View allAll Photos Tagged Bodyshell
Inverting the bodyshell gives good access for these repairs which are invariably needed to the lower parts of the bodyshell.
Painting and sealing of the new panels is also much easier and more effective.
Class 68 no 68011 and Class 57 no 57301 pass Wilson's Crossing on a light engine move from Wembley to Crewe Gresty Road on Saturday 11 November 2017.
57301 was rebuilt using the bodyshell of 47845 in June 2002. It was one of the original Virgin Railways "Thunderbirds" and was named "Scott Tracy" between June 2002 and September 2011, but now carries the name "Goliath".
Nick worked for British Rail and Network Rail and his expertise was semaphore signalling and although based in Newton Abbot his work would take him as far as Shrewsbury and Banbury. This photo was taken on one of his weekends woking at the latter.
37372 sets back by Banbury North signal box while on ballast train duties. This 37 was first introduced into service in June 1963 as D6859 and was renumbered 37159 and spent many years on the western region. It was renumbered 37372 in May 1988.
It was withdrawn in 2007 and bought by The Baby Deltic Project in 2009. The nose of 37372 has been shortened as well as the body length and class 20 bogies are being used. The group purchased the sole Napier Deltic type T9-29 engine and generator set from the National Railway Museum in 2001 and that will end up inside the bodyshell of what is now D5910. I've probably rather simplified a long long process costly in terms of money and time and effort !
Cass 57 no 57309 "Pride of Crewe" passes Northampton on a Crewe Gresty Bridge-Wembley CS light engine move on 15 December 2016.
57309 was built in 2002 using the bodyshell of Class 47 no 47806 (which had been built at Brush Traction in 1966 as D1931).
The Toledo was a popular small car model when new in New Zealand, sold by NZMC (New Zealand Motor Corporation) in the early 1970s, and assembled at their Nelson plant. Few of this model are now left in New Zealand - this particular car is literally a timewarp of 1970s motoring, particularly with its red vinyl interior, green pinstriping and accessories.
What made the Toledo unique was that it was a rear-wheel-drive model, replacing a model that was front wheel drive, yet used the same bodyshell.
Photographed at Geraldine Vintage Car & Machinery Museum.
After building my N Scale GE "shovel nose" White Pass & Yulon Route loco, I had to find a way of representing one of the Alco DL-535Es. I did it by converting an old Alco 420 bodyshell. The loco is an unpowered dummy that can work with its GE counterpart. I built the chassis from pastic card, mated to two three axle passenger trucks, originally silver but then painted black. In this scale (1:160) from most viewing distances you don't notice the trucks! At this point the model is awaiting some additional detailing, including its roof-mounted air horns. The real White Pass & Yukon Route is a narrow gauge (3ft) railway, based in Skagway, Alaska, but my models are standard gauge (4ft 8.5ins). Funnily enough, I only built the locos because I bought two White Pass passenger cars that are only available at their Skagway store. These are both Athearn standard gauge N Scale models, rather than Nn3 (which uses Z scale standards to represent 3ft narrow gauge railroads).
999600, track recording unit, is seen at the RTC, Derby. This was built using a Class 150 bodyshell.
This '55 Imperial comes regularly to the Main Street car show in Garden Grove, CA. 1955 was the first year that Imperial was its own marque, rather than being just a Chrysler Imperial. That year also saw Virgil Exner styling. The bodyshell was shared with the other big Chryslers of the period, but the nose was only shared with that year's C-300 NASCAR racing car (sold in very limited quantities to the public).
Power was, of course, a Chrysler "Hemi".
For more on Imperial, see Imperial (automobile) on Wikipedia.
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.
The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.
The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.
Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).
Subject Description: This second Eddie Stobart classic rally car carries a standard Escort Mexico colour layout but with the base colour Stobart green. The Ford Escort MkI was one of the most successful rally cars of all time. Its greatest victory was in the 1970 London to Mexico World Cup Rally, which gave rise to the Escort Mexico special-edition road versions of the rally car with strengthened bodyshells, making them more suitable for competition.
AI Notes: This was hard work. Based on previous experience, I knew that Gemini AI would most likely block anything with Eddie Stobart branding, so I specified a colour layout that left space for this to be added in Photoshop. AI persisted in placing the racing number over the white bodyside stripe and I ultimately had to re-instate the stripe and move the number to a new white panel in Photoshop. I wasn’t happy with the direction of the lighting, which was not what I'd specified, but ultimately decided that it was a battle not worth fighting. That said, the overall result is pleasing - as is the Malcolm Group version to follow tomorrow (06-Mar-26).
All rights reserved. Not to be posted on Facebook or anywhere else without my prior written permission. Comments on this image are welcome here but for everything else, please send a Flickr mail. Further information about my Flickr images can be found here:
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Canton-allocated 47 556 works a shortened 1M22 north through Lawrence Hill, on September 7th 1985.
The original slide was taken on Perutz film, and has suffered from colour-loss, creating a very blue slide. I've had it colour-corrected with CoPilot. It hasn't done too bad, really.
She was built at Crewe as D1583, entering service on May 23rd 1964.
TOPS info:-
47556 CF E XA.
86A Cardiff (Canton) 23/05/1964
87E Landore 11/1964
86A Cardiff (Canton) 03/1965
81A Old Oak Common 12/1965
86A Cardiff (Canton) 07/1966
81A Old Oak Common 11/1968
86A Cardiff (Canton) 11/1969
81A Old Oak Common 01/1972
86A Cardiff (Canton) 11/1972
D05 Stoke Division 03/1973
D02 Birmingham Division 04/1973
BS Bescot 05/1973
Renumbered 47 020 2/3/1974
CF Cardiff (Canton) 08/1974
LE Landore 10/1974
CF Cardiff (Canton) 11/1974
LA Laira 05/1975
BR Bristol Bath Road 11/1975
LA Laira 01/1976
BR Bristol Bath Road 05/1976
LA Laira 07/1976
CF Cardiff (Canton) 10/1976
LA Laira 12/1976
BR Bristol Bath Road 05/1978
Renumbered 47 556 2/2/1981
LA Laira 02/1981
Was to have been named Duke of Cornwall at Laira open day on 25/4/82, but the ceremony was called off although the nameplates were cast, and they were never fitted to any loco.
LE Landore 05/1982
CF Cardiff (Canton) 01/1984
OC Old Oak Common 05/1987
BR Bristol Bath Road 10/1987
CD Crewe Diesel 04/1989
Renumbered 47 844 4/6/1990
BR Bristol Bath Road 05/1992
Owned by Porterbrook 1/4/94 and leased back
CD Crewe Diesel 05/1995
The nameplates were removed in 3/97
TO Toton 03/1998
Named Derby & Derbyshire Chamber of Commerce & Industry, with stainless steel nameplates, at Derby station on 9/1/91
Went to Brush Traction, Loughborough 7/5/02 for conversion to a Cl.57
HQ Headquarters Pool 29/05/2002
The stripped bodyshell was delivered by road from Brush Traction, Loughborough to Crewe Works on 3/9/02, being marked for conversion to Cl. 57 with documentation for
57307 still attached but it was rejected for the conversion programme.
It was deregistered in 10/02
It was sold to HNRC in 2/04 for scrap, and broken up on site at Crewe Works by staff working for HNRC. Cutting was in progress on 7/10/04, and was completed by 20/10/04.
I hope you enjoy looking through my Flickr images. Please consider helping me pay for my Flickr subscription, and to help me buy-back some of the 4000 of my slides from the past that I'd like to get back.
I'll rescan all of my older uploads in the fullness of time.
Any help will be greatly appreciated.
Thank you.
Swiss driver Loris Kessel first drove a Cheetah (a G501 Ford) in the `70s, and renewed the association in the early `80s by investing in the G603 that Chuck Graeminger had been developing to contest the Group C World Championship of 1982. However, as is often the case with such projects, the G603 took longer than expected to bring to the track - eventually appearing at Spa in 1983 for Kessel and Ferrier, only for its 3.3-litre Cosworth DFL V8 to explode. Matters improved long enough for the car to finish 9th at Imola and 8th at Mugello, at which point legal disputes between Kessel and Graeminger effectively ended the model's brief career. Apparently undeterred, in 1984 Graeminger launched the Aston Martin-engined Cheetah G604, examples of which were piloted over the next couple of seasons by a range of drivers including: Bernard de Dryver, Ray Mallock, Gianfranco Brancatelli, John Cooper, John Brindley, Claude Bourgoignie, Pierre Dieudonne and Tiff Needell.
The lot offered is a show car version of the Cheetah G604. Believed to have been manufactured in 1984, it possesses no running gear. Finished in Blue and White and mounted on a rudimentary support frame rather than any form of chassis, it bears the name of Team Motos Rondeau. Said to have "good" paintwork and black trim, this striking bodyshell would be equally suitable as an eye-catching display or a promotional item.
Siemens' prototype bodyshell for Eurostar's Velaro e320 was spotted at InnoTrans 2010, a month before the order was announced!
For my video; youtu.be/FO72mzeWS_s,
Italian and French car show,
Waterfront park, North Vancouver, British Columbia, Canada,
The coupé and convertible bodyshells are made by the Pinin Farina workshops in Turin. Only the floorpan and mechanical elements are common to the sedan. The convertible is available from launch with the option of a fuel injection engine
On Bank Holiday Monday 27th May 2019 a Class 165 DMU of Chiltern Railways is seen arriving at Warwick Parkway forming a southbound stopping service between Birmingham Moor Street and Marylebone.
Built in the early 1990's to replace First Generation DMU's, these Class 165's have been associated with suburban services from Marylebone and Paddington since their introduction. They utilise the 'Networker' bodyshell also used in the construction of Class 166 DMU's and Classes 365, 465 and 466 EMU's.
Built between 1947 and 1967, the Austin A40 was one of Britain's most iconic and popular family cars, and was unveiled throughout its production life in a variety of guises, including:
- 1947–50 Austin A40 Dorset 2-door saloon
- 1947–52 Austin A40 Devon 4-door saloon
- 1947–56 Austin A40 Countryman 2-door estate car
- 1947–56 Austin A40 Van 2-door panel van
- 1947–56 Austin A40 Pick-up 2-door pick-up truck
- 1948–56 Austin A40 Tourer 2-door, four passenger tourer built in Australia
- 1950–53 Austin A40 Sports 2-door, four passenger convertible with twin-carburetors and aluminium bodyshell
- 1952–54 Austin A40 Somerset 4-door saloon and 2-door convertible
- 1954–56 Austin A40 Cambridge 4-door saloon
- 1958–67 Austin A40 Farina 2-door saloon/hatchback
Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TurboDiesel from late 407 & C5, Ford Mondeo, Volvo S40/ V50
Fibreglass bodyshell
Madagascar, Indian Ocean
Isinglass are well known amongst LNER and BR(ER) modellers for their fine range of loco and coach drawings.
They have recently entered the field of 3D printing, and I bought this coach kit which is still under construction for an evaluation.
Unlike several 3D printed offerings, this needed little sanding work on the parts, and the quality of fit is very good indeed. I've used Araldite Rapid two part for glueing, which gives time to ensure that all is set up square and true.
To benefit from the way the kit is designed, I've departed from my normal route of a five part bodyshell with roof attached to sides and ends before painting. A bit of careful filing means the roof is a push fit and should be able to be fitted neatly after painting - see next picture.
Made in Coventry The 1953 Eight was a completely new car with unit construction and an overhead-valve engine. Only saloon models were made. The new engine of 803 cc produced slightly less power than the outgoing larger sidevalve unit with 26 bhp at 4500 rpm but this was increased to 30 bhp at 5000 rpm in 1957. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted.
To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to the boot was by folding down the rear seat which had the backrest divided in two. The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid 1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market.
An example tested by The Motor magazine in 1953 had a top speed of 61 mph (98 km/h) and could accelerate from 0–50 mph (80 km/h) in 26.5 seconds. A fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg-US) was recorded.
The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961.
Sold for £23,000
Synonymous with the swinging '60s, the MKII has, at least until very recently, been Jaguar's most widely admired saloon. Featuring notably slimmer roof pillars than its MKI forebear, the newcomer was as airy on the inside as it was elegant on the outside. Comprising a monocoque bodyshell equipped with independent coil-sprung front suspension, a well-located 'live' rear axle and disc brakes all round, it could be specified with a 2.4, 3.4 or 3.8-litre version of Jaguar's race-proven XK engine. The interior was quintessentially British with its sumptuous leather-covered seats, polished wood facia and door cappings, comprehensive instrumentation and an impressive row of auxiliary toggle switches. The attention to detail and build quality of the MKII were remarkable for the asking price - these cars punched above their weight. A road test of a 3.4-litre model with automatic transmission conducted by Motor magazine in 1961 resulted in a 0-60 mph time of 11.9 seconds and a top speed of a whisker under 120 mph. The touring fuel consumption was 19.0 mpg. Production of the MKII ran from 1959 to 1967, at which point the 3.8-litre engine option was dropped and the remaining models renamed 240 and 340 respectively. A total of 91,210 MKIIs, 240s and 340s and are thought to have been produced, some 31,454 of which were equipped with the 3.4-litre engine.
The MKII being offered is a right-hand drive 3.4-litre manual overdrive example made in October 1962. It is finished in Sherwood Green complemented by a Suede Green leather interior. This handsome-looking Jaguar has been the subject of an extensive restoration, with the coachwork, interior and running gear completed in 1996 and the engine in 2009. Benefiting from the fitment of a new clutch, flywheel and uprated rear crankshaft seal, '376 EYL' comes with a large history file, original toolkit, service and handbooks. Riding on wire wheels, this nicely presented MKII is taxed and MOT'd until early 2012.
From Bonham's catalogue:
Estimate:£8,000 - 10,000
€9,900 - 12,000
US$ 13,000 - 16,000
Footnotes
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Right-hand drive versions were assembled in England at Citroën's Slough factory.
Imported in 1998, this left-hand drive DS20 Pallas has been extensively restored; the body was stripped bare and the floors and sills repaired; the inner/outer skins of all four doors replaced; new windscreen and window seals installed; the lights changed to UK specification; and the car fully re-sprayed. In addition, the black leather interior, carpets and rear window blind were renewed. On the mechanical side, the suspension units received new seals; the front hub units were replaced together with top and bottom ball joints; the brakes overhauled; all steering and suspension rubbers replaced; and a new exhaust system fitted. The large history file contains restoration invoices plus all receipts accumulated by its past owners in France. Completed in 2011 and described as in generally good condition, this beautiful and highly desirable classic Citroën is offered with fresh MoT/tax and Swansea V5C document.
Lot heading
Left-hand drive
1973 Citroën DS20 Pallas Saloon
Registration no. EKH 276K
Chassis no. DSFD03FD13190
Engine no. DY3066293914G
From Bonha's Catalogue:
Sold for £4,485 inc. premium
Footnotes
With the introduction of the MkIII Zephyr/Zodiac for 1962, the Consul disappeared from the Ford range, its place in the line up being taken by the four-cylinder Zephyr 4. All three of these new, larger and more upmarket models used the same basic bodyshell: in four-light form for the Zephyrs and six-light for the Zodiac, with further variations in exterior styling and interior trim. Beneath the skin there was Ford's characteristic McPherson Strut independent front suspension, a live rear axle and front disc brakes. The Zephyr 4 retained the Consul's 1,703cc engine, which had been boosted in output from 59 to 68bhp, and all three of these stylish newcomers boasted a four-speed synchromesh gearbox, a 'first' for a large Ford car. The Zephyr 6 and Zodiac retained their predecessors' 2,553cc six-cylinder engine, which had been revised and now produced more power than before. Reintroduced in November 1962 after a short hiatus, the estate version was manufactured, like before, by Abbott of Farnham. The convertible was dropped.
This Zephyr 4 benefits from recent (2011-2012) restoration of both mechanicals and bodywork using 'new parts too numerous to list'. Finished in the uncommon colour combination of blue with black interior, 'HGW 143C' is described as in good all round condition and ready to use. The car is offered with current MoT/tax, Swansea V5 document and a 1986 magazine feature. With ample accommodation for both passengers and their luggage, this is a great car for Goodwood and similar events.
Lot heading
1965 Ford Zephyr 4 MkIII Saloon
Registration no. HGW 143C
Chassis no. BA45EP21059
Engine no. 21650
Bristol 401 (194853) Engine 1971cc S6 OHV Production 650 (all 401s)
Registration Number UMC 315
Bristol SET
www.flickr.com/photos/45676495@N05/sets/72157623759876288...
The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, with the use of an all alumium bodyshell, it was a larger car than the 400 and seats 5 passengers in comfort, and its body was built using a 'Superleggera' matrix of steel tubes, mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.
The first series is identified by a distinctive ridge along the lower edge of the body., a recognition point of the 401 is that the front grille inserts were painted black, whilst the surrounds were chromed.
A few of the cars were idependantly bodied, most noteably the 1947-48 Farina Drophead, the Beutler saloon and this car the Touring Superleggra Saloon
Touring Super Leggera Saloon
A few early chassis were sent to Touring of Milan as developement excercises for the 401
As with other special design excersises under evaluation, the Touring Saloons were built on early chassis. The styling is simular to other work from the Milan based styling house, particulary the Alfa Romeo 6C-2500. the design was both stylish, lightweight and produced a fast car , but was also considered a little noisy. Construction favoured the patented Superleggra (super light) method used by Touring, involving building a body support matrix of wire-tied tubular or lightweight metal rod frames on which to mount the body panels. In the detail, however, it did not meet the standards of construction set by the Bristol Aeroplane Company. However the benefits of the lightweight construction method was not dismissed by the Bristol evaluators and the Touring Superleggra method was refined to a more sophisticated though more expensive level, by use of cruciform joints rather than the crossover of wire tied metal rods. thus forming a stronger support matrix, on to which the body shaped skin panels could be jig mounted and then and then welded together. Another Bristol modification was to cover the matrix with sound muffling materials, prior to fitting the outer panels. Further insuulation with the likes of Wilton carpets and Bristols wind cheating body shape, mad the Touring Superleggra the chosen developement of the 401.
A big thankyou for an incredible 22.6 million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-062
From Bonham's Catalogue:
Sold for £24,150 inc. premium
Footnotes
The first significant up-grade of Jaguar's sensational E-Type sports car occurred in October 1964 with the launch of a 4.2-litre version. Along with the bigger, torquier engine came a more user-friendly gearbox with synchromesh on first gear, and a superior Lockheed brake servo. Apart from '4.2' badging, the car's external appearance was unchanged but under the skin there were numerous detail improvements, chiefly to the electrical and cooling systems, and to the seating arrangements. The top speed of around 150mph remained unchanged, the main performance gain resulting from the larger engine being improved acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 'family friendly' 2+2 coupé variant on a longer wheelbase. With the increased length and rear seats came greater headroom, more luggage space, improved heating/ventilation, and optional automatic transmission.
Proposed changes to the USA's safety and emissions legislation prompted the revised Series 2, announced in October 1968, and from late 1967 the E-Type began to embody some of the forthcoming modifications, these interim cars coming to be known as the 'Series 1½' although there was never a fixed specification for this unofficial 'model'. The headlight fairings were deleted and enlarged side/rear lights adopted, while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles.
Manufactured in 1968 during this transitional period, this 'Series 1½' 2+2 Coupé was purchased by the vendor in 1994 as a non-runner, having previously had only two recorded keepers. 'ULR 564F' was subsequently rebuilt, its owner's aim being the creation of a practical and reliable Gran Turismo suitable for Continental touring. Works carried out include stripping and bead-blasting the bodyshell; welding in a new driver's floor and boot floor; and repairing the rear wings (see photographs on file). An all-new bonnet was fitted, Dinitrol anti-rust treatment applied and the car repainted around 1998. The wiring loom and brake lines have been renewed and the suspension rebuilt with Koni dampers and new springs. Believed previously rebuilt, the engine benefits from overhauled carburettors and is said to display good oil pressure and even cylinder compression readings. Other noteworthy features include Coopercraft brakes, a manual overdrive gearbox (replacing the original automatic), inertia reel seat belts, Porsche seats, MotoLita steering wheel, high-intensity headlights and a heavy-duty radiator with twin fans.
The 2+2 body affords greater headroom and easier ingress/egress for taller drivers, and this one is fitted with a Webasto sliding sunroof and has been re-trimmed. The cramped rear seats have been dispensed with, enabling the useful extension of the luggage platform (ideal for bringing the odd case or two of wine back from the Continent) beneath which there is a concealed cubby hole. Driven fewer than 1,000 miles since the completion of its re-commissioning in October 2010, this sensibly upgraded E-Type is described as in generally very good condition and offered with sundry restoration invoices, current MoT/tax and Swansea V5 registration document.
Lot heading
1968 Jaguar E-Type 4.2-Litre 2+2 Coupé
Registration no. ULR 564F
Chassis no. 1E51276BW
Engine no. 7E 54991-9
Taken 04/03/19; Following on from snaps of the King and Castle locos inside the STEAM museum, over to Swindon Station and a few snaps of the new Class 800s. The Warship and Westerns replaced the GWR 4-6-0s, they were replaced by the HST125s, which in turn have been replaced by the Class 800s. According to Wikipedia these are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
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
The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form, but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form,but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.Presented in December 1938 and built until the outbreak of war in 1940, the Type 168 used the 148L's chassis and engine (engine code 148N) in Renault Viva Grand Sport bodywork. Wheelbase remained 315 cm while the use of artillery wheels rather than spoked items meant minor differences in track. This curious hybrid was the result of an effort by Renault to steal in on Delahaye's lucrative near monopoly on fire vehicles: after a complaint by Delahaye, Renault relinquished contracts it had gained, but in return Delahaye had to agree to purchase a number of Viva Grand Sport bodyshells. In an effort to limit the market of this cuckoo's egg, thus limiting the number of bodyshells it had to purchase from Renault, Delahaye chose to equip it with the unpopular Wilson preselector (even though the marketing material referred to the Cotal version). This succeeded very well, and with the war putting a stop to car production, no more than thirty were supposedly built. Strong, wide, and fast, like their Viva Grand Sport half sisters, the 168s proved popular with the army. Many were equipped to run on gazogène during the war and very few (if any) remain.
en.wikipedia.org/wiki/Delahaye_135
Restrained and elegant, this delightful cabriolet is bodied by one of Frances most distinguished carrossiers, Henri Chapron. The company had been founded in 1919 by Henri Chapron, originally from Nouan-le-Fuzeler in the Sologne region of France, who had been apprentice to a coachbuilder at the age of 14 and established his own company in Neuilly, Paris, at the end of the Great War. Chapron was noted for the modernity of his designs for, unlike the majority of his rivals, he carried no baggage from the horse-carriage era.
This particular car is finished in dark blue with matching dark blue leather interior trim. In 1996 it was serviced by the famous specialist Arthur Archer of Dunmow, Essex, England, while its engine was overhauled by Bruno Kühnis Oldtimer in 1997 and bills are available covering this work. The multi-faceted 135 was the keystone of a survival plan drawn up by Delahaye, one of Frances oldest car manufacturers, to cope with the crisis-hit 1930s. It sprang from a remark made over lunch by Ettore Bugatti to Delahayes veteran manager Charles Weiffenbach: Your automobiles are dependable and solidly-built, but not very sporting. You need to aim higher...The task of aiming higher was entrusted to Delahayes brilliant assistant chief engineer Jean François and his assistant Monciny. François had joined Delahaye in 1922 from the ephemeral Beck company of Lyon, where he had designed a remarkable 1,500cc car with all-round independent suspension by coil springs and trailing arms. The first fruit of his labours was the Type 138 launched at the 1933 Paris Salon, which had a clever parallelogram independent front suspension system with a transverse leaf spring as the lower member. Its pushrod ohv 3,227cc six-cylinder engine was developed from a robust 2,874cc power unit launched simultaneously in 1931 in the Type 126 car and a new high-speed 3-4 ton commercial vehicle.Jean François developed a new chassis, known as Type 135, which used the simple but effective independent front suspension layout of the earlier Type 138. The new chassis was immensely strong, with Bloctube welded box-section side members linked by a central caisson of pressed steel cross members which met at the transmission tunnel, the whole being welded to a ribbed floor,. At the front, a single cross member located the transverse front spring and the water and oil radiators (the latter was an advanced feature for a road car at that time. The firewall also formed part of the chassis structure.A prototype of this new chassis with a single-carburetor 20 CV 3,557cc version of the six-cylinder engine was homologated on 8 June 1934 with the Service des Mines (the central French licensing authority) as a 135M (for modified) type, but the Type 135 didnt enter production until late the following year, still powered by the old 3,227cc engine.
Delahaye launched the 135 at the 1935 Paris Salon in two series - 18 CV (3.2 litres) and 20 CV (3.5 litres) - and several states of tune. The touring version of the 135 was a most delightful sporting car, of which author J.R.Buckley wrote, Their coachwork was the quintessence of elegance . . . these bodies . . . did for the cars what Schiaparelli, Worth and Patou did for the cars owners, for perhaps not too surprisingly, despite their impressive performance, a high proportion of Delahaye 135s were owned by women.Testing a two-door Delahaye 135 in the winter of 1938, the British magazine Motor covered 1,000 miles in three days, many of them for the sheer pleasure of driving it. There are few cars with such superb roadholding and steering, such performance and such instantly responsive controls.In running order, this handsome car has been on museum display, and careful recommissioning would be advisable before it returns to the road. It comes with starting instructions in German and a 1991 French Certificat DImmatriculation registration document. It was originally delivered to a Michel Paris in 1937 and its next owner was a M Mancier. Its third owner was one M Sirejols, presumably the Parisien garagiste who took over the BNC sporting marque after its two founders, MM Bollack and Netter, had left the company.In October 1991, the Delahaye was acquired by Jean Sage, passing into the ownership of Peter Kaus in 1998.
Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The decision was taken by Rover in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8. A limited-slip differential was also fitted. The MG RV8 debuted at the British International Motor Show in October 1992.
The interior featured veneered burr elm woodwork and Connolly leather.
The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers. The high price of the car put it in direct competition with contemporary rivals from specialist manufacturers such as TVR which offered modern technology and a more up to date driving experience.
A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. Three-hundred and thirty RV8s were sold initially in the UK. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000–2010 with a peak number of 485 registered at the DVLA in the UK. Several sources consider this a continuation of the MGB model.
Nosram Pearl ISTC ESC
Novak 8.5 Brushless Motor
KO Propo PS-2173 FET Servo
Futaba Receiver
Yuntong 5000MAh 20C LIPO Battery
Replica 'Kommandeurwagen'. Nice try, but it is obviously based on a much later bodyshell (post 1964). Shot on very expired Fuji Superia 800.
Technical specifications
Engine:
Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.
Power:
300 bhp at 6000 rpm
Torque:
550 Nm at 4000 rpm
Transmission:
Permanent four-wheel drive with M-Sport designed active centre differential.Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.
Suspension:
Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.
Brakes:
Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.
Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers. Hydraulic handbrake; Adjustable front / rear bias.
Steering:
Power-assisted high-ratio (12:1) rack and pinion. One and a halfturns lock to lock.
Wheels:
Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.
Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.
Bodyshell:
Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.
Electronics:
Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.
Fuel tank:
FIA FT3 tank, 94 litre capacity, located centrally.
Dimensions:
Length: 4362mm
Width: 1800mm
Wheelbase: 2640mm
Weight: 1230kg minimum
Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin roof grill, washer jet covers and lamp irons fitted. Wire handrails added and replacement engine exhausts fitted to replace the original class 30 versions.
All LBC resin kits except the East Kent double deck.
Chat. & Dist. Wey/K5G (GKE), M&D Wey/K5G (GKE), East Lancs/Bristol VR M&D NBC (OWE-K), East Lancs/Dominator M&D NBC (XRF-S), East Lancs/Dominator East Staffs. on hire to M&D (PRE-W), AEC Regent East Kent on loan to M&D (PFN) Fanfare bodyshell, AEC Regal M&D (JKM), AEC Regal M&D (KKK), AEC Regal M&D (KKK) later livery, Leyland TS7 M&D (CKO).
Comparison of Northern Counties resin bodyshells. On the left, the new Mirror Image kit, and on the right, the Lancer kit. The Mirror Image kit is a standard length Olympian, the Lancer one being long wheelbase. Both represent the lowheight version, however, and are fitted with barrel windscreens.
Fleet / Reg: 705 (SCK 570)
Chassis: Leyland Leopard PSU3
Body: Duple (Northern) Continental C40FT
Model: Much modified Fanfare resin
One of 6 36' Leyland Leopards ordered by Scout but delivered direct to Ribble and becoming the first 36' coaches in their fleet.
Model is an old Fanfare kit which, apart from having a beautifully shaped and dimensionally accurate bodyshell, was a truly awful kit with many casting flaws etc. However, I think the effort was worth it?
Class 33/2, 33204 on arrival at Folkestone Harbour having rolled the A1A Charters "Canterbury Tales" Railtour down from Folkestone East Sidings on Saturday 13th May 1995. This loco was withdrawn from service in February 1997 and sold into preservation the following month but only as a source of spares for sister loco 33208. Once all useful parts were removed, the remaining bodyshell was finally cut up on site at Ropley on the Mid-Hants Railway in February 2002.
The Sierra had recently replaced the Cortina, while the "jellymould" bodystyle was futuristic for the time, a lot of mechanical parts had been carried over from the Cortina.
BHK546Y was an unissued Chelmsford registration.
FSO were continuing to make the most of the Fiat 125 bodyshell and even older mechanical parts. The Polonez was a newer styled body hiding the Fiat hand me downs.
BKN380Y was actually a Mazda 323 1.3 Litre last taxed on 1 September 1999.
Likewise BKN383Y belonged to a Mazda 626 SDX 1970cc which lasted to 1 February 1994.
BKN...Y was a Maidstone issue of August 1982, there are some Mazdas coming up registered in the same block.
The chassis chop. Rebuilding work includes bonding a plastic patch (just visible) under the entire floor pan, and supporting the side walls using plastic strip also. I had intended to use brass, but in the end just used the plastic - the inset picture shows that the aisle will still be acceptably wide in spite of the thicker side walls. The visible white panels on the side walls are in the same positions as the brass patches on the bodysides. Hopefully, when the chassis is slid into the bodyshell, these components will line up without creating a bump in the sides! The space in the offside panel is for a white metal fuel filler to be glued in.
Class 442. 2413. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1A61 1318 Brighton to London Victoria service. Seen departing Brighton Station.
These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.
On this earth, I'm sure there are perfectly good reasons why a railroad wouldn't take a wrecked RS-11 and migrate the m-g set and controlling electronics to the carcass of a VO-660 with a broken crankshaft, but the Montreal Terminal Railroad (a) is a pure Alco joint, (b) with the technical skills to completely rebuild these things up to the day when emissions standards kill them dead, and (c) exists only in my mind.
So, an Athearn RS12 for the cab and frame (pretending to be a VO-660) and a long hood from an rs11 (or 32?) that I got as part of a big mess of rs11/32 shells and frames so I could get low short hoods for 578 & 576.
If I wanted the full SWBLW experience I'd take an Atlas RS11 frame, cut it down to size, then fit a pair of AAR-B trucks, but that's a bridge I can burn after I finish gluing this bodyshell together.
MG YB (1952-53) Engine 1250 cc S4 OHV Production 1201
Registration Number UMU 879
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.
The new MG YA was launched in 1947
.
The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.
Shot at The Enfield Pagaent 30.05.2010 ref 55-243
Porsche Carrera RSR (1973) Engine 2993cc H6 Production 49
Race Number 1 Mark Bates
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
RS stands for Rennsport in German meaning Racing Sport and the Carrera name was reintroduced from versions of the 356 model that were victorious in the Carrera Panamerica road races of the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
This car raced at Silverstone in the FIA Masters Historic Sports car Race
Shot at The Silverstone Classic 28th July 2013 Ref 95-684