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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.
BMW H2R
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BMW H2R
The BMW H2R ("Hydrogen Record Car") is one of the first of a new breed of racecars adapted to run on liquid hydrogen fuel. Conceived and developed in the relatively short time of 10 months, it has set nine international speed records at the Miramas Proving Grounds in France.
The H2R’s 6.0-liter V-12 engine, which draws on BMW's Valvetronic and Double-VANOS technology, is based on the 760i’s gasoline-fueled powerplant. This H2-powered high performer generates 232 horsepower (173 kW), helping it to achieve a top speed of over 187.62 mph (302 km/h).
[edit] Technical data
On the high-speed track at Miramas the BMW H2R set nine international and FIA-ratified records with hydrogen combustion engines.
* Maximum speed: 300.175 km/h (186.52 mph)
* Engine: twelve-cylinder hydrogen concept engine
* Nominal engine power: 982 bhp (732 kW)
* Bodyshell: aluminium space frame structure
* Outer shell: carbon-fibre-reinforced plastic
* Vehicle dimensions: 5.40 metres (212.6 in) long, 2.01 metres (79.1 in) wide, 1.34 metres (52.8 in) high
* Vehicle weight including driver: 1560 kg (3439 lb)
* Drag coefficient (cw): 0.21
[edit] Records
Record Time (s) Speed
Flying-start kilometre 11.99 187.62 mph (301.95 km/h)
Flying-start mile 19.91 181.85 mph (292.66 km/h)
Standing-start 1/8 kilometre 9.92 45.62 mph (73.42 km/h)
Standing-start 1/4 kilometre 14.93 60.62 mph (97.56 km/h)
Standing-start 1/2 mile 17.27 65.15 mph (104.85 km/h)
Standing-start mile 36.73 98.60 mph (158.68 km/h)
Standing-start 10 miles (16 km) 221.05 163.81 mph (263.63 km/h)
Standing-start kilometre 26.56 84.72 mph (136.34 km/h)
Standing-start 10 kilometre 146.41 153.90 mph (247.68 km/h)
Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6
Registration Number H 5 AOB (Cherished number originally allocated for issue circa 1990 from Birmingham)
PORSCHE ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W
Diolch am 81,780,197 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 81,780,197 amazing views, every one is greatly appreciated.
Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-130
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50017, 50007, 08220, 66048 (Bodyshell) EMD, Longport 25/05/16
Copyright Neil Altyfan 2016 - No Unauthorised Use Please.
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
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.
This image was taken during the Prodrive Factory Openday in Banbury in 2006. This picture is of a Subaru Impreza WRC car bodyshell and where the rear seats should be.
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
Apart from gaining a much-needed extra factory, Jaguar's acquisition of Daimler in 1960 also brought with it the exquisite Ed Turner-designed V8 engine used in the Dart sportscar. By installing this 2,548cc 'hemi' into the MKII bodyshell, Jaguar hoped to create a more exclusive, upmarket car that would appeal to Daimler's more traditional client base.
Launched in 1962, the new model was instantly distinguished from its Jaguar siblings by the traditional Daimler fluted grille and was initially only available with a bench front seat and 3-speed automatic box. It was updated in 1967 with reclining front seats, slimmer bumpers, dynamo rather than alternator charging, a heated rear screen and various other upgrades, this model being known as the 250 V8 rather than the 2.5 V8.
Otherwise identical to the MKII, it featured all round disc brakes, independent front suspension and a Panhard rod located live rear axle. With 140bhp and 155lbft of torque on tap from its magnificently smooth and sonorous V8, the Daimler was capable of 115mph. It was also said to enjoy superior chassis dynamics to its Jaguar siblings thanks to its more favourable weight distribution due to the relatively light-weight engine.
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 🇯🇵
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.
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.
Rover Metro S (1990-94) Engine 1118cc S4
Registration Number J 650 OPC
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
In 1987 the Austin marque was shelved but the Metro continued in production without a marque badge just badges of the model and badges the same shape as that of Rover.
The Metro was revised and fitted with new engines for 1990 and relaunched as the Rover Metro, all models used bought in Peugeot gearboxes and the Hydrogas suspension was modified to improve ride and handling. A new body was designed and a mock up built before cancellation by Chairman Graham Day, because then owners British Aerospace had refused funds. The previous bodyshell was retained with new plastic front and rear bumpers, new front wings, rear lights, boot lid, bonnet and head lights. The interior was revamped and build quality improved.
The car was further redesigned for 1994 as the Rover 100
Not sure what all those stickers on the wings are all about.
Shot at the Catton Park Transport Show 01.05.2011 Ref 66-256
Plese don't forget to visit the Flag Counter on my Profile page. Thankyou
Estimated : € 6.000 - 10.000
Sold for € 44.548
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Replica inspired by the runner-up in the 1989 Supertouring Championship
- Displayed at the 1991 Bangkok Motor Show
Started in 1976, the Production, then Superproduction and Supertouring Championship quickly became very popular as the saloons competing looked similar to the standard production versions. In 1987, Renault decided to enter it with its newly introduced 21 Turbo. Totally modified, the car received a partly tubular chassis, a lighter body, four-wheel drive and an engine prepared by Sodemo, taking its power from 175 to 430 bhp. Driven by Jean Ragnotti and Jean-Louis Bousquet, the R21 brazenly dominated the 1988 season, Ragnotti winning the title and the two drivers together notching up six wins over the ten rounds that year.
The following year, changes to the regulations led to the engine being installed longitudinally rather than transversely. The car was no longer in Renault’s colours but those of Philips Car Stereo, and despite a difficult start to the season, it finished as the runner-up with 11 pole positions out of 14.
The car offered today is a display model inspired by car number 21 from the 1988 season, with a stripped-out steel bodyshell, roll cage, bucket seat and the running gear from a standard R21. It was displayed at the 1991 Bangkok Motor Show before joining the collection at a very early stage. With no engine, it represents an absolutely spectacular show car for any Supertouring fan.
Weeds are growing profusely around the Goods Shed, as Bath Road's RXLD Pool 47 584 'County of Suffolk' works 1S71 north through Lawrence Hill, on May 13th 1989.
She was built by Brush as D1775, entering service on October 23rd 1964.
TOPS info:-
47584 RXLD BR B M E XA.
41A Tinsley 23/10/1964
34G Finsbury Park 10/1967
40B Immingham 10/1969
52A Gateshead 04/1972
30A Stratford 08/1972
Allocation recoded 30A to SF 05/1973
Renumbered 47 180 05/1974
IM Immingham 03/1975
TI Tinsley 05/1976
IM Immingham 05/1977
TI Tinsley 11/1977
SF Stratford 08/1978
Named County of Suffolk, with the county's badge on a circular plaque above the nameplate, on 13/5/79 (the plates had been fitted on 11/5/79).
Renumbered 47 584 15/12/1980
BR Bristol Bath Road 10/1987
CD Crewe Diesel 05/1991
The nameplates were removed in 10/93.
Renamed THE LOCOMOTIVE & CARRIAGE INSTITUTION, on a circular nameplate in the form of a locomotive driving wheel with the date 1911 at the centre, at Bristol Temple Meads Station on 13/12/95.
WQ EWS Headquarters Pool 21/03/2000
Store 23/03/2000
SP Springs Branch 30/03/2000
The loco was stopped at Polmadie on 20/3/00,authorised for component recovery 21/3/00 and moved to Motherwell on 23/3/00 and stored.
It was moved from Motherwell to
SP CRDC on 30/3/00 for disposal. Pushed inside the Scrap Shed on 12/4/00 having previously had some small bits removed. By 17/4/00 it had been reduced to frame, cabs and
bogies, and on 19/4/00, it lost its bogies and the bodyshell was placed on a Bogie Bolster wagon.
Withdrawn 02/03/2001
Eventually, the frame and cabs were moved by road overnight on 23/10/02 to Booth Roe Metals, Rotherham, and these had been broken up completely by 28/10/02. The loco
was said to be owned by HNRC at that time.
I hope you enjoy looking through my Flickr images. Please consider helping me pay for my Flickr subscription, and to help me buy-back some of the 4000 of my slides from the past that I'd like to get back.
I'll rescan all of my older uploads in the fullness of time.
Any help will be greatly appreciated.
Thank you.
1/32 slot car Vauxhall Viva HA track car c.1966. Modified & lowered Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
Standing on the Events Field at Chester-le-Street Steam and Vintage Fair 2026 is this nicely presented 1960 Ford Thames 300E van, UK registered XHR 464.
The van was very much based on the Ford Anglia/Prefect 100E saloon cars and shared much of their bodyshell.
This particular example looks very much like a Ford Squire estate car, but production of that model had ceased in 1959, so I suspect that this one is a standard panel van that has had rear side windows added later.
The Ford 300E van was produced by Ford UK between 1954 and 1961.
Copyright © 2026 Terry Pinnegar Photography. All Rights Reserved.
THIS IMAGE IS NOT TO BE USED FOR COMMERCIAL GAIN WITHOUT MY EXPRESS PERMISSION!
Isinglass are well known amongst LNER and BR(ER) modellers for their fine range of loco and coach drawings.
They have recently entered the field of 3D printing, and I bought this coach kit which is still under construction for an evaluation.
Unlike several 3D printed offerings, this needed little sanding work on the parts, and the quality of fit is very good indeed. I've used Araldite Rapid two part for glueing, which gives time to ensure that all is set up square and true.
To benefit from the way the kit is designed, I've departed from my normal route of a five part bodyshell with roof attached to sides and ends before painting. A bit of careful filing means the roof is a push fit and should be able to be fitted neatly after painting - see next picture.
FORD ESCORT MEXICO SHOOTING BRAKE
Date of first registration 15 February 1973
Year of manufacture 1972
Cylinder capacity (cc) 1601cc
Fuel type PETROL
Export marker No
Originally, there were three prototype MK1 Mexico estates built at Ford's AVO factory (PGU 97K, YNO 14L and VEV 678L). They were all made in 1972 although, in 1974, one of them (VEV 678L) returned and was changed into an RS2000 estate. The cars bodyshells were strengthened in a similar way to their rallying relations and everything ahead of the doors matched the sporting specifications of the saloon cars on which they were based. The rear end, however, was constructed from the more ordinary estate panels although beneath the surface there was the proper Mexico/RS2000 running gear.
Unfortunately, the cars never went into full production. They reached the press evaluation stage but went no further as the project was shelved.
All three cars are still in road going state, and can seen at shows in the UK.
*Info gleamed from RS2 Online website.
The flat front ends on the class 456 EMUs with the two windscreens copied the same design of front ends on the BREL York-built class 320, class 321 and class 322 AC EMUs but with the font ends of the class 456 EMUs being fitted with the ugly air pipes and electrical jumper cables in order to make the class work in multiple with the existing fleet of BR Southern Region class 455 EMUs. The flat front end styling with the two windscreens was actually inspired by one of the designs of commuter EMUs built in the late 1980s with SNCF in France so the design team at BREL decided to tweak the design styling of this front end in order for it to fit into the Mark 3 carriage bodyshell and it worked. The driver's cab access door was revised in its design from that on the previous class 455 EMUs to a sliding plug door although it did lead to many complaints from the class 456 EMU drivers at first due to its strong sliding and clunking into position when it was being closed, a design fault which was never quite rectified over the years.
Latest release from Corgi Vanguards.
One of two ex-works rally Golfs sold by David Sutton Motorsport to be turned into BTCC contenders, the car modelled was purchased by the then 23 year old James Shead and his famous yacht designer father Don. The bodyshell retained its distinctive VW livery but was completely rebuilt by John Maguire Racing for James who, in his debut BTCC season, impressed all with his fast, consistent and crash free driving. He scored class victories at Thruxton and Silverstone plus a double at Donington and, while Scottish rival Andrew Jeffrey in the other ex-works Golf also won Class C in 4 of the 13 races, Winchester lad Shead claimed the Championship by 4 points.
Inverting the bodyshell gives good access for these repairs which are invariably needed to the lower parts of the bodyshell.
Painting and sealing of the new panels is also much easier and more effective.
Class 68 no 68011 and Class 57 no 57301 pass Wilson's Crossing on a light engine move from Wembley to Crewe Gresty Road on Saturday 11 November 2017.
57301 was rebuilt using the bodyshell of 47845 in June 2002. It was one of the original Virgin Railways "Thunderbirds" and was named "Scott Tracy" between June 2002 and September 2011, but now carries the name "Goliath".
Cass 57 no 57309 "Pride of Crewe" passes Northampton on a Crewe Gresty Bridge-Wembley CS light engine move on 15 December 2016.
57309 was built in 2002 using the bodyshell of Class 47 no 47806 (which had been built at Brush Traction in 1966 as D1931).
The Toledo was a popular small car model when new in New Zealand, sold by NZMC (New Zealand Motor Corporation) in the early 1970s, and assembled at their Nelson plant. Few of this model are now left in New Zealand - this particular car is literally a timewarp of 1970s motoring, particularly with its red vinyl interior, green pinstriping and accessories.
What made the Toledo unique was that it was a rear-wheel-drive model, replacing a model that was front wheel drive, yet used the same bodyshell.
Photographed at Geraldine Vintage Car & Machinery Museum.
The Sierra had recently replaced the Cortina, while the "jellymould" bodystyle was futuristic for the time, a lot of mechanical parts had been carried over from the Cortina.
BHK546Y was an unissued Chelmsford registration.
FSO were continuing to make the most of the Fiat 125 bodyshell and even older mechanical parts. The Polonez was a newer styled body hiding the Fiat hand me downs.
BKN380Y was actually a Mazda 323 1.3 Litre last taxed on 1 September 1999.
Likewise BKN383Y belonged to a Mazda 626 SDX 1970cc which lasted to 1 February 1994.
BKN...Y was a Maidstone issue of August 1982, there are some Mazdas coming up registered in the same block.
After building my N Scale GE "shovel nose" White Pass & Yulon Route loco, I had to find a way of representing one of the Alco DL-535Es. I did it by converting an old Alco 420 bodyshell. The loco is an unpowered dummy that can work with its GE counterpart. I built the chassis from pastic card, mated to two three axle passenger trucks, originally silver but then painted black. In this scale (1:160) from most viewing distances you don't notice the trucks! At this point the model is awaiting some additional detailing, including its roof-mounted air horns. The real White Pass & Yukon Route is a narrow gauge (3ft) railway, based in Skagway, Alaska, but my models are standard gauge (4ft 8.5ins). Funnily enough, I only built the locos because I bought two White Pass passenger cars that are only available at their Skagway store. These are both Athearn standard gauge N Scale models, rather than Nn3 (which uses Z scale standards to represent 3ft narrow gauge railroads).
999600, track recording unit, is seen at the RTC, Derby. This was built using a Class 150 bodyshell.
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
This '55 Imperial comes regularly to the Main Street car show in Garden Grove, CA. 1955 was the first year that Imperial was its own marque, rather than being just a Chrysler Imperial. That year also saw Virgil Exner styling. The bodyshell was shared with the other big Chryslers of the period, but the nose was only shared with that year's C-300 NASCAR racing car (sold in very limited quantities to the public).
Power was, of course, a Chrysler "Hemi".
For more on Imperial, see Imperial (automobile) on Wikipedia.
Opel launched a brand–new Astra at the Frankfurt Motor Show, in September 2015. The Astra K is smaller (5 cm), and lighter (up to 200 kilos) compared to Astra J. Although it is smaller on the outside, Opel claims it is bigger on the inside, than the previous Astra J. Depending on the model and trim level it is up to 200 kilograms - at the very least 120 kilograms - lighter than its predecessor. The completely new vehicle architecture plays a major role in the weight reduction. Every component was checked for compact design and lightweight materials. The bodyshell weight alone was reduced by 20 percent from 357 to 280 kilograms. Additional, chassis-related measures resulted in another 50 kilograms of weight reduction; these include high-strength and ultra-high-strength low-weight steels, compact subframes as well as weight reductions to the front and rear axle. Rear suspension is torsion bar (only with Watts-linkage with top engines), and McPherson struts is it at the front.
Available engines are 1.0 3-cylinder, 1.4 4-cylinder petrol engines and 1.6-litre diesels. It will be available with new full–LED frontlight techniques, A screen in the dash which connect to Android (only lower R4.0 entertainment system) or iPhone comes as standard. This system is already available, in both the Corsa E and Adam.
Opel are offering the ecoFLEX range for 1.0T, 1.4T and 1.6 CDTI engines which have same amount of power, but less CO2-emissions (g/km) and lower fuel consumption. The entire ecoFLEX range have Start/Stop as standard, low rolling resistance tyres and aerodynamic tweaks for reduced drag for lower CO2-emissions. The 1.4T SIDI ecoFLEX version have less torque, rated at 230 Nm at 2.000-4.000RPM, and the 1.0T ecoFLEX version is only available with the EasyTronic 3.0 semi-automatic transmission.
5-door wagon / estate
The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form, but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form,but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.Presented in December 1938 and built until the outbreak of war in 1940, the Type 168 used the 148L's chassis and engine (engine code 148N) in Renault Viva Grand Sport bodywork. Wheelbase remained 315 cm while the use of artillery wheels rather than spoked items meant minor differences in track. This curious hybrid was the result of an effort by Renault to steal in on Delahaye's lucrative near monopoly on fire vehicles: after a complaint by Delahaye, Renault relinquished contracts it had gained, but in return Delahaye had to agree to purchase a number of Viva Grand Sport bodyshells. In an effort to limit the market of this cuckoo's egg, thus limiting the number of bodyshells it had to purchase from Renault, Delahaye chose to equip it with the unpopular Wilson preselector (even though the marketing material referred to the Cotal version). This succeeded very well, and with the war putting a stop to car production, no more than thirty were supposedly built. Strong, wide, and fast, like their Viva Grand Sport half sisters, the 168s proved popular with the army. Many were equipped to run on gazogène during the war and very few (if any) remain.
en.wikipedia.org/wiki/Delahaye_135
Restrained and elegant, this delightful cabriolet is bodied by one of Frances most distinguished carrossiers, Henri Chapron. The company had been founded in 1919 by Henri Chapron, originally from Nouan-le-Fuzeler in the Sologne region of France, who had been apprentice to a coachbuilder at the age of 14 and established his own company in Neuilly, Paris, at the end of the Great War. Chapron was noted for the modernity of his designs for, unlike the majority of his rivals, he carried no baggage from the horse-carriage era.
This particular car is finished in dark blue with matching dark blue leather interior trim. In 1996 it was serviced by the famous specialist Arthur Archer of Dunmow, Essex, England, while its engine was overhauled by Bruno Kühnis Oldtimer in 1997 and bills are available covering this work. The multi-faceted 135 was the keystone of a survival plan drawn up by Delahaye, one of Frances oldest car manufacturers, to cope with the crisis-hit 1930s. It sprang from a remark made over lunch by Ettore Bugatti to Delahayes veteran manager Charles Weiffenbach: Your automobiles are dependable and solidly-built, but not very sporting. You need to aim higher...The task of aiming higher was entrusted to Delahayes brilliant assistant chief engineer Jean François and his assistant Monciny. François had joined Delahaye in 1922 from the ephemeral Beck company of Lyon, where he had designed a remarkable 1,500cc car with all-round independent suspension by coil springs and trailing arms. The first fruit of his labours was the Type 138 launched at the 1933 Paris Salon, which had a clever parallelogram independent front suspension system with a transverse leaf spring as the lower member. Its pushrod ohv 3,227cc six-cylinder engine was developed from a robust 2,874cc power unit launched simultaneously in 1931 in the Type 126 car and a new high-speed 3-4 ton commercial vehicle.Jean François developed a new chassis, known as Type 135, which used the simple but effective independent front suspension layout of the earlier Type 138. The new chassis was immensely strong, with Bloctube welded box-section side members linked by a central caisson of pressed steel cross members which met at the transmission tunnel, the whole being welded to a ribbed floor,. At the front, a single cross member located the transverse front spring and the water and oil radiators (the latter was an advanced feature for a road car at that time. The firewall also formed part of the chassis structure.A prototype of this new chassis with a single-carburetor 20 CV 3,557cc version of the six-cylinder engine was homologated on 8 June 1934 with the Service des Mines (the central French licensing authority) as a 135M (for modified) type, but the Type 135 didnt enter production until late the following year, still powered by the old 3,227cc engine.
Delahaye launched the 135 at the 1935 Paris Salon in two series - 18 CV (3.2 litres) and 20 CV (3.5 litres) - and several states of tune. The touring version of the 135 was a most delightful sporting car, of which author J.R.Buckley wrote, Their coachwork was the quintessence of elegance . . . these bodies . . . did for the cars what Schiaparelli, Worth and Patou did for the cars owners, for perhaps not too surprisingly, despite their impressive performance, a high proportion of Delahaye 135s were owned by women.Testing a two-door Delahaye 135 in the winter of 1938, the British magazine Motor covered 1,000 miles in three days, many of them for the sheer pleasure of driving it. There are few cars with such superb roadholding and steering, such performance and such instantly responsive controls.In running order, this handsome car has been on museum display, and careful recommissioning would be advisable before it returns to the road. It comes with starting instructions in German and a 1991 French Certificat DImmatriculation registration document. It was originally delivered to a Michel Paris in 1937 and its next owner was a M Mancier. Its third owner was one M Sirejols, presumably the Parisien garagiste who took over the BNC sporting marque after its two founders, MM Bollack and Netter, had left the company.In October 1991, the Delahaye was acquired by Jean Sage, passing into the ownership of Peter Kaus in 1998.
185119 (right, at platform 1) and 195110 (left, at platform 2) are shortly to depart Manchester Piccadilly, working 1K23 14.16 to Hull (TransPennine Express) and 2S16 14.18 to New Mills Central (Northern) respectively. In the background, at platform 3, 220030 is getting ready to set off at 14.25 with Cross Country's 1O22 to Bournemouth.
Having arrived in the north-west the previous evening, I had most of the day to kill before the Northern Diesels Photo Charter event at Bury in the evening. The weather forecast was poor (overcast all day, and wet at times) so there was no point in doing any conventional photography. But I realised that I'd not yet travelled over the Castlefield Curve (aka Ordsall Chord) in central Manchester, which had opened in December 2017.
I looked up times, found there was an hourly service (TransPennine Express between Saltburn and Manchester Airport), and that the fare was £3 single - although I was at first slightly confused because the National Rail Enquiries website also listed more direct services than hourly but without any fare being quoted... which I then realised were Metrolink trams. (What the UK needs is a public transport timetable database like Germany's Hafas, which shows everything, stating the operator and mode of transport, and usually quoting the fare, and on which you can turn off and on different modes of transport. And the UK's trains are already in Hafas.)
After a leisurely cooked breakfast, I drove to Radcliffe and travelled in to Manchester Victoria on Metrolink in plenty of time for the 13.40 departure. After reaching Manchester Piccadilly, with nothing better to do and plenty of time to spare, I wandered over to platform 1 and pointed my camera at a few things, including this pair of trains about to depart (I also managed a shot of the 195 while it was still displaying tail lights, but prefer this one). After this, I went out to Media CityUK on the tram, before heading back out to Radcliffe (grabbing a coffee at Victoria while changing there).
I don't often take photos at major stations, but there are sometimes some nice shots to be had. And no-one bothered me, although at one point I was approached by a policeman - but to ask if I'd seen someone he was trying to track down rather than tell me I couldn't take photos!
Interestingly, the trains in this picture were all built in different countries: the 185 by Siemens in Krefeld, Germany (I once saw a pair being dragged through Aachen Hbf, having been on test at Wildenrath, I assumed, but wasn't quick enough with the camera); the 195 by CAF in Zaragoza (bodies) and Irún (final assembly), Spain; and the "Voyager" by Bombardier in Brugge, Belgium (all bodies, and fitting out the early examples) and Horbury, Wakefield in the UK (fitting out the bodyshells of the majority).
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
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.
M94 FVC, a Jaguar XJ6 4.0, is the last XJ40 to come off the production line.
It is owned, like the V12 Coupé by JDHT, who incidentally use it to drive foreign visitors to/from the factories.
That most only happen rarely: this 1994 has covered only 5000 miles!
Swiss driver Loris Kessel first drove a Cheetah (a G501 Ford) in the `70s, and renewed the association in the early `80s by investing in the G603 that Chuck Graeminger had been developing to contest the Group C World Championship of 1982. However, as is often the case with such projects, the G603 took longer than expected to bring to the track - eventually appearing at Spa in 1983 for Kessel and Ferrier, only for its 3.3-litre Cosworth DFL V8 to explode. Matters improved long enough for the car to finish 9th at Imola and 8th at Mugello, at which point legal disputes between Kessel and Graeminger effectively ended the model's brief career. Apparently undeterred, in 1984 Graeminger launched the Aston Martin-engined Cheetah G604, examples of which were piloted over the next couple of seasons by a range of drivers including: Bernard de Dryver, Ray Mallock, Gianfranco Brancatelli, John Cooper, John Brindley, Claude Bourgoignie, Pierre Dieudonne and Tiff Needell.
The lot offered is a show car version of the Cheetah G604. Believed to have been manufactured in 1984, it possesses no running gear. Finished in Blue and White and mounted on a rudimentary support frame rather than any form of chassis, it bears the name of Team Motos Rondeau. Said to have "good" paintwork and black trim, this striking bodyshell would be equally suitable as an eye-catching display or a promotional item.
Siemens' prototype bodyshell for Eurostar's Velaro e320 was spotted at InnoTrans 2010, a month before the order was announced!
For my video; youtu.be/FO72mzeWS_s,
Italian and French car show,
Waterfront park, North Vancouver, British Columbia, Canada,
The coupé and convertible bodyshells are made by the Pinin Farina workshops in Turin. Only the floorpan and mechanical elements are common to the sedan. The convertible is available from launch with the option of a fuel injection engine
On Bank Holiday Monday 27th May 2019 a Class 165 DMU of Chiltern Railways is seen arriving at Warwick Parkway forming a southbound stopping service between Birmingham Moor Street and Marylebone.
Built in the early 1990's to replace First Generation DMU's, these Class 165's have been associated with suburban services from Marylebone and Paddington since their introduction. They utilise the 'Networker' bodyshell also used in the construction of Class 166 DMU's and Classes 365, 465 and 466 EMU's.
Built between 1947 and 1967, the Austin A40 was one of Britain's most iconic and popular family cars, and was unveiled throughout its production life in a variety of guises, including:
- 1947–50 Austin A40 Dorset 2-door saloon
- 1947–52 Austin A40 Devon 4-door saloon
- 1947–56 Austin A40 Countryman 2-door estate car
- 1947–56 Austin A40 Van 2-door panel van
- 1947–56 Austin A40 Pick-up 2-door pick-up truck
- 1948–56 Austin A40 Tourer 2-door, four passenger tourer built in Australia
- 1950–53 Austin A40 Sports 2-door, four passenger convertible with twin-carburetors and aluminium bodyshell
- 1952–54 Austin A40 Somerset 4-door saloon and 2-door convertible
- 1954–56 Austin A40 Cambridge 4-door saloon
- 1958–67 Austin A40 Farina 2-door saloon/hatchback
Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TurboDiesel from late 407 & C5, Ford Mondeo, Volvo S40/ V50
Fibreglass bodyshell
Madagascar, Indian Ocean
Made in Coventry The 1953 Eight was a completely new car with unit construction and an overhead-valve engine. Only saloon models were made. The new engine of 803 cc produced slightly less power than the outgoing larger sidevalve unit with 26 bhp at 4500 rpm but this was increased to 30 bhp at 5000 rpm in 1957. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted.
To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to the boot was by folding down the rear seat which had the backrest divided in two. The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid 1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market.
An example tested by The Motor magazine in 1953 had a top speed of 61 mph (98 km/h) and could accelerate from 0–50 mph (80 km/h) in 26.5 seconds. A fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg-US) was recorded.
The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961.
Sold for £23,000
Synonymous with the swinging '60s, the MKII has, at least until very recently, been Jaguar's most widely admired saloon. Featuring notably slimmer roof pillars than its MKI forebear, the newcomer was as airy on the inside as it was elegant on the outside. Comprising a monocoque bodyshell equipped with independent coil-sprung front suspension, a well-located 'live' rear axle and disc brakes all round, it could be specified with a 2.4, 3.4 or 3.8-litre version of Jaguar's race-proven XK engine. The interior was quintessentially British with its sumptuous leather-covered seats, polished wood facia and door cappings, comprehensive instrumentation and an impressive row of auxiliary toggle switches. The attention to detail and build quality of the MKII were remarkable for the asking price - these cars punched above their weight. A road test of a 3.4-litre model with automatic transmission conducted by Motor magazine in 1961 resulted in a 0-60 mph time of 11.9 seconds and a top speed of a whisker under 120 mph. The touring fuel consumption was 19.0 mpg. Production of the MKII ran from 1959 to 1967, at which point the 3.8-litre engine option was dropped and the remaining models renamed 240 and 340 respectively. A total of 91,210 MKIIs, 240s and 340s and are thought to have been produced, some 31,454 of which were equipped with the 3.4-litre engine.
The MKII being offered is a right-hand drive 3.4-litre manual overdrive example made in October 1962. It is finished in Sherwood Green complemented by a Suede Green leather interior. This handsome-looking Jaguar has been the subject of an extensive restoration, with the coachwork, interior and running gear completed in 1996 and the engine in 2009. Benefiting from the fitment of a new clutch, flywheel and uprated rear crankshaft seal, '376 EYL' comes with a large history file, original toolkit, service and handbooks. Riding on wire wheels, this nicely presented MKII is taxed and MOT'd until early 2012.
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
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).
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
From Bonham's Catalogue:
Sold for £24,150 inc. premium
Footnotes
The first significant up-grade of Jaguar's sensational E-Type sports car occurred in October 1964 with the launch of a 4.2-litre version. Along with the bigger, torquier engine came a more user-friendly gearbox with synchromesh on first gear, and a superior Lockheed brake servo. Apart from '4.2' badging, the car's external appearance was unchanged but under the skin there were numerous detail improvements, chiefly to the electrical and cooling systems, and to the seating arrangements. The top speed of around 150mph remained unchanged, the main performance gain resulting from the larger engine being improved acceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 'family friendly' 2+2 coupé variant on a longer wheelbase. With the increased length and rear seats came greater headroom, more luggage space, improved heating/ventilation, and optional automatic transmission.
Proposed changes to the USA's safety and emissions legislation prompted the revised Series 2, announced in October 1968, and from late 1967 the E-Type began to embody some of the forthcoming modifications, these interim cars coming to be known as the 'Series 1½' although there was never a fixed specification for this unofficial 'model'. The headlight fairings were deleted and enlarged side/rear lights adopted, while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles.
Manufactured in 1968 during this transitional period, this 'Series 1½' 2+2 Coupé was purchased by the vendor in 1994 as a non-runner, having previously had only two recorded keepers. 'ULR 564F' was subsequently rebuilt, its owner's aim being the creation of a practical and reliable Gran Turismo suitable for Continental touring. Works carried out include stripping and bead-blasting the bodyshell; welding in a new driver's floor and boot floor; and repairing the rear wings (see photographs on file). An all-new bonnet was fitted, Dinitrol anti-rust treatment applied and the car repainted around 1998. The wiring loom and brake lines have been renewed and the suspension rebuilt with Koni dampers and new springs. Believed previously rebuilt, the engine benefits from overhauled carburettors and is said to display good oil pressure and even cylinder compression readings. Other noteworthy features include Coopercraft brakes, a manual overdrive gearbox (replacing the original automatic), inertia reel seat belts, Porsche seats, MotoLita steering wheel, high-intensity headlights and a heavy-duty radiator with twin fans.
The 2+2 body affords greater headroom and easier ingress/egress for taller drivers, and this one is fitted with a Webasto sliding sunroof and has been re-trimmed. The cramped rear seats have been dispensed with, enabling the useful extension of the luggage platform (ideal for bringing the odd case or two of wine back from the Continent) beneath which there is a concealed cubby hole. Driven fewer than 1,000 miles since the completion of its re-commissioning in October 2010, this sensibly upgraded E-Type is described as in generally very good condition and offered with sundry restoration invoices, current MoT/tax and Swansea V5 registration document.
Lot heading
1968 Jaguar E-Type 4.2-Litre 2+2 Coupé
Registration no. ULR 564F
Chassis no. 1E51276BW
Engine no. 7E 54991-9
Taken 04/03/19; Following on from snaps of the King and Castle locos inside the STEAM museum, over to Swindon Station and a few snaps of the new Class 800s. The Warship and Westerns replaced the GWR 4-6-0s, they were replaced by the HST125s, which in turn have been replaced by the Class 800s. According to Wikipedia these are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."