View allAll Photos Tagged Bodyshell
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
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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
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
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
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
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
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was built so that Porsche could enter racing formulae that demanded acertain number of road cars of the same specification were built for homologation purposes. The RS (Rennen Sport) was originally introduced with a 2687cc engine developing 210bhp with Bosch (Kugelfischer) MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and arches. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
n 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW).It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg
49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
This car raced at Silverstone in the FIA Masters Historic Sports car Race
Thanks for 18.7 million views
Shot at The Silverstone Classic 28th July 2013 Ref 95-683
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
Lancia Fulvia Sport (1967-76) Engine 1584cc V4 Production 134,035 (+ 6170 Sport models)
Registrtion Number TYD 888 M
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The Fulvia Coupe was originally launched in 1965 as a compact 2 dood, designed in house by Piero Castagnero with a shorter wheelbase than the Saloon and initially powered by a 1216cc, or 1231cc engine with 80bhp. Numerous versions followed powered by a variety of 1300 and 1600cc engines.
The Sport is a rebodied Coupe, with an aluminium bodyshell, the 1600 has an uprated 1584cc engine producing 115bhp, this version has electric front windows and was the fastest of the production Fulvia's with a top speed of 118mph
Shot taken 7:08:2011 at Prescot VSCC Hillclimb, Gothrington Ref: 77-442 .
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
(Wikipedia)
- - -
Der Jensen Interceptor war ein Sportwagen der GT-Klasse, den die britische Automobilmanufaktur Jensen zwischen 1966 und 1976 baute. Die Bezeichnung Interceptor hatte Jensen bereits 1950 für einen Vorgänger verwendet, der heute meist als Early Interceptor bezeichnet wird.
(Wikipedia)
Taken 04/03/19; I seem to fit into the minority asi find the Class 800s visually pleasing and quite like the green livery which I know many find dull. According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
The spare Class 321 bodyshell, which is being used as a source of spares, is seen at Doncaster Works on 7th April 2015.
So after building my N Scale GE "shovel nose" White Pass & Yulon Route loco, I had to find a way of representing one of the Alco DL-535Es. I did it by converting an old Alco 420 bodyshell. The loco is an unpowered dummy that can work with its GE counterpart. I built the chassis from pastic card, mated to two three axle passenger trucks, originally silver but then painted black. In this scale (1:160) from most viewing distances you don't notice the trucks! At this point the model is awaiting some additional detailing, including its roof-mounted air horns. The real White Pass & Yukon Route is a narrow gauge (3ft) railway, based in Skagway, Alaska, but my models are standard gauge (4ft 8.5ins). Funnily enough, I only built the locos because I bought two White Pass passenger cars that are only available at their Skagway store. These are both Athearn standard gauge N Scale models, rather than Nn3 (which uses Z scale standards to represent 3ft narrow gauge railroads).
The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine - uniquely for the 127 this was the five-bearing OHC "Brazil" 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks.
There was also a "high-cube" panel van version, known as the Fiorino which was based on the Series 2 bodyshell, and this remained in production until 1984, when a new Uno-based Fiorino debuted.
In Scandinavia and the Baltic nations it was particularly successful, and there are still many in circulation today.
From Bonham's catalogue:
Sold for £2,070 inc. premium
Footnotes
Its styling inspired by Raymond Loewy's Studebakers, an entirely new range of cars was introduced by the Rootes Group in the mid-1950s, the first arrival with this new look being the Sunbeam Rapier. A two-door sports saloon, the latter was announced in 1955, in advance of its Hillman and Singer siblings. Whitewall tyres and a chromed waistband dividing the two-tone colour scheme were obvious transatlantic influences, while the Rapier's pillar-less bodyshell and unique wind-down rear quarter window made for the ultimate in fresh-air motoring this side of a full convertible. Styling changes, mechanical improvements, and larger and more powerful engines were introduced as the Rapier progressed through Series I to V over the next ten years.
The Rapier played an important part in Rootes' competition programme, achieving some notable successes both in circuit races and on the 'rough stuff'. The car was first raced in Series I form in the 1956 Mille Miglia but rallying was its true forte, as demonstrated by an impressive tally of class wins and team awards extending into the 1960s. In 1958 Peter Harper finished 5th in the Monte and won the RAC Rally outright, while Paddy Hopkirk finished in 3rd place on the 1959 Alpine event. The Tour de France was another event in which the Rapier excelled, as exemplified by a commanding 1, 2, 3 class finish in 1962.
The overdrive-equipped Rapier offered here is an example of the Series IV, introduced in October 1963, which featured a more powerful version of the existing 1.5-litre engine and, from October 1964, an all-synchromesh gearbox. Other significant changes included 13" wheels and a diaphragm clutch. Owned by the current vendor for a number of years, '452 GYU' has been used periodically for rallies/shows and has been driven by his wife. Described as in generally good condition, with original interior, the car is offered with sundry bills, current MoT/tax and Swansea V5. A Holbay modified engine is the only notified deviation from factory specification.
Lot heading
1964 Sunbeam Rapier Series IV Saloon
Registration no. 452 GYU
Chassis no. B/3300791/OD/HHO
Engine no. B/3300791/OD/HHO
Fleet / Reg: 1057 (EFV 148)
Chassis: Leyland Royal Tiger
Body: Duple Roadmaster
Model: Much modified Dinky diecast from 1950's
Notes: Dinky bodyshell modified with Mark Hughes white metal wheelarch inserts, Boltons Bits window sliders and an EFE interior and chassis. Other changes include new lights and grill, new windscreens, new upper trim, thinned window pillars and added details. Ex Standerwick coach modelled in it's last couple of years with the Ribble main fleet..
Footnote: This model won the 'Best in show' title and trophy at the 2011 Crewe Model Bus Federation show.
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.
AUDI AGs high performance private subsidiary, creates even higher performance versions, known by their "RS" badging. The "RS" initials are taken from the German: RennSport - literally translated as "racing sport". RS is Audi's highest performance 'top-tier' trim level, positioned distinctly above the "S" ("Sport") specification level of Audi's regular model range.
Audi RS cars are some of the most powerful vehicles ever offered by Audi. The Audi RS6 5.0 TFSI quattro, for instance, is more powerful than the Audi S8 5.2 FSI quattro.
Available for limited time scales, on a restricted model range, these "RS" models are wholly designed, developed and produced in-house by Audi AG's high performance private subsidiary company, quattro GmbH, at its Neckarsulm factory, and usually have a wider bodyshell (sometimes informally referred to as 'widebody') to allow for a wider front- and rear-axle track.
All "RS" cars pioneer some of Audi's latest and most advanced technology and engineering prowess, therefore, "RS" cars could be described as "halo vehicles".
There used to be only one RS model in production at a time, but recently Audi has revised its politics and decided to make more than one RS model at a time, claiming that "customers want them, then why not give it to them"
950001 was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. It was originally classified as a Class 180 test unit, but since this designation is now used by the new First Great Western "Adelante" units, it has been reclassified into the departmental series. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows: DM: 999600-999601
WH Davis site, Mansfield [UK], 7.2.2014
2. Generation Biomass Hopper
[D]: Hier wird ersichtlich, warum der Wagenhalter Drax Power Ltd. die Wagen mit Vinylfolien bekleben ließ: Die ersten Wagen wurden offensichtlich noch im unbehandelten Zustand "rostfreier Stahl" ausgeliefert....
[EN]: That is why the wagon keeper wanted the cars carrying these colourful vinyls: The first batch of Tafoos-biomass hopper were still delivered with the bodyshells in "pure stainless steel" condition...
CGS Hawke (1992-99) Engine 2993cc S4 Ford Production 115 approx
Registration Number NKR 665 W
GCS (Gary Colin Specialist) Cars was founded by partners Garry Hutton and Colin Puttock trading initially from Orpington, Kent, as part of a range of activities, they offered a ‘build service’ for customers of a variety of kit car manufacturers.
Their Hawke sportscar was developed in the early 1990s as a two door open top sportscar that bore a striking resembleance to the Morgan Plus 8though there are no common parts, unlike the Morgan which has an ash frame the Hawke has a one piece GRP bodytub with integral floor to which the nosecone, front wings, rear wheel arches, doors, bonnet, and windscreen are added. It was designed to accept Ford Cortina / Sierra donor vehicle running parts and this led to the bodyshell and wings being considerably wider than the plus 4 Morgan.
Early models used the Ford Cortina as donor for engine, gearbox, electrics, front and rear axles and suspension components. Kits were adapted to meet customer requirements and to take a variety of Ford engines, plus the Rover V8 and others, such as the Nissan 2.8 litre straight 6 and Fiat 2000. Continuous improvement saw the introduction of the Sierra as the donor vehicle with kit specific suspension components, wider wings, the use of Gel Coat on some kits and the introduction of Roll Bars to help meet SVA requirements and improve safety. With the introduction of Sierra based models, the +2 variant was quietly dropped.
CGS ceased trading in 1999, following the onset of ill health to one of the partners and the production rights, associated equipment and order book were sold to Jim Dudley of Tiger Racing. Despite input from Colin Puttock, to ensure a smooth transition of production, Tiger manufactured only a handful of vehicles before the model did not sit well with Tigers other products, In August 2003 Paul Chapman and Richard Laking of LCD purchased the Hawke project, but, after an enthusiastic start incorporating a number of improvements, notably the adaption of the kit to take the Ford Zetec range of engines, production stalled and no new kits have been produced since 2007.
Thanks for 19.1 million views
Shot at the VSCC Hillclimb, Prescot, Gloucestershire 03:08:2013 Ref 95a-889
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.
BMW H2R
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BMW H2R
The BMW H2R ("Hydrogen Record Car") is one of the first of a new breed of racecars adapted to run on liquid hydrogen fuel. Conceived and developed in the relatively short time of 10 months, it has set nine international speed records at the Miramas Proving Grounds in France.
The H2R’s 6.0-liter V-12 engine, which draws on BMW's Valvetronic and Double-VANOS technology, is based on the 760i’s gasoline-fueled powerplant. This H2-powered high performer generates 232 horsepower (173 kW), helping it to achieve a top speed of over 187.62 mph (302 km/h).
[edit] Technical data
On the high-speed track at Miramas the BMW H2R set nine international and FIA-ratified records with hydrogen combustion engines.
* Maximum speed: 300.175 km/h (186.52 mph)
* Engine: twelve-cylinder hydrogen concept engine
* Nominal engine power: 982 bhp (732 kW)
* Bodyshell: aluminium space frame structure
* Outer shell: carbon-fibre-reinforced plastic
* Vehicle dimensions: 5.40 metres (212.6 in) long, 2.01 metres (79.1 in) wide, 1.34 metres (52.8 in) high
* Vehicle weight including driver: 1560 kg (3439 lb)
* Drag coefficient (cw): 0.21
[edit] Records
Record Time (s) Speed
Flying-start kilometre 11.99 187.62 mph (301.95 km/h)
Flying-start mile 19.91 181.85 mph (292.66 km/h)
Standing-start 1/8 kilometre 9.92 45.62 mph (73.42 km/h)
Standing-start 1/4 kilometre 14.93 60.62 mph (97.56 km/h)
Standing-start 1/2 mile 17.27 65.15 mph (104.85 km/h)
Standing-start mile 36.73 98.60 mph (158.68 km/h)
Standing-start 10 miles (16 km) 221.05 163.81 mph (263.63 km/h)
Standing-start kilometre 26.56 84.72 mph (136.34 km/h)
Standing-start 10 kilometre 146.41 153.90 mph (247.68 km/h)
A nice old Lada 1200 parked in our street, June 2013.
Egy szép régi Zsiguli Hódmezővásárhelyen, 2013. júniusában.
Lada 1200, officially VAZ-2101 is a compact sedan car produced by AvtoVAZ from 1970 to 1989. VAZ was founded in the mid-1960s as a collaboration between Fiat and the Soviet government, and the 2101 was its first product. The 2101 is a re-engineered version of the Fiat 124 tailored for the nations of the Eastern Bloc, but was widely exported to the West as a budget "no-frills" car. Known as the Zhiguli within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, an overhead camshaft engine (in place of Fiat's OHV unit), and the use of aluminium drum brakes on the rear wheels in place of disc brakes. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump. AvtoVAZ was forbidden from selling the car in competing markets alongside Fiat 124; however, exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer model. The 2101 was sold in export markets as the Lada 1200, Lada 1300 and Lada 1200S until 1989.
Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6
Registration Number H 5 AOB (Cherished number originally allocated for issue circa 1990 from Birmingham)
PORSCHE ALBUM
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 wheelarches 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 liter 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
Diolch am 81,780,197 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 81,780,197 amazing views, every one is greatly appreciated.
Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-130
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