View allAll Photos Tagged Bodyshell
This Stingray was built for this years Bordeaux Vintage slot meeting. The theme was 1966 +67 Le Mans. This was my build using a Revell bodyshell which I modified like the real car.
One of a subsequent batch of buses bought from Strathclyde, NGB121M was, numerically at least, the third panoramic body supplied to GGPTE. Bought by Rennies for parts, its bodyshell was scrapped by Dunsmore, the chassis then being returned to Rennies.
I was expecting this to be basically the same as the 'Racing Version' of Skyline GT-R that I have, but it has a bodyshell with narrower arches.
No immediate plans to get it built, but one day its time will come.
Bodyshell of the 1/48th scale resin kit of the LCC Wandsworth London ambulance. Hope to get started on this kit very soon. I have waited a very long time to get hold of one of these models as it is a true favourite vehicle of mine and a real classic London vehicle.
The classic cars I would most like to own are either a big Triumph or a Rover P6. This fine example of the former is an early 2.5PI, created in response to Rover's P6 3500 V8 by fitting the TR5 engine into the 2000 bodyshell. At the time these two were deadly rivals but just a few years later the creation of British Leyland would do the unthinkable and put them under common ownership; both would be replaced by the Rover SD1 in due course. GJH 490G has been unlicensed since 2011 so I wonder what happened to it?
The Austin Rover group badged some of their top of the range vehicles as Vanden Plas, a luxury car maker whose brand joined the Austin Rover group. Despite the standard bodyshell as fitted to the Austin/Morris 1100/1300 ADO16 range, this car has a luxury interior with walnut dashboard, leather seats and fold down coffee tables. Purchased new by a doctor in 1974, the car has remained in the same family and is now lovingly cared for by his son. The hubcabs have been removed in preparation for the drive home to Lanarkshire, where the car was first registered, as these hubcaps are easily lost and their centres with the Princess logo would be difficult to replace.
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
9.42 for Swansea.
From Wikipedia
The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.
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 part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Bjarne Nordal (N)
Racing class: Auto-G DTC
Race number: 42
Race results in 2014 event:
Training (fri.): 14 (of 18)
Qualifying (sat.): 17 (of 19)
Heat 1 (sat): 11 (of 19)
Heat 2 (sun.): 11 (of 18)
Heat 3, final (sun.): 18, RET (of 18)
Photo taken after heat 1.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
Concerned that the considerable price increase of a 911 over the 356 would cost the company sales and narrow the appeal of the brand, a decision was made by executives to introduce a new entry-level model. In 1964, with both the 356 and the 911 in production, Porsche engineers constructed a 912 prototype. Built on the 911's chassis and sharing its bodyshell, Porsche was able to offer the 912 for much less than a base-model 911 by using the four-cylinder engine from the 356 rather than the 911's "flat" six-cylinder powerplant and by reducing the number of standard features.
After production of the 356 model ceased in April 1965, in May 1965 Porsche began production and delivery of the 912. The proven reliability of the 356's engine combined with the 911 bodywork and powertrain yielded improved weight distribution, handling, and range. A lower price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production: Porsche produced slightly more than 30,000 units during its five-year production run. 912s were also used as police (polizei) cars in Europe, including Targas (Porsche's patented variation of a cabriolet with lift-off folding top, rollbar, and an openable plastic rear window).
In April 1967, the Porsche factory's Christophorus magazine noted: "On 21 December, 1966, Porsche celebrated a particularly proud anniversary. The 100,000th Porsche, a 912 Targa outfitted for the police, was delivered."
After updating the 911 line-up to include both a more powerful 911S and a less expensive 911T, Porsche executives began to feel that the 912 had become redundant, that the 911 platform was sufficiently diverse and that pricing had largely come into line with market expectations.
Owing to this and the desire to introduce a new model, the 912 was discontinued and superseded as Porsche's entry-level model by the 914 in 1970; a vehicle which Porsche had thought would be less expensive for them to manufacture and sell than the 912. In practice, a deterioration in relationships between Porsche and Volkswagen - who had designed and planned to manufacture the 914 - severely curtailed the intended cost reduction, and the 914 was discontinued in 1976.
After a six year absence, the 912 was re-introduced to North America in 1976 as the 912E (internal factory designation 923) to occupy the entry-level position left vacant by the discontinuation of the 914, while the new 924 – the 914's official replacement – was being finalized and put into production. The new 912 featured the "G-Series" 911 bodywork and was powered by a 2.0 L version of the Volkswagen air cooled engine, previously used in late-model versions of the 914/4. 2,099 were manufactured in total, and were not officially sold outside the United States.
Colas Class 66 heading South through Northallerton Station
On the privatisation of British Rail's freight operations in 1996, English, Welsh and Scottish Railway bought most of British Rail's freight operations. Many of the locomotives that EWS inherited were either at the end of their useful life or of doubtful reliability. EWS approached General Motors Electro-Motive Division (EMD), who offered their JT42CWR model which had the same bodyshell as the EMD built Class 59; this gave the advantage of having a locomotive of known clearance. The engine and traction motors were different models from those in the Class 59. Additionally, the Class 66s incorporated General Motors' version of a steering bogie - designed to reduce track wear and increase adhesion on curves.
The initial classification was as Class 61, then they were subsequently given the Class 66 designation in the British classification system (TOPS). Two hundred and fifty were ordered and built in London, Ontario, Canada. In 1998, Freightliner placed an order for locomotives. They were followed by GB Railfreight, and then Direct Rail Services.
Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive
Colas Rail
Colas Rail took over the ex-Advenza Cemex Cement flow after the company went bust utilising ex Advenza locomotives. During 2010 they took on 66843 and laterly 66844 which both had been on lease to GBRf, they also took on ex DRS 66410 which was renumbered 66845.
The production Riviera shared its bodyshell with no other model, which was unusual for a GM product. It rode a cruciform frame similar to the standard Buick frame, but shorter and narrower, with a 2.0 in (51 mm) narrower track. Its wheelbase of 117 in (3,000 mm) and overall length of 208 in (5,300 mm) were 6.0 inches (150 mm) and 7.7 in (200 mm) shorter, respectively, than a Buick LeSabre, but slightly longer than a contemporary Thunderbird. At 3,998 lb (1,813 kg), it was about 390 pounds (180 kg) lighter than either. It shared the standard Buick V8 engines, with a displacement of either 401 cu in (6.57 L) or 425 cu in (6.96 l), and Twin Turbine automatic transmission. Brakes were Buick's standard "Al-Fin" (aluminum finned) drums of 12 in (300 mm) diameter. Power steering was standard equipment, with an overall steering ratio of 20.5:1, giving 3.5 turns lock-to-lock.
The Riviera's suspension used the same basic design as standard Buicks, with double wishbones front and a live axle located by trailing arms and a lateral track bar, but the roll centers were raised to reduce body lean. Although its coil springs were actually slightly softer than other Buicks, with the lighter overall weight, the net effect was to make the Riviera somewhat firmer. Although still biased towards understeer, contemporary testers considered it one of the most roadable American cars, with an excellent balance of comfort and agility.
The Riviera was introduced on October 4, 1962 as a 1963 model, with the 325 hp (242 kW) 401 cu in (6.6 l) as the only available engine[3] and the Turbine Drive the only transmission, at a base price of $4,333; typical delivered prices with options ran upwards of $5,000. Production was deliberately limited to 40,000 or less to increase demand.
Triumph Spitfire GT6 Mk1 (1966-68) Engine 1998c S6 OHV Production 12,066
Registration Number MNJ 821 F (East Sussex)
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
This car is registered and badged as a GT6, with a GT6 engine, but obviously the GT6 was a hard top fast back, while the Spitfire was a soft top with an occasional hardtop. So it is eith er Spit with a GT6 lump or unique. Here is a little bit of info i picked up. An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc engine and plans to develope the GT4 were shelved. Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful and in 1965 resulted in 13th overall and a 1st in class at LeMans. The Spitfire's competitive success and the continuing commercial success of the production vehicle led Triumph to re-evaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2.0 L (1,996 cc) Triumph inline 6 originally derived from the Vitesse. The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the Spitfire per-fix. Contemporary Triumph marketing advertised the GT6 as being developed from the race winning LeMans Spitfires, when in truththe Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s.
The first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. he new body was a sleek fastback design with an opening rear hatch, earning the GT6 the nickname of poor man's E-Type It was really a 2-seater, but a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was based on that of the Triumph Vitesse 2 litre developing 95bhp necessitated certain changes to the Spitfire mechanics; the radiator was new and mounted further forward in the car and the gearbox was the stronger unit from the Vitesse 2 litre, with synchromesh on all 4 forward gears. An optional Laycock de Normanville overdrive was offered giving a 20 per cent overdrive on 3rd and 4th gears. Front springs were uprated to cope with the extra weight of the new engine with the car weighing in at 1,904lbs The only major criticism was of its rear suspension; the GT6 inherited the swing-axle system from the Spitfire, which in turn was copied from the Herald small saloon. In the saloon it was tolerated, in the Spitfire criticised and in the more powerful GT6 it was a problem, particularly in the US market.
Triumph realised that they needed to find an answer to the handling problem, and their response came in 1969 with the Mark 2.
Diolch am 85,115,698 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 85,115,698 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-477
Fifteenth in the Championship before the weekend at Pembrey.
Legends car racing is a style of race car, designed primarily to promote exciting racing and to keep costs down. The bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s, powered by a Yamaha motorcycle engine. The sanctioning body for Legends car racing is called INEX.
Legends Cars are a "spec" series, meaning all cars are mechanically identical, with the exception of 3 styles of car (Standard coupe, 34 Coupe, and Sedan) available with 10 types of body styles. (New cars are currently offered with only 7 body styles, however many used cars exist with the "older" styles)
Porsche 993 (911) Carrera Targa (1996-98) Engine 3600cc Flat 6
Production 4619 (Targa models)
Registration Number P 838 PMW
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheel arches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the base model of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 litre M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W
The Targa version of the 993 was introduced in the 1996 model year and was the debut of the so-called greenhouse system - a retractable glass roof, a design continued on the 996 and 997 Targa. The glass roof retracts underneath the rear window, revealing a large opening. This system was a complete redesign, as previous Targa models had a removable roof section and a wide B-pillar functioning as a roll bar. The new glass-roof design allowed the 993 Targa to retain the same side-on profile as the other 911 Carrera variants and finish without the inconvenience of storing the removed top of the old system.
Diolch am 84,879,981 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 84,879,981 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-380
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
Experimental Rover Gas Turbine car in the Motoring Heritage Centre at Gaydon. This is basically a P6 bodyshell with a different nose. I have a better picture than this from a film camera taken on a visit in '97 which I may upload at some point. A great looking car in my opinion.
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.
Indian Railways air-conditioned chair car NR 97160. In the late 1990s Indian Railways tested some new designs for coaches (IRX, IRY, IRZ) of which only a small series of daytime coaches of type IRY, with IR20 bogies (related to the Fiat design of Eurofima coaches), went into production. They are recognizable by their corrugated bodyshells and doors at the ends (other series of Indian Railways have doors set back by about one meter, with toilets at the corners). They are only used in the New Delhi - Amritsar Swarna Shatabdi Express. Here this train (12029) is stopping at Jalandhar City Junction on 2012-12-30.
The Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
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.
On a gloomy morning, 195129 is seen stabled at Huddersfield, between Driver Training duties.
The diesel version of the new CAF units is being delivered in 2-car and 3-car variants; the Class 331 EMU shares the same bodyshell design.
Built in 1987 from a class 150/1 bodyshell 950001 is a 2 car DMU Track Recording Unit operated by Network Rail. It is normally used over branch lines where Sprinters and Pacers work and where normal track recorders are too heavy. For only, perhaps, the second time the unit made it's way into SE London, seen here passing Lee working 2Q08 12:19 Orpington to Hither Green Reception.
12th May 2014
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.
E9
Chassis n° 2275496
The Zoute Sale - Bonhams
Estimated : € 350.000 - 450.000
Sold for € 368.000
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.
The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.
Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 136kgs in weight was saved – 'Leicht' indeed.
Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.
Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s, Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.
The Batmobile we offer here is one out of the 110 Series 1 examples built (total production was 167 examples). Series 1 cars' chassis numbers were always prefixed '2275' and there was the choice between Silver or Chamonix White paintwork; interestingly, only some 30 were ordered in Chamonix White, making them rarer and more desirable. This Batmobile was manufactured in September 1973 and delivered new to BMW Niederlassung in Hamburg, Germany. The car seems to have remained in Germany for a few years before being sold in 1978 to Japan, where there was an emerging market for interesting European sports cars. As is common practice in Japan, the date of first registration chosen by the authorities is the day the car was registered in Japan (ignoring any previous registration), which is why this car is titled as 1978, having been registered there in March of that year.
While in Japan the Batmobile belonged to the important Naito Collection in Tokyo. It was restored around 2012 and has remained in Japan for most of its life, only returning to Europe recently. Since its return the car has formed part of an important private collection. Only some 2,000-3,000 kilometres have been covered since restoration. The matching-numbers engine is correctly stamped '2275496' (as confirmed by a specialist) but for reasons unknown 'V' check marks were stamped over the engine number in Japan.
More recently the BMW has been road-registered in Belgium with the most appropriate personalised registration plate 'BATMOB'. Accompanying documentation includes Belgian registration documents; technical inspection valid until August 2025; BMW Certificate confirming chassis and engine numbers and German delivery from new; an old Japanese registration document and some Japanese invoices for work carried out; and a classic car valuation report (dated September 2020).
Today the car is beautifully presented, its older restoration holding up well, and this spectacular 'homologation special' is ready to be enjoyed by its new owner.
Front wheel drive 1500 still available, alongside the rear wheel drive Dolomite and Toledo sharing the same basic bodyshell.
"The Great One" in action - '67 GTO. 1967 was the final year for the original 1964 bodyshell which was heavily facelifted in 1966 with new sheetmetal and rooflines with sail panels and tunned rear windows. It was also the first year for the 400 cid V8, Turbo Hydra-matic transmission, Rally II wheels and hood tachometer option. This year's Goat was also the first without the triple-carb Tri Power option available on 64-66 models as a result of a GM corporate policy banning multi-carb options on all cars except the Corvette.
The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982. The same vehicle was built in Italy by Innocenti between 1974 and 1975 and sold as the Innocenti Regent. The Allegro was designed as a replacement for the Austin 1100 and 1300 models.
It was built and sold by British Leyland alongside the hatchback Austin Maxi (launched in 1969) and the 1971 rear-wheel-drive Morris Marina. All three were eventually replaced by the Austin Maestro in 1983.
British Leyland used a saloon design for the Allegro rather than a hatchback, as the company had decided that the Austin Maxi should have a hatchback as its unique selling point.
The Allegro used front-wheel drive, with the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine from the Maxi, in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300).
The Allegro was assembled by Innocenti in Italy where it was badged as the Innocenti Regent.
Stylistically, it went against the sharp-edged styling cues largely led by Italian designer Giorgetto Giugiaro that were becoming fashionable, and featured rounded panel work.
Formosa 120GR (1963 donor car) Engine 1147cc Triumph S4
Registration 56 SC
This is an interesting one, and one i had not seen before, although i had a long chat with the builder/owner of another example i saw over the 2026 Spring Bank Holiday (nice chap)
Formosa 120GR, inspired by the racing cars from the 1950's. this car is not a replica but captures the style of the era. The design does not replicate any particular marque or model, (although the badging on this one makes it look very much like a mid fifties Maserati sports/racer) therefore avoiding any copyright issues that some replicas have fallen foul of. The result is a stand alone classic looking 50's race car.
The Formosa was the brain child of hot rodder, Gary Jane, and resembled his earlier similar kit car the Sammio. The Formosa was begun under a different operation called Mid Century Re-Creations. The idea was for an enthusiast to find an old Triumph Herald or Vitesse, get rid of the bodyshell, add Gary Janes’ metal support perimeter frame (which was offered at a cost of c.£1000) and his one-piece bodyshell (plus boot, doors and flip-front) for c.£2900 and you had a period-looking two-seater that was IVA exempt and utilised an unmodified chassis.
There were two versions of the Formosa 120GR. The long nose is based on a Reliant Scimitar SE5/5A, and the Short Nose uses a Triumph Herald or Vitesse Chassis as a donor. Mid Century Recreations could supply more parts of the car, such as seats, dashboard, front bulkhead panels, wire wheels, windscreen and much more.
It certainly looks a barrel of fun,
Diolch am 98,892,241 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,892,241 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-259
The Traxxas TRX-4M 1/18 Electric Rock Crawler with Land Rover Defender Body is an adventure-driven micro crawler that can be found at your local hobby shop! The highly detailed ABS bodyshell features clipless mounting to the rigid C-channel frame. This frame is supported by four oil-filled GTM shocks to add control and keep the body from bouncing around. Scale straight axles are connected to the frame using full 4-link suspension. Adding to the performance, this truck features up to 45° steering angle to help tackle the trail ahead.
Ford Focus (2nd Gen) RS WRC (2002) Engine 1988cc S4 Turbo
Livery Ford Works Livery - Colin Mcrae, Nicky Grist
Race Number 149 Graeme Sherry (Glasgow)
Registration Number X 4 FMC (Ford Works Team number - FMC Ford Motor Compan)
FORD UK ALBUM
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The Ford Focus RS WRC is a car built for the Ford World Rally Team by Ford and M-Sport and based on the Ford Focus. The Focus RS WRC was in competition from 1999 to 2010, winning 44 world rallies and two manufacturers' world titles. It was replaced by the Ford Fiesta RS WRC.Like all contemporary World Rally Cars, the car is heavily modified from the production version, with which it shares only the basic shape and some parts of the bodyshell. The car features four-wheel drive, rather than the front-wheel drive of the road car.
The first version of the car was built in 1999 to replace the Ford Escort WRC. It debuted in the Monte Carlo Rally with Colin McRae and Simon Jean-Joseph behind the wheels of the two cars. It was immediately on the pace, setting many fastest stage times, but the use of an illegal water pump meant that the two cars were excluded from the event. McRae gave the Focus its first win two events later on the Safari Rally Kenya finishing over 15 minutes ahead of the second placed Toyota of Didier Auriol.
Diolch am 82,845,899 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 82,845,899 amazing views, every one is greatly appreciated.
Shot 17.07.2021 at Shelsey Walsh (Classic Nostalgia), Worcestershire 147-083
Austin Allegro 1300SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.
Registration Number UTC 884 T (Bristol)
AUSTIN SET
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The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982
Diolch am 87,365,2928o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 87,365,928 amazing views, every one is greatly appreciated.
Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-235
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.
Gaydon, British Motor Museum
The Metro was launched just before the 1980 Motor Show. It was intended to be the 'new Mini', except BL kept the ever green Mini in production and made the Metro a rather bigger car or 'supermini'.
In engineering terms, the Metro was similar to previous small Austins. The three door hatchback bodyshell, however, was all new with styling developed in the Longbridge design studio.
This then top-line Metro 1.3 HLS was one of 300 pre-production models built in May 1980 and formed the centrepiece of Austin Rover’s stand at the 1980 Motor Show. Not long after it was formally presented to the Trust's collection.
This is a loose representation of one of the two prototype Class 150 DMUs. There’s a minor inaccuracy in that the 150/0s featured power-operated cab doors rather than the hinged type fitted to the production 150/s, on which this image is based. Introduced in 1984, the Class 150 was a step-change in the evolution of British DMUs, incorporating a state-of-the-art underfloor engine and drivetrain that had been proven in the contemporary Dutch 3200 DMUs. It used the same MkIII bodyshell as the Class 317 and 455 electric multiple-units but with a full-width cab. The livery was a foretaste of what was to come later when the Provincial Services sector was remained Regional Railways (16-Aug-24).
Not to be posted on Facebook under any circumstances but you are welcome to post a link. Not to be posted elsewhere without prior written permission. Follow the link below for additional information about my Flickr images, including an explanation of the terms 'fiction', 'digital representation' and 'digitally-coloured':
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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...
Porsche 911 Carrera RS (1973-74) Engine 2808cc Production 48
Race Number 31 James Bates
PORSCHE SET
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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
Still just about recognisable as the bodyshell of the French Peugeot J10 van of the 1980s, this Turkish version has an updated, BMC-esque, front panel, low floor behind the front axle and plug doors. Some examples had bonded glass, others were gasket glazed as shown here, Despite the Peugeot's sliding driver / passenger doors being replaced with conventional hinged doors, the retain the vertical handles of the original.
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