View allAll Photos Tagged Bodyshell
www.rochdale-owners-club.co.uk/
Rochdale cars were a series of mainly glass fibre bodied British sports car made by Rochdale Motor Panels and Engineering in Rochdale, Greater Manchester, England between 1948 and 1973. The company is best remembered for the Olympic coupé made between 1959 and 1973
The Rochdale company was founded in 1948 by Frank Butterworth and Harry Smith in an old mill building in Hudson Street, Rochdale. They performed general motor repairs and made themselves some alloy bodies, usually single-seaters, for racing Austin 7s and other cars. They went on to sell the bodies as the Mk II.
The breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker[3] and only the third glass fibre monocoque bodied car to enter production (after the Berkeley and Lotus Elite) This featured a closed coupé style bodyshell with the provision for 2+2 seating but the rear seats were very cramped and many builders left them out. Unlike many sports and low production cars of the time, wind down windows were installed.
Production started in 1960 using a Riley, twin-carburettor version, of the 1.5 litre BMC B-series engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs.
Wikipedia
Possibly 800 035 waits to depart from Platform 2. Destination unknown.
From Wikipedia
The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.
2002 Jaguar XJ8 Polished Saloon
Fully polished car to show off its all-aluminium construction
This car is an early pre-production X350 (V8 engine XU), which was specially finished in polished
aluminium to show off the new body material. Together with a similarty finished, supercharged,
XJR car, it was used for the launch presentation and motor show displays, before it was presented to
the collection of the Jaguar Daimler Heritage Trust for preservation. The X350 went on general sale
in April 2003. The observant among you may notice the slight difference in metallic colour between
the body panels and some of the trim items. The body is all polished aluminium whereas some of
the trim is chrome plated plastic.
The X350, so-called after its project code number, was introduced to the public at the motor shows
in the autumn of 2002 and was the seventh generation of the Jaguar XJ saloon. It was the latest
member of a family of cars that began in 1968 and by the time the X350 was introduced, had
reached a total production of over 800,000 cars. As the largest and most prestigious of the three
Jaguar saloon ranges, the new XJ was an up-to-date version of the classic Jaguar theme, and
remained the company's flagship.
The new car included many advanced features, notably the all-aluminium unitary construction
bodyshell, a six-speed automatic transmission and an air suspension system with double wishbones
front and rear. Styling and proportions were clearty inspired by its forebears. Despite this, the
X350 offered considerably more interior room and boot space than any previous XU saloon, mainly
achieved by building the car taller, while the aluminium construction helped to keep weight down.
After an absence of a six cylinder XJ model for some years, the new range again included an XJ6,
fitted with the 3 litre V6 engine also used in the S-TYPE and X-TYPE. The XJ8 featured the well-
known Jaguar V8 engine, now with capacities increased to 3.5 litres and 4.2 lÃtres, and fitted with a
supercharger in the top-of-the-line XJR version. The X350 cars were built in Jaguar's traditional
home factory at Browns Lane in Coventry, with bodyshells supplied from Castle Bromwich and
engines from Bridgend in Wales.
Gaydon, British Motor Museum : Jaguar Daimler Heritage Trust
This particular DS420 was originally supplied to Her Majesty the Queen Mother, replacing an earlier car of the same model that Her Majesty had used, and while in her ownership it was registered NLT 2, one of several NLT numbers found on cars owned by The Queen Mother. This car, finished in the traditional Royal colours of black over claret, was in fact the second from last of the DS420 range.
The Queen Mother decided that her Jaguar and Daimler cars should eventually return to the Jaguar Company’s museum, which duly happened after Her Majesty passed away in 2002.
When Jaguar merged with the British Motor Corporation in 1966, both companies manufactured limousine models, the ageing Daimler Majestic Major and the Vanden Plas Princess 4 litre. It was decided to replace both of these older models with a single new limousine, which would bear the Daimler name and would be based on Jaguar components, but which would be assembled in the Vanden Plas factory at Kingsbury in London.
The result was the DS420 which was launched in 1968 and co-incidentally became the first new model of the newly-merged British Leyland company. It was based on an extended floorpan from the Jaguar 420G, which made the DS420 the biggest ever British car with unitary body construction. The engine was the well-known Jaguar XK in 4.2 litre form, with an automatic gearbox as standard. The semi-razor-edged style of the body was probably inspired by some of the classic Hooper bodies on Daimler chassis.
The basic bodyshell was supplied by Motor Panels in Coventry and mechanical components were fitted by Jaguar at Browns Lane, before the limousines were sent to Vanden Plas for final assembly and trim. When the Vanden Plas factory closed in 1979, final assembly and trim moved back to a special Limousine Shop in the Jaguar factory at Browns Lane.
Being both a limousine and having its Royal connection the Trust receives numerous requests to use this car, and while we are happy to keep it running and driving we are normally fairly selective about its use. We were happy in April 1991 to provide this to our local Army depot – CAD Kineton for the retirement of the Station Commander Lt Col J Williams RLC.
Without his knowledge, his Regimental Sergeant Major – RSM Banks RLC contacted us and asked us to provide this car so that he could be chauffeured off the Station for the final time, in style. We are always happy to support CAD Kineton as their staff do a lot of STEM education work with the British Motor Museum, so with military precision and secrecy, we delivered the car and hid it one of the service garages that the Lt Col would definitely not visit for a couple of days.
It was wheeled out on cue for his final journey and he was driven off the Station by Station Master Driver WO2 N Gillan.
Jones, Menai Bridge Crossley Gurney-Nutting EY9194, built from a resin bodyshell by Paragon Models and EFE interior
As often the case with Japanese kits, this has a fairly basic level of detail but the bodyshell has a crisp, well-proportioned look to it. I have read that the casting may not be accurate for a '66 model, but as I have no knowledge of it at 1:1 that doesn't bother me. I already have an idea for how this could look.
Believe it or not, this fine-looking Vauxhall Victor is the crude blue one in the previous photo. The addition of decent wheels from the Oxford Diecast FB Victor is the biggest transformation, the base has been sprayed with chrome paint and the bodyshell brush painted in Humbrol grey, a typical colour for these. The FC Victor was marketed by Vauxhall as the '101' because it supposedly had 101 improvements over its predecessor.
1/32 slot car Triumph Spitfire mk1 c.1964. PSR resin bodyshell & chassis, slimline motor.
The Triumph Spitfire was originally designed by Giovanni Michelotti.
Colas Class 66 heading South through Northallerton Station
On the privatisation of British Rail's freight operations in 1996, English, Welsh and Scottish Railway bought most of British Rail's freight operations. Many of the locomotives that EWS inherited were either at the end of their useful life or of doubtful reliability. EWS approached General Motors Electro-Motive Division (EMD), who offered their JT42CWR model which had the same bodyshell as the EMD built Class 59; this gave the advantage of having a locomotive of known clearance. The engine and traction motors were different models from those in the Class 59. Additionally, the Class 66s incorporated General Motors' version of a steering bogie - designed to reduce track wear and increase adhesion on curves.
The initial classification was as Class 61, then they were subsequently given the Class 66 designation in the British classification system (TOPS). Two hundred and fifty were ordered and built in London, Ontario, Canada. In 1998, Freightliner placed an order for locomotives. They were followed by GB Railfreight, and then Direct Rail Services.
Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive
Colas Rail
Colas Rail took over the ex-Advenza Cemex Cement flow after the company went bust utilising ex Advenza locomotives. During 2010 they took on 66843 and laterly 66844 which both had been on lease to GBRf, they also took on ex DRS 66410 which was renumbered 66845.
TVR Tasmin Convertible (1980-84) Engine 2792cc V6 OHV
Registration Number FRN 112 W
TVR SET
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
The TVR Tasmin was designed by Oliver Winterbottom as the first of TVRs wedge shaped cars which formed the basis of its 1980's model range launched in 1980 as a 2=2 Coupe The Tasmin was the first production car in the world to have both a bonded windscreen and also to incorporate the aerial in the rear screen heater element. As with all TVRs, the running gear was located in a tubular spaceframe steel chassis which was powder coated for extra corrosion resistance. Much of the running gear was sourced from Fords of the period. The suspension and steering was sourced from the Ford Cortina, with TVR engineered trailing arms at the rear,
In 1981 a series II car appeared, incorporating various improvements or modifications to the series I. These included a front suspension redesign, returning the tie-rods to the tension mode used by Ford rather than the compression mode into which TVR had initially installed them addressing the complaints of bump steer A bodyshell restyle also altered the proportions of the car (largely by tilting the previously-vertical glass tail panel) so it appeared shorter in the nose and longer at the rear; this coincided with the launch of the convertible/drophead version
Shot at Catton Hall 02.05.2010 Ref 53-153
Classic Days Schloss Dyck 2018 - Driven by Dave Marcis, a NASCAR legend and the last team owner without manufacturer support. Frame is from 1979, bodyshell from 1985. 5.7 litre V8, max. 850PS, detuned 650PS.
Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin foot steps fitted and nose door filled with filler.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
Etched components from Shawplan used to replace the moulded fan and grille on a Hornby Class 40 bodyshell
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
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
1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.
The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.
Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.
1:87. HO Gauge. This special freight wagon with its wrapped Loco Body load is/was not available in the UK and was imported by the Layout owner. Seen at Sheffield Model Railway Exhibiton 2012.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
The improved front end dash to the Panther bodyshell has seen this popular style continue. This one again up for sale during the initial period of my show visit.
Doncaster Railway Station South Yorkshire Virgin East Coast Japanese Hitachi Azuma Train passing the EMPTY factory where Sir Nigel Gresley used to build the finest BRITISH Steam Trains in the world. Virgin Trains should be ashamed at buying Foreign Trains.
VTEC plans to take delivery of its first four Azumas from Hitachi in 2018. The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom based on the Hitachi A-train design. They have been built by Hitachi. These trains are being assembled at the Hitachi Newton Aycliffe facility from bodyshells shipped from the Kasado plant in Japan; NO body construction takes place in the UK.
A Trainspotting Nightmare these Japanese trains have NO NUMBERS. To add insult to injury they have Japanese writing. Shame on VTEC
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
I photographed this car on a visit to the Donington Park Museum in May 1989. The museum sadly closed in November 2018, cars on loan going back to the owners and as far as I'm aware the rest were put up for auction. It's a 1948 Alta which was raced by George Abecassis in 1948 and 1949. I've recently come across the book that I bought at the museum on one of my visits there, and this is what it has to say about the Alta:
'The Alta - Geoffrey Taylor's 'Special'
Geoffrey Taylor was an arch motoring enthusiast. He built his first Alta car in a small workshop behind his home in Kingstone-upon-Thames between 1928 and 30, painstakingly fashioning vital engine parts out of the solid. This was followed by a line of sports and independently-suspended racing cars until he outbreak of the war.
He outlined a design for a 1½ litre supercharged Grand Prix car towards the end of the war, and announced his plans with a flourish in November 1945. But post-war shortages delayed the car's debut until 1948, when 'GP No. 1' appeared in the British Empire Trophy race in Douglas, Isle of Man.
The new Alta used an updated version of Taylor's well-proven twin overhead-camshaft four-cylinder engine, supercharged by a Roots-Alta blower driven from the crankshaft nose. He used a special four-speed all-synchromesh gearbox of his own construction with a low drive-line, allowing the driver's seat to be very low-mounted within a rakish and sleek bodyshell, reminiscent of the pre-war Mercedes also copied by ERA in their unsuccessful E-Type.
George Abecassis raced the car throughout 1948 and 1949, while his HW Motors partner John Heath also drove on occasions. Its best performance was in the 1949 British GP, when Abecassis ran fifth before a broken float chamber forced him to stop. He then fought his way back through the field to finish seventh.
For 1950 this duo concentrated on their own Alta-engined HWMs, while the same engine became standard in 2½ litre form in Connaught cars. Tony Brooks won the 1955 Syracuse Grand Prix in one of these Connaughts to score the first all-British Continental GP victory since 1924!
Three of the rubber-block suspended GP Altas were built; the others went to Geoffrey Crossle and Joe Kelly, and the Collection's car includes parts from all three.
Engine:4-Cyls IL; 2VPC; 2OHC; 78mm x 78mm. 1490cc; 230bhp/7000rpm; (S).
Chassis: Round tube ladder frame
Suspension: IRS/IFS by wishbones and rubber blocks.
Brakes: Drums, hydraulically-operated.'
1/32 resin slot car Alfa Romeo Alfetta GTV6 ETCC race car in Marlboro livery c.1982. Model Masters resin body and PCS32 chassis.
Complete with Ferrari Dino 246GT bodyshell. A hybrid of a very different kind!
Haynes International Motor a Museum, Sparkford, Somerset. Breakfast club, Sunday 8 January 2017.
Porsche (996) GT3 (1997-05) Engine 3600cc H6 335bhp
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 996 was introduced in 1997 for the 1998 model year, replacing the Porsche 993, designed by Pinky Lai under chief designer Harm Lagaay, with an all new body and interior The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.
The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296bhp. Initially
The 996 platform was used as the basis for two lightweight GT variants called GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped for weight saving. The GT3 used the bodyshell of the four-wheel-drive Carrera 4, which incorporated additional front-end stiffening, it also featured stiffer suspension and upgraded brakes. Introduced in 1999 it featured a naturally aspirated 3.6-litre flat-six engine generating a maximum power output 355bhp
996.2
The early 996 had the same front end as the entry-level Boxster, but customer resistance led to a redesigned headlight in 2002 unique to the 996 thus separating the appearance of the two models engine capacity was also increased to 3.6 litres increasing the output of the naturally aspirated gars by 15bhp and the Targa model was added to the model range
The 996 Carrera was superceeded by the 997 for the 2005 model year, though the 996 versions of the Turbo S, GT2 and GT3 models continued into 2005 and 2006 The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6 L engine from the MK.I, now rated at 375bhp
Diolch am 78,260,639 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,260,639 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1378
Unknown Capri event, early 90's. October 1971 saw the launch of the "Caprice" convertible conversion from Crayford Cars. Only 30 Crayford Capris were made. Extra stengthening was added to the bodyshell after the removal of the hard top.
The car was based on either the 1600GT or 2000GT engines.
The forlorn bodyshell of Class 73/1, 73134 "Woking Homes 1885 - 1985" stands in its long-term resting place outside the Brush Traction works at Loughborough.
Having been used as a spares donor for the 73/9 rebuilds done at Brush, the future remains unclear for 73134 - with its fate being even more uncertain following the recent announcement that the Brush Traction works will close by the end of 2021.
Newcastle England
Beauford is a British automobile company originally based in Upholland, Lancashire but later moving to Stoke on Trent. The cars are supplied in kit form.
The first cars were made in 1985 and used a Mini bodyshell as the passenger compartment later replaced by a glass fibre moulding. This was mounted on a ladder chassis. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s luxury car. A variety of power units could be ordered including Ford, Nissan and Rover. The suspension can be sourced from the Ford Sierra.
Both open and closed bodies were made. The cars became popular as wedding transport.
1/32 slot car AC Shelby Cobra 289 mk2 c.1963 in SCCA livery. Revell bodyshell, MRRC chassis with in-line Mabuchi motor and full-depth cockpit.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
Coachwork by Henri Chapron
Chassis n° 4219414
The 1961 Paris Salon de l'Automobile show car
The Zoute Sale - Bonhams
Estimated : € 180.000 - 250.000
Unsold
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
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'. The newcomer's startling appearance had been determined by the requirements of aerodynamic efficiency, while beneath the shark-like, 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, and the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension is demonstrated by its survival in top-of-the-range models until relatively recently.
Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible). One of the most stylish cars of the 1960s, the latter was the creation of that most celebrated Parisian coachbuilder, Henri Chapron, who called his first such model 'La Croisette'. A native of Nouan-le-Fuzelier in the Sologne region of France, Henri Chapron founded his coachbuilding company in 1919 at Levallois-Perret, Paris. Unlike so many fashionable French coachbuilders, Chapron carried none of the mental baggage that came from having graduated to cars from building horse-drawn carriages; consequently, his work had a freshness and innate sense of proportion that was well suited to chassis of quality.
Chapron's interpretations of the Citroën DS and ID were quite different from the regular production versions. Chapron added fins to the rear wings as early as 1965 and launched his own version of an upmarket DS at the Porte de Versailles Salon de l'Auto in October 1964 using the name 'Majesty'. At first, Chapron's décapotable conversion was not approved by Citroën, forcing him to buy complete cars rather than rolling chassis, but eventually the factory relented and went on to produce its own usine version on the longer chassis of the ID Break (estate) model.
Chapron continued to build his own Le Caddy and Palm Beach cabriolets together with various limousines and coupés. Chapron's second take on a soft-top DS, Le Caddy first appeared in 1959 and represented a considerable improvement over La Croisette. Whereas the latter had used saloon-type rear wings, necessitating a covering strip for the join between the wing and the redundant rear 'door' panel, Le Caddy used a much neater one-piece wing. The saloon's front doors were used until 1960 when longer ones were adopted, resulting in a further improvement in the design's proportions. Only 28 examples of the Le Caddy cabriolet were built between 1959 and 1968. Needless to say, they are all highly desirable.
In August 1961 this DS19 was despatched by Citroën to Henri Chapron for it to be modified into a 'Le Caddy' convertible to model-year 1962 specification, and the completed car was duly exhibited at the 48th Paris Auto Show from Thursday 5th to Sunday 15th August 1961. According to the Chapron certificate on file, this chassis was delivered to Henri Chapron, 114-116 rue Aristide Briand, on 4th August 1961.
When it arrived at the factory in Levallois-Perret, the car was given the Chapron number '7459 '.
This car is the 10th 'Le Caddy' cabriolet out of the 28 built by Henri Chapron. The car was originally painted in 'Or Longchamp' ('16288') and had a 'Sweet Calf Peggy' interior, black soft-top and soft-top cover in 'Sweet Calf Peggy', same as the interior. After the Paris Auto Show, the car was delivered to a Mr Ricard who lived in Paris. In accordance with his order, the car came with a hardtop, 'Radiomatic' radio, and a mirror on each of the two front wings. (The hardtop is no longer with the car).
Fully restored some time ago, the DS is now presented in the Chapron colour 'Bleu Royal', while the interior is trimmed in natural leather. The current vendor purchased the car around 12 years ago. Sold with a French Carte Grise de Collection and a Chapron certificate, this stylish Le Caddy represents a wonderful opportunity to own a superb example of Citroën's and Chapron's 20th Century motoring icon.
1/32 slot car Porsche 917 c.1969. Driven to 1st place in the Kyalami 9hr race by David Piper and Dickie Attwood. Resin bodyshell & chassis.
Mercedes-Benz Sprinter 311 CDI.
In Europe, the Mercedes-Benz Sprinter is a light commercial vehicle, built by Daimler AG of Stuttgart, Germany as a van, chassis cab and minibus, and sold as a Mercedes model. The first generation Sprinter was launched in Europe in 1995 to replace the famous but outdated Mercedes-Benz T1 van (dating from 1977). The second generation Sprinter was introduced in Europe in 2006. It was voted Van of the Year 2007 by Professional Van and Light Truck Magazine. In the U.S., it is built from complete knock down (CKD) kits and sold by Freightliner. Their automobile platform and bodyshell is also used in a joint venture with Volkswagen Commercial Vehicles who made the Volkswagen LT and the Crafter.
Stobart Rail are the leaders in the provision of Rail Infrastructure Engineering and Rail Freight solutions. Incorporated in 1993 as WA Developments by Andrew Tinkler, now Chief Executive Officer of Stobart Group, Stobart Rail represents the civil engineering and rail-based freight elements of the UK’s leading multimodal transport business.
Or for those who might know, it's a Bond Bug microcar
I tried extracting the orangeness of the bodyshell against the white here, but didn't find any edits I was happy with...
Siemens' prototype bodyshell for Eurostar's Velaro e320 was spotted at InnoTrans 2010, a month before the order was announced!
Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
The P3 was in production from 1960 until 1964.
source : wikipedia.org
1/32 slot car renault Dauphine Gordini c.1962 track car. A2M resin bodyshell and modified Scalextric chassis with a Mabuchi motor.
The assembled bodyshell has had the doors refitted and the upper windscreen and rooflights fitted. The joint between the upper and lower sections of the dashboard has been fitted, sanded and repainted as it is visible through the windscreen
he V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
Old Warden Aerodrome Rally
Designed and built by Autotune in 1983 the Aristocat is a replica ´within the spirit´ of the famous Jaguar XK Series of Sports Cars.
Built with Jaguar's written permission, the Aristocat uses all Jaguar XJ6, SI, SII, SIII, XJS or XJ12 components housed in a steel spaceframe chassis.
For ease of build the Aristocat uses the XJ series suspension un-modified, resulting in the car being five inches wider than the XK120 or XK140, but only one inch wider than the XK150. The additional width, let in down the centre of the car, allows for a more spacious cockpit and boot than the originals and drivers of well over six feet can be easily accommodated.
In order to satisfy the purists, Autotune designed and produced the Aristocat Coupe in 1991. This is a dimensionally exact replica of an XK140 Coupe, again using all XJ6 or XJS components housed in a steel spaceframe chassis.
Modifying the suspension to fit under the narrower bodyshell however, makes this a more complex and expensive build.
Coupe
The Aristocat´s blend of classic looks with modern mechanical components produces a very capable vehicle, the original prototype being timed by a member of the media at 0-60 MPH in six seconds and a top speed of over 150 MPH.
Autotune joined the SMMT early on in the evolvement of the car, completing most of the criteria required by the current SVA testing back in 1992. TUV (UK) Ltd., on behalf of the SMMT, tested the Aristocat from all aspects.
Designed to suit various budgets, the Aristocat can be built using around 80% of the components from the donor Jaguar, even including such items as the seats and dashboard helping to reduce those build costs. Additionally there are various kit options, including three different windscreen options all varying in cost.
With 20 years of continuous production and exports in most European countries, Russia, New Zealand, Scandanavia, etc. The Aristocat has shown itself to be a well designed and proven vehicle, and must surely deserve a closer look.
Currently under development and due to go into production is an alternative new chassis, designed to take the suspension and other mechanical components from the 1986 and onwards XJ40 and XJ6 Jaguars.
1967 Daimler Sovereign 4.2
Lot 1 (Kempton Park Racecourse, 18th October 2006)
Sold for £5,738
(including buyers premium)
Lot details
Registration No: PGV102E
Chassis No: 1A32348DN
Mot Expiry: April 2007
Introduced in 1966, the Daimler Sovereign was a more luxurious version of the contemporaneous Jaguar 420. Differentiated from its badge-engineered sibling by means of a different grille and better standard equipment, it otherwise shared the same four-door monocoque bodyshell equipped with all-round independent coil-sprung suspension, disc brakes and a detuned version (245bhp vs. 265bhp) of the Jaguar MKX's 4235cc DOHC straight-six engine. In many ways a testbed for the forthcoming Jaguar XJ6's styling and mechanical layout, the Daimler Sovereign remained in production until 1969 by which time some 5,829 are thought to have been made. Among the rarest of the Browns Lane designed Daimlers, the Sovereign is a highly underrated motorcar.
Finished in British Racing Green with suede green leather upholstery, this particular example is described by the vendor as being in "very good" overall condition. Reportedly "a very rare manual (overdrive) matching numbers original colour car with Jaguar Daimler Heritage Trust Certificate", 'PGV 102E' is further understood to have been begun life in the Channel Islands where it was used for "diplomatic service until returning to the UK during 1976". Apparently treated to refurbished front / rear subframes (new mountings, suspension bushes, bearings, universal joints, wheel bearings etc), an overhauled steering box, rebuilt differential, reconditioned callipers and new brake discs by its previous keeper, the Daimler has also benefited from replacement carpets / headlining and dashboard relacquering. Indeed, the car is thought to have had "some £4,000 recently spent on it". Though, we are informed that "no receipts are available as the owner purchased parts at Jaguar Spares Days and carried out the work himself". Boasting "new wire wheel hubs / spinners, tyres that have done less than 2,000 miles, power steering and a period Motorola radio (in working order)", 'PGV 102E' is said to "drive well with good oil pressure". Believed but not warranted to have covered 59,000 miles from new, this pampered Daimler is offered for sale with MOT certificate valid until April 2007 and historic class (free) road tax until March 2007.
www.handh.co.uk/auction/lot/1-1967-daimler-sovereign-42/?...
Austin Allegro (Ser.1) 1100DL (1973-76) 1275cc S4 Tr.
Registration Number KJW 395 P (Birmingham)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Allegro was designed by Harris Mann 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 86,812,833 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 86,812,833 amazing views, every one is greatly appreciated.
Shot 05.09.2021 at Himley Hall, Himley, Wolverhampton Ref. 121-015