From Bonha's Catalogue:

Sold for £4,485 inc. premium

Footnotes

With the introduction of the MkIII Zephyr/Zodiac for 1962, the Consul disappeared from the Ford range, its place in the line up being taken by the four-cylinder Zephyr 4. All three of these new, larger and more upmarket models used the same basic bodyshell: in four-light form for the Zephyrs and six-light for the Zodiac, with further variations in exterior styling and interior trim. Beneath the skin there was Ford's characteristic McPherson Strut independent front suspension, a live rear axle and front disc brakes. The Zephyr 4 retained the Consul's 1,703cc engine, which had been boosted in output from 59 to 68bhp, and all three of these stylish newcomers boasted a four-speed synchromesh gearbox, a 'first' for a large Ford car. The Zephyr 6 and Zodiac retained their predecessors' 2,553cc six-cylinder engine, which had been revised and now produced more power than before. Reintroduced in November 1962 after a short hiatus, the estate version was manufactured, like before, by Abbott of Farnham. The convertible was dropped.

This Zephyr 4 benefits from recent (2011-2012) restoration of both mechanicals and bodywork using 'new parts too numerous to list'. Finished in the uncommon colour combination of blue with black interior, 'HGW 143C' is described as in good all round condition and ready to use. The car is offered with current MoT/tax, Swansea V5 document and a 1986 magazine feature. With ample accommodation for both passengers and their luggage, this is a great car for Goodwood and similar events.

Lot heading

1965 Ford Zephyr 4 MkIII Saloon

Registration no. HGW 143C

Chassis no. BA45EP21059

Engine no. 21650

Bristol 401 (194853) Engine 1971cc S6 OHV Production 650 (all 401s)

Registration Number UMC 315

Bristol SET

www.flickr.com/photos/45676495@N05/sets/72157623759876288...

The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, with the use of an all alumium bodyshell, it was a larger car than the 400 and seats 5 passengers in comfort, and its body was built using a 'Superleggera' matrix of steel tubes, mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.

The first series is identified by a distinctive ridge along the lower edge of the body., a recognition point of the 401 is that the front grille inserts were painted black, whilst the surrounds were chromed.

A few of the cars were idependantly bodied, most noteably the 1947-48 Farina Drophead, the Beutler saloon and this car the Touring Superleggra Saloon

Touring Super Leggera Saloon

A few early chassis were sent to Touring of Milan as developement excercises for the 401

As with other special design excersises under evaluation, the Touring Saloons were built on early chassis. The styling is simular to other work from the Milan based styling house, particulary the Alfa Romeo 6C-2500. the design was both stylish, lightweight and produced a fast car , but was also considered a little noisy. Construction favoured the patented Superleggra (super light) method used by Touring, involving building a body support matrix of wire-tied tubular or lightweight metal rod frames on which to mount the body panels. In the detail, however, it did not meet the standards of construction set by the Bristol Aeroplane Company. However the benefits of the lightweight construction method was not dismissed by the Bristol evaluators and the Touring Superleggra method was refined to a more sophisticated though more expensive level, by use of cruciform joints rather than the crossover of wire tied metal rods. thus forming a stronger support matrix, on to which the body shaped skin panels could be jig mounted and then and then welded together. Another Bristol modification was to cover the matrix with sound muffling materials, prior to fitting the outer panels. Further insuulation with the likes of Wilton carpets and Bristols wind cheating body shape, mad the Touring Superleggra the chosen developement of the 401.

A big thankyou for an incredible 22.6 million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-062

From Bonham's Catalogue:

Sold for £24,150 inc. premium

Footnotes

The first significant up-grade of Jaguar's sensational E-Type sports car occurred in October 1964 with the launch of a 4.2-litre version. Along with the bigger, torquier engine came a more user-friendly gearbox with synchromesh on first gear, and a superior Lockheed brake servo. Apart from '4.2' badging, the car's external appearance was unchanged but under the skin there were numerous detail improvements, chiefly to the electrical and cooling systems, and to the seating arrangements. The top speed of around 150mph remained unchanged, the main performance gain resulting from the larger engine being improved acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 'family friendly' 2+2 coupé variant on a longer wheelbase. With the increased length and rear seats came greater headroom, more luggage space, improved heating/ventilation, and optional automatic transmission.

Proposed changes to the USA's safety and emissions legislation prompted the revised Series 2, announced in October 1968, and from late 1967 the E-Type began to embody some of the forthcoming modifications, these interim cars coming to be known as the 'Series 1½' although there was never a fixed specification for this unofficial 'model'. The headlight fairings were deleted and enlarged side/rear lights adopted, while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles.

Manufactured in 1968 during this transitional period, this 'Series 1½' 2+2 Coupé was purchased by the vendor in 1994 as a non-runner, having previously had only two recorded keepers. 'ULR 564F' was subsequently rebuilt, its owner's aim being the creation of a practical and reliable Gran Turismo suitable for Continental touring. Works carried out include stripping and bead-blasting the bodyshell; welding in a new driver's floor and boot floor; and repairing the rear wings (see photographs on file). An all-new bonnet was fitted, Dinitrol anti-rust treatment applied and the car repainted around 1998. The wiring loom and brake lines have been renewed and the suspension rebuilt with Koni dampers and new springs. Believed previously rebuilt, the engine benefits from overhauled carburettors and is said to display good oil pressure and even cylinder compression readings. Other noteworthy features include Coopercraft brakes, a manual overdrive gearbox (replacing the original automatic), inertia reel seat belts, Porsche seats, MotoLita steering wheel, high-intensity headlights and a heavy-duty radiator with twin fans.

The 2+2 body affords greater headroom and easier ingress/egress for taller drivers, and this one is fitted with a Webasto sliding sunroof and has been re-trimmed. The cramped rear seats have been dispensed with, enabling the useful extension of the luggage platform (ideal for bringing the odd case or two of wine back from the Continent) beneath which there is a concealed cubby hole. Driven fewer than 1,000 miles since the completion of its re-commissioning in October 2010, this sensibly upgraded E-Type is described as in generally very good condition and offered with sundry restoration invoices, current MoT/tax and Swansea V5 registration document.

Lot heading

1968 Jaguar E-Type 4.2-Litre 2+2 Coupé

Registration no. ULR 564F

Chassis no. 1E51276BW

Engine no. 7E 54991-9

An eBay purchase.

Taken 04/03/19; Following on from snaps of the King and Castle locos inside the STEAM museum, over to Swindon Station and a few snaps of the new Class 800s. The Warship and Westerns replaced the GWR 4-6-0s, they were replaced by the HST125s, which in turn have been replaced by the Class 800s. According to Wikipedia these are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.

These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.

The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."

Equipe Nationale Belge

Chassis n° 550-0082

Zoute Sale - Bonhams

Estimated : € 3.400.000 - 3.9000.000

Sold for € 2.530.000

Zoute Grand Prix 2024

Knokke - Zoute

België - Belgium

October 2024

24 Hrs du Mans 1957

Equipe Nationale Belge

n° 60

Result : Disqualified

Engine : 1.498 cc - Flat 4

Claude Dubois (B)

Georges Hacquin (B)

Porsche has a rich and legendary history in motorsport, marked by victories in the world's most prestigious races. Since its inception in the 1950s, the German marque has become synonymous with performance, technical innovation, and reliability, quickly earning a reputation as a manufacturer capable of competing with the very best.

Porsche's first successful competition cars were lightweight developments of its first road car, the 356, one of which took class honours at Le Mans in 1951. The firm's first purpose-built sports-racer arrived two years later in the form of the 500 Spyder, a mid-engined prototype built and campaigned successfully by Porsche's Frankfurt distributor, Walter Glöckler. In 1954 the 550 Spyder was upgraded with the Ernst Führmann-designed Type 547 quad-cam engine, which was carried over to the successor Type 550A (spaceframe) model and then the replacement 718 RSK Spyder. Intended primarily for racing, Führmann's new engine featured a roller-bearing crankshaft; dry-sump lubrication; twin-plug ignition; and twin downdraught carburettors and produced around 110bhp, which was some going for 1½-litre in the early 1950s.

The 550 Spyder's external skin was formed in one-piece welded aluminium sheet which, being fitted rigidly to the ladder frame chassis, contributed to the car's structural rigidity. The dash panel provided a further structural element in being welded rigidly to the bodyshell. Front suspension was independent by twin trailing arms and lateral torsion bars. An anti-roll bar was incorporated. At the rear a swing-axle system was used, controlled by trailing arms operating lateral tubular torsion bars. Drum brakes were fitted front and rear and early 550 Spyders weigh some 550kg (1,212lb) which figure was later increased to around 590kg (1,300lb). The 550 Spyder was claimed to be capable of 200km/h (138mph) with 0-60mph occupying only 10 seconds. With this outstanding pedigree, the Porsche 550 Spyder RS (Rennsport) racing version soon established itself as a consistent winner in international sports car racing's small-capacity classes. This remarkable 550 quickly established its dominance with impressive performances at prestigious events such as the Carrera Panamericana, the 24 Hours of Le Mans, the Mille Miglia, and the Targa Florio. Today the Porsche 550 RS Spyder is one of the most coveted sports-racers of its era.

Chassis number '0082' is among the final examples of the 90 Porsche 550 RS Spyders produced. This car was ordered by Porsche's Belgian Distributor D'Ieteren Frères in Brussels. Completed in March 1956, the Spyder was delivered new to the Équipe Nationale Belge (Belgium's national racing team) finished in their distinctive yellow livery with a black interior. While there, '0082' was raced by many noted Belgian 'gentleman drivers': Claude Dubois, Christian Goethalsm Georges Harris, Freddy Rousselle, Georges Hacquin, Alain Dechangy, Yves Tassin, as well as the celebrated lady competitor, Gilberte Thirion.

The car's competition history is exceptionally well documented for the 1956 and 1957 seasons when it competed for Équipe Nationale Belge. '0082' competed in no fewer than six races in 1956, achieving multiple podium finishes including 3rd place in its class at the 12 Hours of Reims. The Spyder's best result of the season was a class win at the 1,000 km of Paris at Montlhéry where it finished 20 seconds behind Phil Hill and Alfonso de Portago in a Ferrari 857 S. The races it participated in during 1956 with its competitor number are as follows:

La Roche Hill climb 25th March

Spa-Francorchamps GP 13th May Start no.1

Montlhery 1000 km de Paris 10th June Start no.42

12 Heures de Reims 29th June Start no.33

Rouen-Les Essarts GP 8th July Start no.12

GP Sweden Kristianstad 12th August Start no.41

The car's most significant event was the aforementioned 1957, 24 Hours of Le Mans, making it one of only ten 550 Spyders to ever contest the celebrated race. Sadly, its race ended in disqualification following a breach of the rules. In 1957, the Spyder is known to have participated in at least the following races:

La Roche Hill climb 31st March

Grand Prix de Spa 12th May Start no.1

1000km Nurburgring 26th May Start no.31

Grand Prix des Frontières, Chimay 9th June Start no.4

24 Heures du Mans 26th June Start no.60

Rouen-Les Essarts GP 7th July

GP Sweden Rabelof 11th August Start no.22

Spa-Francorchamps GP 25th August Start no.32

Silverstone GP 14th September Start no.34

Best result of the season was 2nd place at the Grand Prix de Frontières, Chimay, and '0082' also finished 3rd at both the Grand Prix de Spa and the Nürburgring 1,000 km.

Following the end of its career with Équipe Nationale Belge, '0082' was raced in hill climbs, minor races and rallies by Jacques Thenaers. Correspondence on file suggests that the Spyder was re-bodied by Apal as a coupé in the 1960s and fitted with a 2.0-litre Porsche Carrera engine at around the same time. The Porsche had been purchased from Écurie Francorchamps by Edmond Pery around 1965 and was next owned by Belgian racing driver Pierre Bonvoisin. It was raced in coupé configuration for the next few years before passing to a Mr Michaelis of Embourg, Belgium in 1970. By this time the Carrera engine had been replaced with a Super 90 unit. Off the road in storage for the next 20-or-so years, the car was acquired in March 1989 by Corrado Cupellini from Bergamo, Italy. At this time, both the non-original Super 90 engine and Apal bodywork were removed to restore the car as closely as possible to its original configuration and a new aluminium body fabricated. The car was later sold to Philippe Jegher, who entrusted Porsche in Germany with the final refinements of the restoration.

The Spyder's next known owner was Bruno Ferracin (from May 1995) who was followed by Peter Ludwig in January 2000. A comprehensive restoration was then embarked upon, which included rectifying the new bodywork so as to be exactly like the original body on 082, sourcing a correct Führmann-type engine and transmission. Particularly worthy of note are the rare aluminium/steel wheels designed specifically for use at Le Mans. The rebuild was carried out by Porsche Zentrum Würzburg at a cost of €100,000 (invoices and photographs on file). Following the rebuild's completion, '0082' participated in the Mille Miglia Storica in 2001, Two years later the engine was rebuilt again.

For a close on 70 year old competition car '0082' is exceptionally well documented. Its accompanying history occupies five folders containing photographs, mostly of its participation in the Mille Miglia; two folders detailing its competition record for the 1956 and 1957 seasons; photocopies of service invoices from 1957 onwards; ownership history from 1956 onwards; several folders containing correspondence between previous owners; maintenance invoices for the year 2000; a German title; and its original key.

Boasting a most impressive and well documented in-period competition history, including Le Mans participation in 1957 and being one of a mere ten examples of the 550 model to do so, this Porsche 550 RS Spyder, now presented in a yellow wrap livery, used by the Belgian National racing team during the 1956 and 1957 seasons, is eligible for the most prestigious international events including the Le Mans Classic and Mille Miglia Storica. An exciting prospect for the fortunate next owner.

Surrounded by a fence adjacent to Helensville station. Just behind the camera was D 170.

This is the remains of a Drewry TR, which was built in 1939. She arrived in Helensville in 2014.

Based on what I was told, the bodyshell on this locomotive has actually been replaced by a wooden one.

Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The decision was taken by Rover in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8. A limited-slip differential was also fitted. The MG RV8 debuted at the British International Motor Show in October 1992.

The interior featured veneered burr elm woodwork and Connolly leather.

The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers. The high price of the car put it in direct competition with contemporary rivals from specialist manufacturers such as TVR which offered modern technology and a more up to date driving experience.

A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. Three-hundred and thirty RV8s were sold initially in the UK. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000–2010 with a peak number of 485 registered at the DVLA in the UK. Several sources consider this a continuation of the MGB model.

Nosram Pearl ISTC ESC

Novak 8.5 Brushless Motor

KO Propo PS-2173 FET Servo

Futaba Receiver

Yuntong 5000MAh 20C LIPO Battery

Technical specifications

Engine:

Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.

Power:

300 bhp at 6000 rpm

Torque:

550 Nm at 4000 rpm

Transmission:

Permanent four-wheel drive with M-Sport designed active centre differential.Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.

Suspension:

Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.

Brakes:

Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.

Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers. Hydraulic handbrake; Adjustable front / rear bias.

Steering:

Power-assisted high-ratio (12:1) rack and pinion. One and a halfturns lock to lock.

Wheels:

Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.

Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.

Bodyshell:

Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.

Electronics:

Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.

Fuel tank:

FIA FT3 tank, 94 litre capacity, located centrally.

Dimensions:

Length: 4362mm

Width: 1800mm

Wheelbase: 2640mm

Weight: 1230kg minimum

Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin roof grill, washer jet covers and lamp irons fitted. Wire handrails added and replacement engine exhausts fitted to replace the original class 30 versions.

With the window masks removed.

All LBC resin kits except the East Kent double deck.

Chat. & Dist. Wey/K5G (GKE), M&D Wey/K5G (GKE), East Lancs/Bristol VR M&D NBC (OWE-K), East Lancs/Dominator M&D NBC (XRF-S), East Lancs/Dominator East Staffs. on hire to M&D (PRE-W), AEC Regent East Kent on loan to M&D (PFN) Fanfare bodyshell, AEC Regal M&D (JKM), AEC Regal M&D (KKK), AEC Regal M&D (KKK) later livery, Leyland TS7 M&D (CKO).

Comparison of Northern Counties resin bodyshells. On the left, the new Mirror Image kit, and on the right, the Lancer kit. The Mirror Image kit is a standard length Olympian, the Lancer one being long wheelbase. Both represent the lowheight version, however, and are fitted with barrel windscreens.

Fleet / Reg: 705 (SCK 570)

Chassis: Leyland Leopard PSU3

Body: Duple (Northern) Continental C40FT

Model: Much modified Fanfare resin

One of 6 36' Leyland Leopards ordered by Scout but delivered direct to Ribble and becoming the first 36' coaches in their fleet.

Model is an old Fanfare kit which, apart from having a beautifully shaped and dimensionally accurate bodyshell, was a truly awful kit with many casting flaws etc. However, I think the effort was worth it?

The chassis chop. Rebuilding work includes bonding a plastic patch (just visible) under the entire floor pan, and supporting the side walls using plastic strip also. I had intended to use brass, but in the end just used the plastic - the inset picture shows that the aisle will still be acceptably wide in spite of the thicker side walls. The visible white panels on the side walls are in the same positions as the brass patches on the bodysides. Hopefully, when the chassis is slid into the bodyshell, these components will line up without creating a bump in the sides! The space in the offside panel is for a white metal fuel filler to be glued in.

From Wikipedia:

en.wikipedia.org/wiki/Hillman_Avenger

Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super 4-door cars were modified by the Chrysler Competitions Centre under Des O' Dell and the Tiger model was launched in March 1972. Modifications included the 1500 GT engine with an improved cylinder head with enlarged valves, twin Weber carburettors and a compression ratio of 9.4:1. The engine now developed 92.5 DIN bhp at 6100 rpm. Suspension is also uprated, whilst brakes, rear axle, and gearbox are from the GT.

A distinctive orange colour scheme (although described as "yellow") with a bonnet bulge, rear panel and side stripes was standard, set off with "Avenger Tiger" lettering on the rear quarters.

Road test figures demonstrated a 0-60 mph time of 8.9 seconds and a top speed of 108 mph (174 km/h). These figures beat the rival Ford Escort Mexico, but fuel consumption was heavy. Even in 1972, the Tiger developed a reputation for its thirst.

All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely.

In October 1972 Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with 4 round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on at £1350. Production was around 400. Red was now available as well as red, with black detailing.

Class 442. 2413. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1A61 1318 Brighton to London Victoria service. Seen departing Brighton Station.

These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.

MG YB (1952-53) Engine 1250 cc S4 OHV Production 1201

Registration Number UMU 879

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.

The new MG YA was launched in 1947

.

The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.

Shot at The Enfield Pagaent 30.05.2010 ref 55-243

Barry Lee Eurocar V8 Championship.

The V8s Where Ford SVO 5.8 litre (351 cubic inch) 450BHP built by Roush Racing,

Chassis Built by the legendary car builder Sonny Howard the massive heavy duty tube frame chassis provides the highest levels of driver protection available. The sleek bodyshell, made of GRP reinforced with kevlar, follows the NASCAR Theme of the series.

All of photographs published here are copyright © Anthony Fosh All Rights Reserved. They may not be reproduced and/or used in any form of publication, print or the Internet without my written permission

Update of a 7mm Skytrex 31 bodyshell, primed to show up any issues.

Porsche Carrera RSR (1973) Engine 2993cc H6 Production 49

Race Number 1 Mark Bates

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

RS stands for Rennsport in German meaning Racing Sport and the Carrera name was reintroduced from versions of the 356 model that were victorious in the Carrera Panamerica road races of the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.

This car raced at Silverstone in the FIA Masters Historic Sports car Race

Shot at The Silverstone Classic 28th July 2013 Ref 95-684

VERY unusually, 47 152 is working 6E64, the 18.03 SX East Usk Yard to Tees Yard north through Nibley, while it is missing a front-end buffer! I don't know whether this was an allowed practise or not. There seems to possibly be some writing scrawled in white on the crib rail cowling below the cabside, which appears to say "NO BUFFER"...

She was built by Brush as D1745, entering service in July 1964.

81A Old Oak Common 01/07/1964

82A Bristol Bath Road 03/1967

LMWL LM Western Lines 10/1967

D05 Stoke Division 17/06/1968

D16 Nottingham Division 10/1968

D05 Stoke Division 02/1969

D02 Birmingham Division 12/1969

86A Cardiff (Canton) 10/1971

Allocation recoded 86A to CF 05/1973

Renumbered 47 152 02/1974

LE Landore 05/1976

BR Bristol Bath Road 05/1979

ED Eastfield 05/1985

HA Haymarket 05/1986

ED Eastfield 11/1986

TI Tinsley 10/1987

Renumbered 47 398 03/1994

Renumbered 47 152 04/09/1995

CD Crewe Diesel 08/1996

FD Freightliner Crewe Diesel 10/06/1998

Store 12/04/2001

By 10/01 it had had its bogies removed and the body was placed atop piles of pallets at Southampton Maritime. With the bodyshell fast becoming derelict, it was sold to Raxstar in February 2003 for breaking up on site. The grounded shell was finally broken up on site by staff working for Southampton Steel (not Raxstar) on 18/8/03.

TOPS info:-

47152 FGAT TI B M 0 XA.

Update of a 7mm Skytrex 31 bodyshell, Archer resin rivet details added.

Nosram Pearl ISTC ESC

Novak 8.5 Brushless Motor

KO Propo PS-2173 FET Servo

Futaba Receiver

Yuntong 5000MAh 20C LIPO Battery

The cab floor area of the Pacer's seating insert and the inside front of the bodyshell needed a fair amount of hacking to accommodate the LED daughter board and wiring, but this does not affect the external appearance of the unit. Both cars are permanently wired together so that track power is collected through 6 wheels for smooth slow running.

A Scalextric Mark 1 bodyshell on a Ninco Clio chassis with suspension and NC5 motor

On October 5, GWR Class 800/0 Intercity Express Programme (IEP), 800005/800006 passes Camden Road London Overground station on the North London Line. 800005 and 800006 built by Hitachi in Newton Aycliffe, UK 🇬🇧 Bodyshells built in Kasado, Japan 🇯🇵

A lightweight of only 241 kilograms bodyshell combined with the peak output of 420 kW/571 hp makes the SLS AMG an absoulte benchmark in the super sports car segment.

Source: www.mercedes-benz.com/sls-amg

About the usual amount of new metal was required for the bodyshell.

A bit more than John had imagined, mind you...

Technical specifications

Engine:

Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.

Power:

300 bhp at 6000 rpm

Torque:

550 Nm at 4000 rpm

Transmission:

Permanent four-wheel drive with M-Sport designed active centre differential.Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.

Suspension:

Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.

Brakes:

Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.

Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers. Hydraulic handbrake; Adjustable front / rear bias.

Steering:

Power-assisted high-ratio (12:1) rack and pinion. One and a halfturns lock to lock.

Wheels:

Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.

Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.

Bodyshell:

Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.

Electronics:

Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.

Fuel tank:

FIA FT3 tank, 94 litre capacity, located centrally.

Dimensions:

Length: 4362mm

Width: 1800mm

Wheelbase: 2640mm

Weight: 1230kg minimum

The Austin A40 Devon was always an underpowered car with only a 1200cc engine to drag along the heavy steel (1-ton) bodyshell. So, what do you do about it then? Well, what about adding a 3.9 litre Rover V8 engine? As you might imagine, it has made something of a difference - whereas 0-60 used to take over 37 seconds, it now takes a fraction of that, yet it still looks like a stock Devon Saloon. Very nice - one of the best conversion cars I've seen in a long time.

Peugeot 304 (1969-74) Engine 1288cc S4 OC Tr Production 1,178,425 (all variants)

Registration Number BHN 7 N

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

Launched at the 1969 Paris Motor Show to fill a gap in the mid sized car market. Based heavily on the Peugeot 204 sharing the same floorpan, running gear and bodyshell but with different nose styling and larger more powerful engines.

The Coupe and Cabriolet version replaced theeir 204 equivalents from 1970.

Tha 2 door Cabriolet was a two seater and is probably now the most numerous of the range, still running in the UK

Thanks for 17 Million views

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Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-241

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

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.

321416 stands at Milton Keynes Central. Seen prior to departing south ECS , possible to Bletchley CS.

The British Rail Class 321 EMU were built by BREL York in three batches from 1988-91. The design was successful and led to the development of the similar Class 320 and Class 322. The British Rail Mark 3 bodyshell design was used for construction of these units.

1/32 resin slot car Vauxhall VX 4/90 3.3 litre British Touring Car 1969. Modified PSR resin body-shell & chassis with RS Slot Racing wheels, inserts and tyres.

Another once common but now very rare car, this 104 has the 'short cut' three-door bodyshell shared with the later Talbot Samba and Citroen LNA.

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

1/32 resin slot car Matra MS10 1968 German GP Nurburgring. Driven by Jackie Stewart to 1st place. PP resin body and nickel chassis, scratch-built rear wing & supports.

Lovely Morris Mini Cooper S, dating from 1966, is seen attending the 2025 Kop Hill Climb at Princes Risborough.

This particular vehicle had a complete rebuild using the body of a Mk.III Mini.

GBRF operated Brush/GM Class 57 'Bodysnatcher' number 57 310 'UK Railtours' is seen passing through Darlington Railway Station on the East Coast Mainline working 5Z58, 1330 Tursdale Junction to March Up Yard GBRF. This locomotive used the bodyshell of Class 47 number 47 831, which was released to British Railways from Crewe works in 1964 as D1618 and later carrying the number 47 037 and 47 563 and was converted into a Class 57 in 2003. This locomotive has also carried the names 'Bolton Wanderer' (while 47 831), 'Kyrano' and 'Pride of Cumbria'.

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

50017, 50007, 08220, 66048 (Bodyshell) EMD, Longport 25/05/16

Copyright Neil Altyfan 2016 - No Unauthorised Use Please.

Bodyshells fresh out the spray booth, Big Thanks to "Split The Difference" VW spray shop, North Wales.