot car Vauxhall Viva HA track car c.1966. Modified & lowered Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
Rover Metro S (1990-94) Engine 1118cc S4
Registration Number J 650 OPC
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
In 1987 the Austin marque was shelved but the Metro continued in production without a marque badge just badges of the model and badges the same shape as that of Rover.
The Metro was revised and fitted with new engines for 1990 and relaunched as the Rover Metro, all models used bought in Peugeot gearboxes and the Hydrogas suspension was modified to improve ride and handling. A new body was designed and a mock up built before cancellation by Chairman Graham Day, because then owners British Aerospace had refused funds. The previous bodyshell was retained with new plastic front and rear bumpers, new front wings, rear lights, boot lid, bonnet and head lights. The interior was revamped and build quality improved.
The car was further redesigned for 1994 as the Rover 100
Not sure what all those stickers on the wings are all about.
Shot at the Catton Park Transport Show 01.05.2011 Ref 66-256
Plese don't forget to visit the Flag Counter on my Profile page. Thankyou
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.
FORD ESCORT MEXICO SHOOTING BRAKE
Date of first registration 15 February 1973
Year of manufacture 1972
Cylinder capacity (cc) 1601cc
Fuel type PETROL
Export marker No
Originally, there were three prototype MK1 Mexico estates built at Ford's AVO factory (PGU 97K, YNO 14L and VEV 678L). They were all made in 1972 although, in 1974, one of them (VEV 678L) returned and was changed into an RS2000 estate. The cars bodyshells were strengthened in a similar way to their rallying relations and everything ahead of the doors matched the sporting specifications of the saloon cars on which they were based. The rear end, however, was constructed from the more ordinary estate panels although beneath the surface there was the proper Mexico/RS2000 running gear.
Unfortunately, the cars never went into full production. They reached the press evaluation stage but went no further as the project was shelved.
All three cars are still in road going state, and can seen at shows in the UK.
*Info gleamed from RS2 Online website.
Latest release from Corgi Vanguards.
One of two ex-works rally Golfs sold by David Sutton Motorsport to be turned into BTCC contenders, the car modelled was purchased by the then 23 year old James Shead and his famous yacht designer father Don. The bodyshell retained its distinctive VW livery but was completely rebuilt by John Maguire Racing for James who, in his debut BTCC season, impressed all with his fast, consistent and crash free driving. He scored class victories at Thruxton and Silverstone plus a double at Donington and, while Scottish rival Andrew Jeffrey in the other ex-works Golf also won Class C in 4 of the 13 races, Winchester lad Shead claimed the Championship by 4 points.
Estimated : € 6.000 - 10.000
Sold for € 44.548
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Replica inspired by the runner-up in the 1989 Supertouring Championship
- Displayed at the 1991 Bangkok Motor Show
Started in 1976, the Production, then Superproduction and Supertouring Championship quickly became very popular as the saloons competing looked similar to the standard production versions. In 1987, Renault decided to enter it with its newly introduced 21 Turbo. Totally modified, the car received a partly tubular chassis, a lighter body, four-wheel drive and an engine prepared by Sodemo, taking its power from 175 to 430 bhp. Driven by Jean Ragnotti and Jean-Louis Bousquet, the R21 brazenly dominated the 1988 season, Ragnotti winning the title and the two drivers together notching up six wins over the ten rounds that year.
The following year, changes to the regulations led to the engine being installed longitudinally rather than transversely. The car was no longer in Renault’s colours but those of Philips Car Stereo, and despite a difficult start to the season, it finished as the runner-up with 11 pole positions out of 14.
The car offered today is a display model inspired by car number 21 from the 1988 season, with a stripped-out steel bodyshell, roll cage, bucket seat and the running gear from a standard R21. It was displayed at the 1991 Bangkok Motor Show before joining the collection at a very early stage. With no engine, it represents an absolutely spectacular show car for any Supertouring fan.
Inverting the bodyshell gives good access for these repairs which are invariably needed to the lower parts of the bodyshell.
Painting and sealing of the new panels is also much easier and more effective.
Class 68 no 68011 and Class 57 no 57301 pass Wilson's Crossing on a light engine move from Wembley to Crewe Gresty Road on Saturday 11 November 2017.
57301 was rebuilt using the bodyshell of 47845 in June 2002. It was one of the original Virgin Railways "Thunderbirds" and was named "Scott Tracy" between June 2002 and September 2011, but now carries the name "Goliath".
Cass 57 no 57309 "Pride of Crewe" passes Northampton on a Crewe Gresty Bridge-Wembley CS light engine move on 15 December 2016.
57309 was built in 2002 using the bodyshell of Class 47 no 47806 (which had been built at Brush Traction in 1966 as D1931).
The Toledo was a popular small car model when new in New Zealand, sold by NZMC (New Zealand Motor Corporation) in the early 1970s, and assembled at their Nelson plant. Few of this model are now left in New Zealand - this particular car is literally a timewarp of 1970s motoring, particularly with its red vinyl interior, green pinstriping and accessories.
What made the Toledo unique was that it was a rear-wheel-drive model, replacing a model that was front wheel drive, yet used the same bodyshell.
Photographed at Geraldine Vintage Car & Machinery Museum.
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).
999600, track recording unit, is seen at the RTC, Derby. This was built using a Class 150 bodyshell.
This '55 Imperial comes regularly to the Main Street car show in Garden Grove, CA. 1955 was the first year that Imperial was its own marque, rather than being just a Chrysler Imperial. That year also saw Virgil Exner styling. The bodyshell was shared with the other big Chryslers of the period, but the nose was only shared with that year's C-300 NASCAR racing car (sold in very limited quantities to the public).
Power was, of course, a Chrysler "Hemi".
For more on Imperial, see Imperial (automobile) on Wikipedia.
Opel launched a brand–new Astra at the Frankfurt Motor Show, in September 2015. The Astra K is smaller (5 cm), and lighter (up to 200 kilos) compared to Astra J. Although it is smaller on the outside, Opel claims it is bigger on the inside, than the previous Astra J. Depending on the model and trim level it is up to 200 kilograms - at the very least 120 kilograms - lighter than its predecessor. The completely new vehicle architecture plays a major role in the weight reduction. Every component was checked for compact design and lightweight materials. The bodyshell weight alone was reduced by 20 percent from 357 to 280 kilograms. Additional, chassis-related measures resulted in another 50 kilograms of weight reduction; these include high-strength and ultra-high-strength low-weight steels, compact subframes as well as weight reductions to the front and rear axle. Rear suspension is torsion bar (only with Watts-linkage with top engines), and McPherson struts is it at the front.
Available engines are 1.0 3-cylinder, 1.4 4-cylinder petrol engines and 1.6-litre diesels. It will be available with new full–LED frontlight techniques, A screen in the dash which connect to Android (only lower R4.0 entertainment system) or iPhone comes as standard. This system is already available, in both the Corsa E and Adam.
Opel are offering the ecoFLEX range for 1.0T, 1.4T and 1.6 CDTI engines which have same amount of power, but less CO2-emissions (g/km) and lower fuel consumption. The entire ecoFLEX range have Start/Stop as standard, low rolling resistance tyres and aerodynamic tweaks for reduced drag for lower CO2-emissions. The 1.4T SIDI ecoFLEX version have less torque, rated at 230 Nm at 2.000-4.000RPM, and the 1.0T ecoFLEX version is only available with the EasyTronic 3.0 semi-automatic transmission.
5-door wagon / estate
185119 (right, at platform 1) and 195110 (left, at platform 2) are shortly to depart Manchester Piccadilly, working 1K23 14.16 to Hull (TransPennine Express) and 2S16 14.18 to New Mills Central (Northern) respectively. In the background, at platform 3, 220030 is getting ready to set off at 14.25 with Cross Country's 1O22 to Bournemouth.
Having arrived in the north-west the previous evening, I had most of the day to kill before the Northern Diesels Photo Charter event at Bury in the evening. The weather forecast was poor (overcast all day, and wet at times) so there was no point in doing any conventional photography. But I realised that I'd not yet travelled over the Castlefield Curve (aka Ordsall Chord) in central Manchester, which had opened in December 2017.
I looked up times, found there was an hourly service (TransPennine Express between Saltburn and Manchester Airport), and that the fare was £3 single - although I was at first slightly confused because the National Rail Enquiries website also listed more direct services than hourly but without any fare being quoted... which I then realised were Metrolink trams. (What the UK needs is a public transport timetable database like Germany's Hafas, which shows everything, stating the operator and mode of transport, and usually quoting the fare, and on which you can turn off and on different modes of transport. And the UK's trains are already in Hafas.)
After a leisurely cooked breakfast, I drove to Radcliffe and travelled in to Manchester Victoria on Metrolink in plenty of time for the 13.40 departure. After reaching Manchester Piccadilly, with nothing better to do and plenty of time to spare, I wandered over to platform 1 and pointed my camera at a few things, including this pair of trains about to depart (I also managed a shot of the 195 while it was still displaying tail lights, but prefer this one). After this, I went out to Media CityUK on the tram, before heading back out to Radcliffe (grabbing a coffee at Victoria while changing there).
I don't often take photos at major stations, but there are sometimes some nice shots to be had. And no-one bothered me, although at one point I was approached by a policeman - but to ask if I'd seen someone he was trying to track down rather than tell me I couldn't take photos!
Interestingly, the trains in this picture were all built in different countries: the 185 by Siemens in Krefeld, Germany (I once saw a pair being dragged through Aachen Hbf, having been on test at Wildenrath, I assumed, but wasn't quick enough with the camera); the 195 by CAF in Zaragoza (bodies) and Irún (final assembly), Spain; and the "Voyager" by Bombardier in Brugge, Belgium (all bodies, and fitting out the early examples) and Horbury, Wakefield in the UK (fitting out the bodyshells of the majority).
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
Swiss driver Loris Kessel first drove a Cheetah (a G501 Ford) in the `70s, and renewed the association in the early `80s by investing in the G603 that Chuck Graeminger had been developing to contest the Group C World Championship of 1982. However, as is often the case with such projects, the G603 took longer than expected to bring to the track - eventually appearing at Spa in 1983 for Kessel and Ferrier, only for its 3.3-litre Cosworth DFL V8 to explode. Matters improved long enough for the car to finish 9th at Imola and 8th at Mugello, at which point legal disputes between Kessel and Graeminger effectively ended the model's brief career. Apparently undeterred, in 1984 Graeminger launched the Aston Martin-engined Cheetah G604, examples of which were piloted over the next couple of seasons by a range of drivers including: Bernard de Dryver, Ray Mallock, Gianfranco Brancatelli, John Cooper, John Brindley, Claude Bourgoignie, Pierre Dieudonne and Tiff Needell.
The lot offered is a show car version of the Cheetah G604. Believed to have been manufactured in 1984, it possesses no running gear. Finished in Blue and White and mounted on a rudimentary support frame rather than any form of chassis, it bears the name of Team Motos Rondeau. Said to have "good" paintwork and black trim, this striking bodyshell would be equally suitable as an eye-catching display or a promotional item.
Siemens' prototype bodyshell for Eurostar's Velaro e320 was spotted at InnoTrans 2010, a month before the order was announced!
The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form, but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form,but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.Presented in December 1938 and built until the outbreak of war in 1940, the Type 168 used the 148L's chassis and engine (engine code 148N) in Renault Viva Grand Sport bodywork. Wheelbase remained 315 cm while the use of artillery wheels rather than spoked items meant minor differences in track. This curious hybrid was the result of an effort by Renault to steal in on Delahaye's lucrative near monopoly on fire vehicles: after a complaint by Delahaye, Renault relinquished contracts it had gained, but in return Delahaye had to agree to purchase a number of Viva Grand Sport bodyshells. In an effort to limit the market of this cuckoo's egg, thus limiting the number of bodyshells it had to purchase from Renault, Delahaye chose to equip it with the unpopular Wilson preselector (even though the marketing material referred to the Cotal version). This succeeded very well, and with the war putting a stop to car production, no more than thirty were supposedly built. Strong, wide, and fast, like their Viva Grand Sport half sisters, the 168s proved popular with the army. Many were equipped to run on gazogène during the war and very few (if any) remain.
en.wikipedia.org/wiki/Delahaye_135
Restrained and elegant, this delightful cabriolet is bodied by one of Frances most distinguished carrossiers, Henri Chapron. The company had been founded in 1919 by Henri Chapron, originally from Nouan-le-Fuzeler in the Sologne region of France, who had been apprentice to a coachbuilder at the age of 14 and established his own company in Neuilly, Paris, at the end of the Great War. Chapron was noted for the modernity of his designs for, unlike the majority of his rivals, he carried no baggage from the horse-carriage era.
This particular car is finished in dark blue with matching dark blue leather interior trim. In 1996 it was serviced by the famous specialist Arthur Archer of Dunmow, Essex, England, while its engine was overhauled by Bruno Kühnis Oldtimer in 1997 and bills are available covering this work. The multi-faceted 135 was the keystone of a survival plan drawn up by Delahaye, one of Frances oldest car manufacturers, to cope with the crisis-hit 1930s. It sprang from a remark made over lunch by Ettore Bugatti to Delahayes veteran manager Charles Weiffenbach: Your automobiles are dependable and solidly-built, but not very sporting. You need to aim higher...The task of aiming higher was entrusted to Delahayes brilliant assistant chief engineer Jean François and his assistant Monciny. François had joined Delahaye in 1922 from the ephemeral Beck company of Lyon, where he had designed a remarkable 1,500cc car with all-round independent suspension by coil springs and trailing arms. The first fruit of his labours was the Type 138 launched at the 1933 Paris Salon, which had a clever parallelogram independent front suspension system with a transverse leaf spring as the lower member. Its pushrod ohv 3,227cc six-cylinder engine was developed from a robust 2,874cc power unit launched simultaneously in 1931 in the Type 126 car and a new high-speed 3-4 ton commercial vehicle.Jean François developed a new chassis, known as Type 135, which used the simple but effective independent front suspension layout of the earlier Type 138. The new chassis was immensely strong, with Bloctube welded box-section side members linked by a central caisson of pressed steel cross members which met at the transmission tunnel, the whole being welded to a ribbed floor,. At the front, a single cross member located the transverse front spring and the water and oil radiators (the latter was an advanced feature for a road car at that time. The firewall also formed part of the chassis structure.A prototype of this new chassis with a single-carburetor 20 CV 3,557cc version of the six-cylinder engine was homologated on 8 June 1934 with the Service des Mines (the central French licensing authority) as a 135M (for modified) type, but the Type 135 didnt enter production until late the following year, still powered by the old 3,227cc engine.
Delahaye launched the 135 at the 1935 Paris Salon in two series - 18 CV (3.2 litres) and 20 CV (3.5 litres) - and several states of tune. The touring version of the 135 was a most delightful sporting car, of which author J.R.Buckley wrote, Their coachwork was the quintessence of elegance . . . these bodies . . . did for the cars what Schiaparelli, Worth and Patou did for the cars owners, for perhaps not too surprisingly, despite their impressive performance, a high proportion of Delahaye 135s were owned by women.Testing a two-door Delahaye 135 in the winter of 1938, the British magazine Motor covered 1,000 miles in three days, many of them for the sheer pleasure of driving it. There are few cars with such superb roadholding and steering, such performance and such instantly responsive controls.In running order, this handsome car has been on museum display, and careful recommissioning would be advisable before it returns to the road. It comes with starting instructions in German and a 1991 French Certificat DImmatriculation registration document. It was originally delivered to a Michel Paris in 1937 and its next owner was a M Mancier. Its third owner was one M Sirejols, presumably the Parisien garagiste who took over the BNC sporting marque after its two founders, MM Bollack and Netter, had left the company.In October 1991, the Delahaye was acquired by Jean Sage, passing into the ownership of Peter Kaus in 1998.
For my video; youtu.be/FO72mzeWS_s,
Italian and French car show,
Waterfront park, North Vancouver, British Columbia, Canada,
The coupé and convertible bodyshells are made by the Pinin Farina workshops in Turin. Only the floorpan and mechanical elements are common to the sedan. The convertible is available from launch with the option of a fuel injection engine
On Bank Holiday Monday 27th May 2019 a Class 165 DMU of Chiltern Railways is seen arriving at Warwick Parkway forming a southbound stopping service between Birmingham Moor Street and Marylebone.
Built in the early 1990's to replace First Generation DMU's, these Class 165's have been associated with suburban services from Marylebone and Paddington since their introduction. They utilise the 'Networker' bodyshell also used in the construction of Class 166 DMU's and Classes 365, 465 and 466 EMU's.
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.
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.
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
The Sierra had recently replaced the Cortina, while the "jellymould" bodystyle was futuristic for the time, a lot of mechanical parts had been carried over from the Cortina.
BHK546Y was an unissued Chelmsford registration.
FSO were continuing to make the most of the Fiat 125 bodyshell and even older mechanical parts. The Polonez was a newer styled body hiding the Fiat hand me downs.
BKN380Y was actually a Mazda 323 1.3 Litre last taxed on 1 September 1999.
Likewise BKN383Y belonged to a Mazda 626 SDX 1970cc which lasted to 1 February 1994.
BKN...Y was a Maidstone issue of August 1982, there are some Mazdas coming up registered in the same block.
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
Bristol 401 (194853) Engine 1971cc S6 OHV Production 650 (all 401s)
Registration Number UMC 315
Bristol SET
www.flickr.com/photos/45676495@N05/sets/72157623759876288...
The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, with the use of an all alumium bodyshell, it was a larger car than the 400 and seats 5 passengers in comfort, and its body was built using a 'Superleggera' matrix of steel tubes, mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.
The first series is identified by a distinctive ridge along the lower edge of the body., a recognition point of the 401 is that the front grille inserts were painted black, whilst the surrounds were chromed.
A few of the cars were idependantly bodied, most noteably the 1947-48 Farina Drophead, the Beutler saloon and this car the Touring Superleggra Saloon
Touring Super Leggera Saloon
A few early chassis were sent to Touring of Milan as developement excercises for the 401
As with other special design excersises under evaluation, the Touring Saloons were built on early chassis. The styling is simular to other work from the Milan based styling house, particulary the Alfa Romeo 6C-2500. the design was both stylish, lightweight and produced a fast car , but was also considered a little noisy. Construction favoured the patented Superleggra (super light) method used by Touring, involving building a body support matrix of wire-tied tubular or lightweight metal rod frames on which to mount the body panels. In the detail, however, it did not meet the standards of construction set by the Bristol Aeroplane Company. However the benefits of the lightweight construction method was not dismissed by the Bristol evaluators and the Touring Superleggra method was refined to a more sophisticated though more expensive level, by use of cruciform joints rather than the crossover of wire tied metal rods. thus forming a stronger support matrix, on to which the body shaped skin panels could be jig mounted and then and then welded together. Another Bristol modification was to cover the matrix with sound muffling materials, prior to fitting the outer panels. Further insuulation with the likes of Wilton carpets and Bristols wind cheating body shape, mad the Touring Superleggra the chosen developement of the 401.
A big thankyou for an incredible 22.6 million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-062
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.
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.
Nosram Pearl ISTC ESC
Novak 8.5 Brushless Motor
KO Propo PS-2173 FET Servo
Futaba Receiver
Yuntong 5000MAh 20C LIPO Battery
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
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.
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).
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.
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
Barry Lee Eurocar V8 Championship.
The V8s Where Ford SVO 5.8 litre (351 cubic inch) 450BHP built by Roush Racing,
Chassis Built by the legendary car builder Sonny Howard the massive heavy duty tube frame chassis provides the highest levels of driver protection available. The sleek bodyshell, made of GRP reinforced with kevlar, follows the NASCAR Theme of the series.
All of photographs published here are copyright © Anthony Fosh All Rights Reserved. They may not be reproduced and/or used in any form of publication, print or the Internet without my written permission