View allAll Photos Tagged Bodyshell
From Bonham's Catalogue:
Sold for £19,550 inc. premium
Footnotes
An Elite-type glassfibre monocoque having proved insufficiently rigid when applied to an open car, Lotus boss Colin Chapman came up with a simple but effective steel backbone frame for the company's new Elan sports car. So successful was this chassis design that it still forms the basis of today's Lotus cars. Suspension was all independent with unequal-length wishbones at the front, while a wide-based lower wishbone and modified Chapman Strut, ¬ as used in Lotus's Grand Prix cars, ¬was employed at the rear. Rack-and-pinion steering was sourced from the Triumph Vitesse, and there were Girling disc brakes all round. The Elan's engine was a highly-modified 1,498cc (later 1,558cc) Ford Cortina unit topped with Lotus's own twin-camshaft cylinder head, and both gearbox and differential came also from Ford. As development progressed the Elan became more civilised, the final Series 4 - introduced in March 1968 - benefiting from dashboard fresh-air vents and improved interior trim and fittings. The bodyshell was slightly thinner - and lighter - than the S3's and featured flared wheelarches accommodating wider wheels, side repeaters and larger Plus 2-style rear lights. Adequately powerful, light in weight and endowed with exceptional roadholding and handling, the Elan proved an immense commercial success for Lotus, slightly fewer than 9,000 being produced by the time production ceased in 1973. Even today there are few more rewarding driver's cars around.
This Elan S4 fixed-head coupé is to 'SE' (Special Equipment) specification, featuring electric windows and centre-lock wheels. The car does not appear to have had a full rebuild but comes with a large history file containing many invoices for work carried out, which has included a specialist engine overhaul. 'VRF 650G' is currently being refinished to a very high standard and starts and runs very well, while the original interior is exceptional for its age. This very smart and attractive little sports car is offered with the aforementioned history file, five expired MoTs, current road fund licence, MoT to October 2013 and Swansea V5 document.
Lot heading
1969 Lotus Elan S4 SE Coupé
Registration no. VRF 650G
Chassis no. 36/8970
Engine no. L18828
Ford Lotus Cortina Mk.2 (1967-70) Production 4032 Engine 1558 cc S4 DOC Lotus twin cam twin carburettor.
Registration Number RLX 624 E
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Top speed 105 mph Using the mark 2 Cortina bodyshell with uprated suspension and wider wheels than the standard. More comfortably equipped than the Mk.1 now built by Ford at Dagenham instead of Lotus at Cheshunt. Used as Fords mainline competition car for 1967.This car bears the decals of the London-Sydney Rally and names of all of its sponsors Shot at the National Heritage Museum, Gaydon, Warwks. 25.04.2010 Ref 51-31
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 success of the MX-5 had given Rover confidence that the market for 2 seater roadsters had re-emerged, and the decision was taken 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.
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.
A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. In the UK, 330 RV8s were sold initially. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000 and 2010.
Chassis n° RE 60-01
Alain Prost
Estimated : € 200.000 - 300.000
Sold for € 228.760
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Single-seater from the fascinating turbo era
- Perfect history, owned by Renault from new
- Used until 2007 by Erik Comas
- Very interesting recommissioning project
At the end of the 1984 season, the Renault team was rather shaken, following disappointing results and the departures of Gérard Larrousse and then of Michel Têtu for Ligier. It left journalists asking questions, as Gérard Flocon did in L'Automobile Magazine: “Is this a dead end or, on the contrary, should we expect a fresh start?” The answer was given by Max Mangenot, CEO of Renault Sport: “After Kyalami [in 1983, when Prost lost the title to Piquet], we could simply have stopped. That would have been the easiest thing to do, but we chose not to, as we felt that Formula 1 remained an essential objective for Renault.” This was confirmed by Gérard Toth, who took over from Larrousse as the head of Renault Sport: “In 1985, we had to reach the highest level.”
Renault did not therefore throw in the towel, and in January 1985 it took the wraps off its new racing car, the RE 60, assigned to its two drivers, Patrick Tambay and Derek Warwick. With an attractive streamlined shape similar to the RE 50, it had differently placed radiators: these were no longer angled in relation to the ground, but in relation to the centreline of the car, allowing the hot air to escape at the sides without obstructing the flow of air over the rear spoiler. The suspension was completely reworked and, above all, the car had a new engine, the EF15, which Bernard Dudot, speaking of its ultimate version in 1986 (the EF15C), described as “the best of all the Renault F1 turbo engines”. In qualifying trim, the V6 could produce 1000bhp, but to begin with, the cars had to make do with the EF4B engine, an interim version which benefitted from many of the changes made to the EF15.
The 1985 season did not, however, live up to the expectations of the Renault-Elf team and its best results were two third-place finishes for Tambay: on 21 April at the Portuguese Grand Prix, in the rain, and on 9 May at Imola. In the other rounds, the team failed to deliver, whether in testing or in the race itself, the car suffering from inadequate performance and patchy reliability. It was all the more frustrating as the Lotus team, using the same Renault EF15 engine, achieved better results. Ayrton Senna claimed eight pole positions and two victories, in Portugal and Belgium, while his team-mate Elio De Angelis also won one race, at San Marino.
The consequences of these results would be felt well before the end of the year: on 27 August 1985, Georges Besse, Renault’s chairman, announced its withdrawal from competition in Formula 1. It was both a disappointment and a paradox: Renault, the pioneer in using turbocharged engines in F1, pulled out just as all the other teams had adopted the technology introduced by the French manufacturer.
Its sporting vocation nonetheless remained firmly rooted in Renault’s culture, and in 1986 it continued to supply its V6 turbo engines to Lotus, Ligier and Tyrrell, before returning in 1989 with another innovative engine, a naturally-aspirated V10. But that’s another story ...
RE 60-01B presented here is one of the eight RE 60s built by Renault Sport, all of which remained with the manufacturer, except for two bodyshells supplied to Henri Julien, the founder of AGS, who used them to produce two F1 single-seaters. The RE 60B first appeared at the French Grand Prix in July; it was 30kg lighter and featured various modifications, such as lower side pods, different front wheels, a new aero screen, a narrower rear engine cover, differently placed oil coolers and a new transmission.
This car was primarily used for development work, with numerous tests carried out by the team’s drivers, Tambay and Warwick.
Once its racing career was over, the RE 60-01B was delivered by Renault Sport at the end of 1985 to Renault's Public Relations department, and it has remained with the manufacturer ever since. It was used for demonstrations, with its last outing in 2007 during the World Series, driven by Erik Comas. Having suffered on this occasion from a failure of the V6 turbo, which has never been repaired, it has been immobilized since then and still has the same engine today. It is otherwise virtually complete mechanically and has all its ancillaries; it bears Patrick Tambay’s name and racing number 15 and sports the black and yellow colour scheme characteristic of Renault’s racing cars at the time. It would make a rare and valuable basis for a restoration enabling it to take part in historic demonstration events, where it would undoubtedly be one of the stars. Although it failed to reach the very highest level, it remains a racing car with an advanced design, an invaluable witness to one of the most fascinating chapters in the history of Formula 1.
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
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.
1/32 slot car Triumph Spitfire mk1 c.1964. PSR resin bodyshell & chassis, slimline motor.
The Triumph Spitfire was originally designed by Giovanni Michelotti.
W111
Chassis n° 111 027 12 002 266
- Mercedes-Benz's flagship model
- Matching numbers (Chassis, Engine and Gearbox)
- Only two owners and 71,800 kilometres from new
- Unrestored and outstandingly original
- Fully documented from new; all invoices available
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 260.000 - 280.000
Sold for € 258.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.
The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.
According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.
A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.
Railtrack liveried Class 950 950001 (based upon a Class 150/1 bodyshell) records the trackwork at Coventry
Scanned from a print at 600 dpi
The Travelling Post Office trains ceased as long ago as January 2004.
The vehicles were based on the Mark 1 bodyshell and had the TOPS code of NS. In this case supplemented by "A" to signify an air braked only vehicle dating from around 1977.
A very interesting non-factory car spotted in the back of a transporter. It was built by Roger Cowman as a Production Sports Car racer using various new and used parts including an old-stock chrome bumper bodyshell bought through a dealer's parts department, and has connections with many famous drivers.
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.
I repainted this X concepts "Modifiers" diecast but it's not done yet it's too bad they don't sell modifiers anymore I thought they were made very well..
Humber Sceptre 1 (1963-65) Engine 1592cc S4 OHV
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
Top of the Rootes Group range, the Sceptre shared the bodyshell of the Hillman Super Minx but with more luxurious fittings. The Sceptre came with quad head lights, dual overdrive and servo front disc brakes as standard. Twin carburettors on some of the Series 1 models.
Replaced in 1965 by a Series Two model with the larger 1725cc engine
Shot at Audlem Festival of Transport, Cheshire 20:06:2010 Ref 59-246
Lotus 340R (2000) Engine 1800 cc S4 Rover K series VHPD (Very High Power Derivative)
LOTUS SET
www.flickr.com/photos/45676495@N05/sets/72157623671671113...
Which when used in the regular Lotus Elise gave an output of 177bhp or 187 bhp with optional Lotus accessories
The Lotus 340R were a special edition of the Lotus Elise. Only 340 were built by Lotus at Hethel, all were sold prior to manufacture. It uses a custom built bodyshell with no roof or doors. All cars are Silver and Black and run on special Yokohama AO38R tyres.
Weight is 701 KG with all fluids and a full petrol tank. Giving a power to weight ratio of 252bhp/Ton
Transmission is by way of a Rover 5 Speed PGI Close Ratio Box
Performance is 0-100kmp (62 mph) in 4.4 seconds 0-160 kmp (99 mph) 10.7 seconds and a top speed of 130mph
Cost when new £ 35,000
Shot at Catton Park, Alrewas, Staffordshire 02.05.2010 Ref 53-97
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
The Travelling Post Office trains ceased as long ago as January 2004.
The vehicles were based on the Mark 1 bodyshell and had the TOPS code of NS. In this case supplemented by "A" to signify an air braked only vehicle dating from around 1977.
Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin lights fitted and roof dome re profiled with filler.
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
Riley 1.5 (1957-65) Engine1489cc S4 OHV Production 40,577
RILEY SET
www.flickr.com/photos/45676495@N05/sets/72157623815099454/
Sharing it's bodyshell with the Wolseley 1500. But with twin SU carburettors boosting output to 68bhp.
Shot at Arbury Hall 22.08.2010 Ref 61-61
W111
Chassis n° 111 027 12 002 266
- Mercedes-Benz's flagship model
- Matching numbers (Chassis, Engine and Gearbox)
- Only two owners and 71,800 kilometres from new
- Unrestored and outstandingly original
- Fully documented from new; all invoices available
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 260.000 - 280.000
Sold for € 258.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.
The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.
According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.
A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.
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.
1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
Fleet / Reg: SELNEC 6367 (GEN 217)
Chassis: Leyland PD3/6 Titan
Body: MCW 'Orion'
Model: Alkit hand built model
Notes: Ex Bury Transport prototype. Rare acquisition for a municipal operator as these had platform doors. Hand made bodyshell from light metal with resin parts.
Very proud that this model picked up second prize in class at the Model Bus Federation AGM Show.
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.
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
Time to board.
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.
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.
The V12 Coupé must be 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.
These prints are all for sale to the owners of the Cars/Bikes/Trucks photographed. For enquires contact rikkicphotography@hotmail.com.
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.The Mark III was divided to G-, H-, J-series and 'S4-series', depending on the production years. The 'S4-series' version of Interceptor III was the most luxurious Jensen built.
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.
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.'
* The Ford Escort Mk I ~ (powered by a twin cam 1600cc - engine)
Won the tough London-Mexico Rally in 1970 ..
To capitalise on this success, Ford brought out a performance model,of the Mk I Ford Escort 'Mexico '
~ available to the general public
~ with a strengthened bodyshell, uprated suspension, 1,598cc Crossflow engine, sporty interior and Mexico decals.
Only 10,352 Mexicos produced (sounds quite lot to me )
Newlands Corner - Guildford
~7057
1/32 resin slot car Alfa Romeo Alfetta GTV6 ETCC race car in Marlboro livery c.1982. Model Masters resin body and PCS32 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.
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
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.
This eclectic selection were stored at Thurleigh Airfield. A strange mix of stripped bodyshells and other vehicles that all seemed destined for export. There must be good demand for Honda Civic bodyshells somewhere! Older vehicles seem to be the pair of Range Rovers and the ex-Vale Furnishers Mercedes luton van.
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.
114 009-4 Mark II. This lok is the 2nd 114 009-4 after the first had a fire at Berlin Ostbahnhof on 26/07/2011.
143 873-8 was converted and renumbered at Dessau 08/2012 using parts from the original lok before its bodyshell was scrapped.
16.18: 114 009-4 arriving on a RE
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.
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.
Langley Good Times Cruise-In BC Canada
The Lotus Europa is a two door mid-engined GT coupé built by Lotus Cars from 1966 to 1975. In 2006, Lotus began production of a totally new, Lotus Elise-derived design, a mid-engined GT coupé named Europa S.
The original Europa used Lotus founder Colin Chapman's minimalist steel backbone chassis that was first used in the Lotus Elan, while also relying on its fibreglass moulded body for structural strength. The Europa was based on a design sketch by Ron Hickman to compete for Henry Ford II's contract to build a Le Mans race car in the early 1960s.
In 1971, the Type 74 Europa Twin Cam was made available to the public, with a 105 bhp 1557cc Lotus-Ford Twin Cam engine (105 bhp US "Federal" emission standard emissions control version with Stromberg carbs, until the end of production) and a re-designed bodyshell to improve rearward visibility. Initially with the same gearbox as the earlier cars, once the supply had been exhausted in 1972 a new stronger Renault four-speed gearbox (Type 352) was introduced. Mike Kimberley, who rose to become chief executive of Group Lotus, then a new engineer at Lotus, was appointed Chief Engineer of the Europa TC project. 1,580 cars were shipped as Europa "Twin Cam" before Lotus switched to a 126 bhp "Big Valve" version of the engine.