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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.
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
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.
Porsche 911 Carrera RS (1973-74) Engine 2808cc Production 48
Race Number 31 James Bates
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was built so that Porsche could enter racing formulae that demanded acertain number of road cars of the same specification were built for homologation purposes. The RS (Rennen Sport) was originally introduced with a 2687cc engine developing 210bhp with Bosch (Kugelfischer) MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and arches. 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.
n 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW).It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg
49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
This car raced at Silverstone in the FIA Masters Historic Sports car Race
Thanks for 18.7 million views
Shot at The Silverstone Classic 28th July 2013 Ref 95-683
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
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.
Replica 'Kommandeurwagen'. Nice try, but it is obviously based on a much later bodyshell (post 1964). Shot on very expired Fuji Superia 800.
Fleet / Reg: 1057 (EFV 148)
Chassis: Leyland Royal Tiger
Body: Duple Roadmaster
Model: Much modified Dinky diecast from 1950's
Notes: Dinky bodyshell modified with Mark Hughes white metal wheelarch inserts, Boltons Bits window sliders and an EFE interior and chassis. Other changes include new lights and grill, new windscreens, new upper trim, thinned window pillars and added details. Ex Standerwick coach modelled in it's last couple of years with the Ribble main fleet..
Footnote: This model won the 'Best in show' title and trophy at the 2011 Crewe Model Bus Federation show.
Ford Taunus TC Coupe (1972) Engine 1600cc S4
Registration Number WRV 346 K
In 1970 the new Taunus TC range was introduced in Europe. Very similar to the British Cortina Mk.III but without the coke bottle belt line. Both cars were developed by Ford of Europe and shared most components including key parts of the bodyshell. Developed under the code TC for Taunus,/Cortina. and conceived as a World Car by Ford.
The Coupe was only available on the Taunus and sold only in LHD markets.
Shot at the Classic and MPH Show, NEC, Birmingham 13.11.2010. Ref 66-109
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.
950001 was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. It was originally classified as a Class 180 test unit, but since this designation is now used by the new First Great Western "Adelante" units, it has been reclassified into the departmental series. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows: DM: 999600-999601
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
(Wikipedia)
- - -
Der Jensen Interceptor war ein Sportwagen der GT-Klasse, den die britische Automobilmanufaktur Jensen zwischen 1966 und 1976 baute. Die Bezeichnung Interceptor hatte Jensen bereits 1950 für einen Vorgänger verwendet, der heute meist als Early Interceptor bezeichnet wird.
(Wikipedia)
Taken 04/03/19; I seem to fit into the minority asi find the Class 800s visually pleasing and quite like the green livery which I know many find dull. According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
A nice old Lada 1200 parked in our street, June 2013.
Egy szép régi Zsiguli Hódmezővásárhelyen, 2013. júniusában.
Lada 1200, officially VAZ-2101 is a compact sedan car produced by AvtoVAZ from 1970 to 1989. VAZ was founded in the mid-1960s as a collaboration between Fiat and the Soviet government, and the 2101 was its first product. The 2101 is a re-engineered version of the Fiat 124 tailored for the nations of the Eastern Bloc, but was widely exported to the West as a budget "no-frills" car. Known as the Zhiguli within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, an overhead camshaft engine (in place of Fiat's OHV unit), and the use of aluminium drum brakes on the rear wheels in place of disc brakes. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump. AvtoVAZ was forbidden from selling the car in competing markets alongside Fiat 124; however, exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer model. The 2101 was sold in export markets as the Lada 1200, Lada 1300 and Lada 1200S until 1989.
Chassis n° RE 30-B9
René Arnoux
Estimated : € 250.000 - 350.000
Sold for € 313.040
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Driven during the 1982 season by René Arnoux and Alain Prost
- Driven by René Arnoux in the 1982 British Grand Prix
- Sold directly by the manufacturer, with its period logbook!
- Heart-stirring original condition
Ten pole positions and four victories! A superb set of results for the 1982 season, the best Renault had achieved since the start of its foray into turbocharging. The company owed this success to the RE30 B, an evolution of the RE30, which had appeared the previous year and had demonstrated its superior performance, in particular in comparison to naturally-aspirated engines, in the hands of René Arnoux and a new arrival at the company, Alain Prost. The turbo was definitely the right choice, as the rest of the story would confirm.
RE30-B9 presented here is an interim version of this outstanding machine, before the RE 40 in 1983. Based on the RE 33 from 1981 and introduced in June 1982, it was used for numerous tests, driven by both Arnoux and Prost, before competing in its first Grand Prix, the British GP in September.
Exceptionally, the car comes with its racing binder, a logbook in the true sense of the term recording each time the car was taken out on track, the distance covered, the set-up used and the drivers’ comments. It provides an extremely valuable common thread, which is rarely (if ever) available and offers a precise account of the car’s career in testing and in racing, supplementing the information in the excellent book Renault F1, Les années turbo (1991, Jean-Louis Moncet, Bernard Dudot, Jean Sage). At the end of the British Grand Prix, the logbook records a total of 2887km.
RE30-B9 first took to the track on 24 June 1982 at the Brands Hatch circuit in England, for private testing. Arnoux covered 43 laps for all kinds of set-up work. The tests continued the following day, focusing on the set-up of the spoilers and suspension.
Next came a change of scene, when the car went to the Paul Ricard track for further private testing from 28–30 June. This time, Prost was at the wheel, but on the first day he suffered from various engine problems which led him to conclude that “it runs, but picks up poorly after braking.” The following day was given over to calibrating the suspension and testing tyres, and the car was timed at 316kph on the Mistral straight. On the third day of this session, Prost carried out endurance tests, covering a total of 77 laps.
After Paul Ricard, it was off to Hockenheim, where RE30-B9 was once again driven by Prost, from 5–7 July. The car was fitted with carbon brake discs and pads, causing Prost to remark: “The brakes are OK, but surprising.” After testing the suspension and spoilers, he concentrated on the brakes and then tried out various tyres. On the second day, he continued the tyre tests, before embarking on numerous adjustments to the suspension and shock absorbers, racking up an impressive total of 83 laps.
Finally, the last circuit at which the RE30-B9 appeared was Brands Hatch, where this time Arnoux took the wheel for the British Grand Prix. Some improvements had been made to the car, but Arnoux spent part of the first day of testing, on 17 July 1982, trying to overcome its excessive understeer. The next day, he finally had a car with “a bit less understeer” and his best time put him in sixth place on the grid, ahead of his team-mate Prost, who was eighth. Unfortunately, the race was not kind to him and he suffered a collision at the start with Riccardo Patrese and Teo Fabi, seriously damaging the car.
RE30-B9 entered the collection at the end of the 1982 season and was restored to go on static display; it is presented as it raced in the British Grand Prix, driven by Arnoux, with the racing number 16 and its blue nose-cone. With its riveted aluminium bodyshell, (incomplete) 1.5-litre twin-turbo V6 no. 99T, Hewland gearbox, fibreglass bodywork and various mechanical components, its authenticity is undeniable. The dashboard makes do with a handful of switches next to a rev counter reading up to 12,000rpm and a turbo boost gauge, behind a steering wheel which shows signs of being used in competition.
Thanks to the numerous tests it was involved in with the team’s two drivers, RE30-B9 contributed to the success of the RE 30 B and to the rise of the Renault team during the 1982 season. It represents a rare chance to acquire a single-seater from the glory years of the turbos, a car which is remarkably authentic, sold directly by the manufacturer, which has looked after it meticulously since the end of its racing career.
From Bonham's catalogue:
Sold for £2,070 inc. premium
Footnotes
Its styling inspired by Raymond Loewy's Studebakers, an entirely new range of cars was introduced by the Rootes Group in the mid-1950s, the first arrival with this new look being the Sunbeam Rapier. A two-door sports saloon, the latter was announced in 1955, in advance of its Hillman and Singer siblings. Whitewall tyres and a chromed waistband dividing the two-tone colour scheme were obvious transatlantic influences, while the Rapier's pillar-less bodyshell and unique wind-down rear quarter window made for the ultimate in fresh-air motoring this side of a full convertible. Styling changes, mechanical improvements, and larger and more powerful engines were introduced as the Rapier progressed through Series I to V over the next ten years.
The Rapier played an important part in Rootes' competition programme, achieving some notable successes both in circuit races and on the 'rough stuff'. The car was first raced in Series I form in the 1956 Mille Miglia but rallying was its true forte, as demonstrated by an impressive tally of class wins and team awards extending into the 1960s. In 1958 Peter Harper finished 5th in the Monte and won the RAC Rally outright, while Paddy Hopkirk finished in 3rd place on the 1959 Alpine event. The Tour de France was another event in which the Rapier excelled, as exemplified by a commanding 1, 2, 3 class finish in 1962.
The overdrive-equipped Rapier offered here is an example of the Series IV, introduced in October 1963, which featured a more powerful version of the existing 1.5-litre engine and, from October 1964, an all-synchromesh gearbox. Other significant changes included 13" wheels and a diaphragm clutch. Owned by the current vendor for a number of years, '452 GYU' has been used periodically for rallies/shows and has been driven by his wife. Described as in generally good condition, with original interior, the car is offered with sundry bills, current MoT/tax and Swansea V5. A Holbay modified engine is the only notified deviation from factory specification.
Lot heading
1964 Sunbeam Rapier Series IV Saloon
Registration no. 452 GYU
Chassis no. B/3300791/OD/HHO
Engine no. B/3300791/OD/HHO
Built in 1958-60 for Eastern Region for outer suburban services on the London,Tilbury and Southend Railway route. This class of electric multiple unit was constructed using the Mark 1 bodyshell and was slam-door.
The spare Class 321 bodyshell, which is being used as a source of spares, is seen at Doncaster Works on 7th April 2015.
Showing off its attractive new Transport for Wales white, red & dark grey livery following the awarding of the franchise from Arriva Trains Wales to the Keolis/Amey Group in October 2018, class 175 Coradia DMU 175 107 is seen shortly after its arrival in platform 5 at Chester with its 11:56 Transport for Wales service from Manchester Piccadilly via Newton-le-Willows, Warrington Bank Quay, Runcorn East and Helsby. 175 107 was the first train to be painted into the new Transport for Wales livery during late September 2018 and it must be said that this smart Transport for Wales white, red & dark grey does suit the Mark 3 carriage bodyshell design of the class 175 DMUs.
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.
AUDI AGs high performance private subsidiary, creates even higher performance versions, known by their "RS" badging. The "RS" initials are taken from the German: RennSport - literally translated as "racing sport". RS is Audi's highest performance 'top-tier' trim level, positioned distinctly above the "S" ("Sport") specification level of Audi's regular model range.
Audi RS cars are some of the most powerful vehicles ever offered by Audi. The Audi RS6 5.0 TFSI quattro, for instance, is more powerful than the Audi S8 5.2 FSI quattro.
Available for limited time scales, on a restricted model range, these "RS" models are wholly designed, developed and produced in-house by Audi AG's high performance private subsidiary company, quattro GmbH, at its Neckarsulm factory, and usually have a wider bodyshell (sometimes informally referred to as 'widebody') to allow for a wider front- and rear-axle track.
All "RS" cars pioneer some of Audi's latest and most advanced technology and engineering prowess, therefore, "RS" cars could be described as "halo vehicles".
There used to be only one RS model in production at a time, but recently Audi has revised its politics and decided to make more than one RS model at a time, claiming that "customers want them, then why not give it to them"
CGS Hawke (1992-99) Engine 2993cc S4 Ford Production 115 approx
Registration Number NKR 665 W
GCS (Gary Colin Specialist) Cars was founded by partners Garry Hutton and Colin Puttock trading initially from Orpington, Kent, as part of a range of activities, they offered a ‘build service’ for customers of a variety of kit car manufacturers.
Their Hawke sportscar was developed in the early 1990s as a two door open top sportscar that bore a striking resembleance to the Morgan Plus 8though there are no common parts, unlike the Morgan which has an ash frame the Hawke has a one piece GRP bodytub with integral floor to which the nosecone, front wings, rear wheel arches, doors, bonnet, and windscreen are added. It was designed to accept Ford Cortina / Sierra donor vehicle running parts and this led to the bodyshell and wings being considerably wider than the plus 4 Morgan.
Early models used the Ford Cortina as donor for engine, gearbox, electrics, front and rear axles and suspension components. Kits were adapted to meet customer requirements and to take a variety of Ford engines, plus the Rover V8 and others, such as the Nissan 2.8 litre straight 6 and Fiat 2000. Continuous improvement saw the introduction of the Sierra as the donor vehicle with kit specific suspension components, wider wings, the use of Gel Coat on some kits and the introduction of Roll Bars to help meet SVA requirements and improve safety. With the introduction of Sierra based models, the +2 variant was quietly dropped.
CGS ceased trading in 1999, following the onset of ill health to one of the partners and the production rights, associated equipment and order book were sold to Jim Dudley of Tiger Racing. Despite input from Colin Puttock, to ensure a smooth transition of production, Tiger manufactured only a handful of vehicles before the model did not sit well with Tigers other products, In August 2003 Paul Chapman and Richard Laking of LCD purchased the Hawke project, but, after an enthusiastic start incorporating a number of improvements, notably the adaption of the kit to take the Ford Zetec range of engines, production stalled and no new kits have been produced since 2007.
Thanks for 19.1 million views
Shot at the VSCC Hillclimb, Prescot, Gloucestershire 03:08:2013 Ref 95a-889
WH Davis site, Mansfield [UK], 7.2.2014
2. Generation Biomass Hopper
[D]: Hier wird ersichtlich, warum der Wagenhalter Drax Power Ltd. die Wagen mit Vinylfolien bekleben ließ: Die ersten Wagen wurden offensichtlich noch im unbehandelten Zustand "rostfreier Stahl" ausgeliefert....
[EN]: That is why the wagon keeper wanted the cars carrying these colourful vinyls: The first batch of Tafoos-biomass hopper were still delivered with the bodyshells in "pure stainless steel" condition...
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
Equipe Nationale Belge
Chassis n° 550-0082
Zoute Sale - Bonhams
Estimated : € 3.400.000 - 3.9000.000
Sold for € 2.530.000
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
24 Hrs du Mans 1957
Equipe Nationale Belge
n° 60
Result : Disqualified
Engine : 1.498 cc - Flat 4
Claude Dubois (B)
Georges Hacquin (B)
Porsche has a rich and legendary history in motorsport, marked by victories in the world's most prestigious races. Since its inception in the 1950s, the German marque has become synonymous with performance, technical innovation, and reliability, quickly earning a reputation as a manufacturer capable of competing with the very best.
Porsche's first successful competition cars were lightweight developments of its first road car, the 356, one of which took class honours at Le Mans in 1951. The firm's first purpose-built sports-racer arrived two years later in the form of the 500 Spyder, a mid-engined prototype built and campaigned successfully by Porsche's Frankfurt distributor, Walter Glöckler. In 1954 the 550 Spyder was upgraded with the Ernst Führmann-designed Type 547 quad-cam engine, which was carried over to the successor Type 550A (spaceframe) model and then the replacement 718 RSK Spyder. Intended primarily for racing, Führmann's new engine featured a roller-bearing crankshaft; dry-sump lubrication; twin-plug ignition; and twin downdraught carburettors and produced around 110bhp, which was some going for 1½-litre in the early 1950s.
The 550 Spyder's external skin was formed in one-piece welded aluminium sheet which, being fitted rigidly to the ladder frame chassis, contributed to the car's structural rigidity. The dash panel provided a further structural element in being welded rigidly to the bodyshell. Front suspension was independent by twin trailing arms and lateral torsion bars. An anti-roll bar was incorporated. At the rear a swing-axle system was used, controlled by trailing arms operating lateral tubular torsion bars. Drum brakes were fitted front and rear and early 550 Spyders weigh some 550kg (1,212lb) which figure was later increased to around 590kg (1,300lb). The 550 Spyder was claimed to be capable of 200km/h (138mph) with 0-60mph occupying only 10 seconds. With this outstanding pedigree, the Porsche 550 Spyder RS (Rennsport) racing version soon established itself as a consistent winner in international sports car racing's small-capacity classes. This remarkable 550 quickly established its dominance with impressive performances at prestigious events such as the Carrera Panamericana, the 24 Hours of Le Mans, the Mille Miglia, and the Targa Florio. Today the Porsche 550 RS Spyder is one of the most coveted sports-racers of its era.
Chassis number '0082' is among the final examples of the 90 Porsche 550 RS Spyders produced. This car was ordered by Porsche's Belgian Distributor D'Ieteren Frères in Brussels. Completed in March 1956, the Spyder was delivered new to the Équipe Nationale Belge (Belgium's national racing team) finished in their distinctive yellow livery with a black interior. While there, '0082' was raced by many noted Belgian 'gentleman drivers': Claude Dubois, Christian Goethalsm Georges Harris, Freddy Rousselle, Georges Hacquin, Alain Dechangy, Yves Tassin, as well as the celebrated lady competitor, Gilberte Thirion.
The car's competition history is exceptionally well documented for the 1956 and 1957 seasons when it competed for Équipe Nationale Belge. '0082' competed in no fewer than six races in 1956, achieving multiple podium finishes including 3rd place in its class at the 12 Hours of Reims. The Spyder's best result of the season was a class win at the 1,000 km of Paris at Montlhéry where it finished 20 seconds behind Phil Hill and Alfonso de Portago in a Ferrari 857 S. The races it participated in during 1956 with its competitor number are as follows:
La Roche Hill climb 25th March
Spa-Francorchamps GP 13th May Start no.1
Montlhery 1000 km de Paris 10th June Start no.42
12 Heures de Reims 29th June Start no.33
Rouen-Les Essarts GP 8th July Start no.12
GP Sweden Kristianstad 12th August Start no.41
The car's most significant event was the aforementioned 1957, 24 Hours of Le Mans, making it one of only ten 550 Spyders to ever contest the celebrated race. Sadly, its race ended in disqualification following a breach of the rules. In 1957, the Spyder is known to have participated in at least the following races:
La Roche Hill climb 31st March
Grand Prix de Spa 12th May Start no.1
1000km Nurburgring 26th May Start no.31
Grand Prix des Frontières, Chimay 9th June Start no.4
24 Heures du Mans 26th June Start no.60
Rouen-Les Essarts GP 7th July
GP Sweden Rabelof 11th August Start no.22
Spa-Francorchamps GP 25th August Start no.32
Silverstone GP 14th September Start no.34
Best result of the season was 2nd place at the Grand Prix de Frontières, Chimay, and '0082' also finished 3rd at both the Grand Prix de Spa and the Nürburgring 1,000 km.
Following the end of its career with Équipe Nationale Belge, '0082' was raced in hill climbs, minor races and rallies by Jacques Thenaers. Correspondence on file suggests that the Spyder was re-bodied by Apal as a coupé in the 1960s and fitted with a 2.0-litre Porsche Carrera engine at around the same time. The Porsche had been purchased from Écurie Francorchamps by Edmond Pery around 1965 and was next owned by Belgian racing driver Pierre Bonvoisin. It was raced in coupé configuration for the next few years before passing to a Mr Michaelis of Embourg, Belgium in 1970. By this time the Carrera engine had been replaced with a Super 90 unit. Off the road in storage for the next 20-or-so years, the car was acquired in March 1989 by Corrado Cupellini from Bergamo, Italy. At this time, both the non-original Super 90 engine and Apal bodywork were removed to restore the car as closely as possible to its original configuration and a new aluminium body fabricated. The car was later sold to Philippe Jegher, who entrusted Porsche in Germany with the final refinements of the restoration.
The Spyder's next known owner was Bruno Ferracin (from May 1995) who was followed by Peter Ludwig in January 2000. A comprehensive restoration was then embarked upon, which included rectifying the new bodywork so as to be exactly like the original body on 082, sourcing a correct Führmann-type engine and transmission. Particularly worthy of note are the rare aluminium/steel wheels designed specifically for use at Le Mans. The rebuild was carried out by Porsche Zentrum Würzburg at a cost of €100,000 (invoices and photographs on file). Following the rebuild's completion, '0082' participated in the Mille Miglia Storica in 2001, Two years later the engine was rebuilt again.
For a close on 70 year old competition car '0082' is exceptionally well documented. Its accompanying history occupies five folders containing photographs, mostly of its participation in the Mille Miglia; two folders detailing its competition record for the 1956 and 1957 seasons; photocopies of service invoices from 1957 onwards; ownership history from 1956 onwards; several folders containing correspondence between previous owners; maintenance invoices for the year 2000; a German title; and its original key.
Boasting a most impressive and well documented in-period competition history, including Le Mans participation in 1957 and being one of a mere ten examples of the 550 model to do so, this Porsche 550 RS Spyder, now presented in a yellow wrap livery, used by the Belgian National racing team during the 1956 and 1957 seasons, is eligible for the most prestigious international events including the Le Mans Classic and Mille Miglia Storica. An exciting prospect for the fortunate next owner.
BMW H2R
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BMW H2R
The BMW H2R ("Hydrogen Record Car") is one of the first of a new breed of racecars adapted to run on liquid hydrogen fuel. Conceived and developed in the relatively short time of 10 months, it has set nine international speed records at the Miramas Proving Grounds in France.
The H2R’s 6.0-liter V-12 engine, which draws on BMW's Valvetronic and Double-VANOS technology, is based on the 760i’s gasoline-fueled powerplant. This H2-powered high performer generates 232 horsepower (173 kW), helping it to achieve a top speed of over 187.62 mph (302 km/h).
[edit] Technical data
On the high-speed track at Miramas the BMW H2R set nine international and FIA-ratified records with hydrogen combustion engines.
* Maximum speed: 300.175 km/h (186.52 mph)
* Engine: twelve-cylinder hydrogen concept engine
* Nominal engine power: 982 bhp (732 kW)
* Bodyshell: aluminium space frame structure
* Outer shell: carbon-fibre-reinforced plastic
* Vehicle dimensions: 5.40 metres (212.6 in) long, 2.01 metres (79.1 in) wide, 1.34 metres (52.8 in) high
* Vehicle weight including driver: 1560 kg (3439 lb)
* Drag coefficient (cw): 0.21
[edit] Records
Record Time (s) Speed
Flying-start kilometre 11.99 187.62 mph (301.95 km/h)
Flying-start mile 19.91 181.85 mph (292.66 km/h)
Standing-start 1/8 kilometre 9.92 45.62 mph (73.42 km/h)
Standing-start 1/4 kilometre 14.93 60.62 mph (97.56 km/h)
Standing-start 1/2 mile 17.27 65.15 mph (104.85 km/h)
Standing-start mile 36.73 98.60 mph (158.68 km/h)
Standing-start 10 miles (16 km) 221.05 163.81 mph (263.63 km/h)
Standing-start kilometre 26.56 84.72 mph (136.34 km/h)
Standing-start 10 kilometre 146.41 153.90 mph (247.68 km/h)