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

The 1957 Chevrolet is a car that was introduced by Chevrolet in September 1956 for the 1957 model year. It was available in three series models: the upscale Bel Air, the mid-range Two-Ten, and the One-Fifty. A two-door station wagon, the Nomad, was produced as a Bel Air model. An upscale trim option called the Delray was available for Two-Ten 2-door sedans. It is a popular and sought after classic car. These vehicles are often restored to their original condition and sometimes modified. The car's image has been frequently used in toys, graphics, music, movies, and television. The '57 Chevy, as it is often known, is an auto icon.[2]

History

Initially, General Motors executives wanted an entirely new car for 1957, but production delays necessitated the 1955–56 design for one more year.[3] Ed Cole, chief engineer for Chevrolet, dictated a series of changes that significantly increased the cost of the car. These changes included a new dashboard, sealed cowl, and the relocation of air ducts to the headlight pods, which resulted in the distinctive chrome headlight that helped make the 1957 Chevrolet a classic. Fourteen-inch wheels replaced the fifteen-inch wheels from previous years to give the car a lower stance, and a wide grille was used to give the car a wider look from the front. The now famous 1957 Chevrolet tailfins were designed to duplicate the wide look in the rear. Bel Air models, though maintaining the same chassis, powertrains, and body, were given upscale gold trim: the mesh grille insert and front fender chevrons, as well as the "Chevrolet" script on the hood and trunk, were all rendered in anodized gold. The 1957 Chevrolets did not have an oil pressure gauge or a voltmeter.[4] The base engine was an inline 6-cylinder called the Blue Flame Six. The engine was smoother running than the V-8. Carburetion came from a single one-barrel carburetor.

"Tri-Five" 1955–1957 V8

The 1955 model year Chevrolet introduced its now-famous small-block V-8 — the first V-8 available in a Chevrolet since 1918.[5] It has a displacement of 265 cu in (4,340 cc). Prior to 1955, Chevrolet offered a 235 cu in (3,850 cc) displacement in-line 6-cylinder engine only. The 1955 model, like its engine, was all new. The "shoebox" design, so named because it was the first Chevrolet to feature streamlined rear fenders, was a watershed for Chevrolet. The lightweight car, coupled with a powerful overhead valve V-8, became a showroom draw, but also thrust the company into the arena of competitive motorsports. 1955 Chevrolets went on to dominate drag racing and became a formidable force in circle track racing. In 1956, the design was lengthened somewhat in front and given a more squarish treatment; under the hood, engine power increased and a Chevrolet Corvette engine was available for the first time in a full-size passenger car. In 1957, the V-shaped trim on the tail fins was filled with a ribbed aluminum insert exclusive to the Bel Air's upgraded trim level. The fuel-injected engine represented the first time that an internal combustion gasoline engine in a passenger car reached an advertised one horsepower for each cubic inch benchmark, although the Chrysler 300B beat that by a year in its 355-horsepower, 354 c.i.d dual-carburetored engine, and the Alfa Romeo Giulietta Sprint was introduced a year earlier than that (1954), with a 79 cubic inch (1290cc) engine that produced 80 hp. In NASCAR racing, the 283 with its increased horsepower, gave the 1957 a dramatic advantage over the smaller 265 V8 the 1955 and 1956 cars had. NASCAR held the competition, especially the 1955-57 Chevrolet to a cubic inch restriction because of all the races the 1957s were winning. This restriction stayed with the 1955–57 until they were grandfathered out of the lower NASCAR divisions in the 1970s as the 1957 was still beating virtually all in their class.

Body styles

Body choices for 1957 included:

2- and 4-door sedans (identified by the "Pillars" between door windows)

2-door "Sport Coupe" (a two-door hardtop - the car has no pillar between the front and back window when the window lowered)

"Sport Sedan" (a 4-door hardtop)

2-door Utility Sedan, a two-door sedan with a package shelf instead of a rear seat

Delray "Club Coupe", which was a Two-Ten model 2-door sedan with a deluxe interior

The top-of-the-line 2-door Bel Air Nomad station wagon with a sloped pillar behind the hardtop door and sliding windows at the rear seat, unique ribbed roof sheetmetal and lower roofline height mimicking the hardtop models.

The basic 2-door Handyman station wagon with an upright sedan B-pillar and a C-pillar, where the four-door wagons have one, available only in One-Fifty and Two-Ten trims.

4-door, six-passenger station wagon (referred to as the Townsman; available in both the Two-Ten and Bel Air series)

4-door, nine-passenger station wagon (referred to as the Beauville; only available in the Two-Ten series)

Convertible

Unlike most competitors, the Chevrolet 4-door hardtop featured a reinforced rear roof structure that gave the car added rigidity and a unique appearance in silhouette. The 1957 Chevrolet was called by some a "Baby Cadillac", because of many styling cues similar to Cadillacs of the time. V8-optioned cars got a large "V" under the Chevrolet script on the hood and trunk lid; the "V: was gold for the Bel Air trim level, and silver-colored chrome for the 210 and 150 trim levels.

The 2-door Bel Air Nomad station wagon had its own distinctive styling, mainly in the roof line and rear deck.

1957 Chevrolet One-Fifty 2-door Sedan

1957 Chevrolet One-Fifty 2-door Sedan

1957 Chevrolet Bel Air 4-door Sedan

1957 Chevrolet Bel Air 4-door Sedan

1957 Chevrolet Bel Air Sport Coupe

1957 Chevrolet Bel Air Sport Coupe

1957 Chevrolet Bel Air Sport Sedan

1957 Chevrolet Bel Air Sport Sedan

1957 Chevrolet Bel Air Convertible

1957 Chevrolet Bel Air Convertible

1957 Chevrolet Bel Air Nomad 2-door 6-passenger Station Wagon

1957 Chevrolet Bel Air Nomad 2-door 6-passenger Station Wagon

1957 Chevrolet Two-Ten Townsman 4-door 6-passenger Station Wagon

1957 Chevrolet Two-Ten Townsman 4-door 6-passenger Station Wagon

1957 Chevrolet One-Fifty Sedan Delivery (non-standard wheels)

1957 Chevrolet One-Fifty Sedan Delivery (non-standard wheels)

Engines

For 1957 there were four standard engine options, a 235.5 cu in (3,859 cc) inline 6-cylinder producing 140 hp (104 kW), a 265 cu in (4,340 cc) V8 "Turbo-Fire" producing 162 hp (121 kW), and two 283 cu in (4,640 cc) V8s: a "Turbo-Fire" twin-barrel carburetor producing 185 hp (138 kW) and a "Super "Turbo-Fire" four-barrel carburetor developing 220 hp (164 kW).[6] To help mechanics distinguish the 265 cu in V8 engine from the red 1956 and 1955 265 cu in V8 engines and the orange 1957 283 cu in V8s, the early 1957 265 cu in V8 engines with manual transmissions were painted a bright yellow-green chartreuse. After November 1956, the 1957 265 cu in V8 engines were painted the same orange as the 1957 283 cu in V8s.

Another optional engine was offered with two four barrel carburetors, the legendary "Duntov" cam and solid lifters. This engine produced 270 hp. 1957 was the first year that Chevrolet ever offered fuel injection as an option. A 283 cu in (4,640 cc) engine fitted with solid lifters, the "Duntov" cam and fuel injection was rated at 283 hp (211 kW) and cost $500.[7][8] This was the first time in history that a General Motors vehicle achieved 1-hp-per-cu-in in a production vehicle. Fuel injection continued as an option throughout the early 1960s. However, most mechanics of the time didn't have the experience to keep the units running properly. This prompted most buyers to opt for conventional carburetion.

In a 1957 survey of owners, Popular Mechanics reported that 16.9% of owners complained about the fuel economy, while 34.4% wanted fuel injection.[9]

Options

There were many options available, most of which were designed to make the car more comfortable and luxurious. Air conditioning was offered though rarely ordered, as was a padded dash. Power steering and power brakes were available, as well as a signal-seeking AM[8] radio and power antenna. Power windows and power seats were also available. A rear speaker could be purchased which required a separate volume knob to be installed in the dashboard, beside the radio — this rear speaker was touted as providing "surround" sound. An "Autronic eye" was offered; it was a device that bolted onto the dashboard and sensed the light from oncoming traffic, dimming the headlights automatically.[10][11] One unique option was an electronic shaver, connected to the dashboard.[12] The 1957 radio used tubes that required only 12 volts of plate voltage and a transistor for the output stage. This lowered the power drain on the battery to an insignificant amount when the engine was off. Playing the radio with conventional tubes for extended periods occasionally drained the battery to the extent that it could not start the car. The clock was electrically self-wound and moving the hands to correct the time resulted in actually regulating the going rate. After a few corrections, the clock was remarkably accurate.

Another dashboard-mounted item was the traffic-light viewer, a ribbed plastic visor that was installed just above the speedometer. Because the roof extends so far forward of the driver, it is hard to see overhead traffic lights. The traffic light viewer captured the reflection of overhead traffic lights so that the driver didn't have to lean forward to see past the edge of the roof. A/C was also an option.[13]

In 1957, Chevrolet started to add safety features such as "crash proof door locks[14]" (first added in 1956), padded dash boards, safety-styled steering wheel with a recessed hub[15] (though not as much as Ford's), seat belts (also first in 1956[16]) and shoulder harnesses.[17][18] However, unlike Ford, Chevrolet did not promote these safety features heavily.

1957 was also Chevrolet's first offering of a turbine transmission, known as the Turboglide. It was a design concept that Buick had developed with their Dynaflow transmission. However, due to a reliability reputation caused by its complexity, most automatic transmission buyers shunned the Turboglide in favor of the two-speed Powerglide that had been offered since 1950. At the time the Turboglide casing was the largest cast aluminum component ever put into mass production, but it never recovered from the reputation in 1957 and the option was discontinued in 1961. Manual transmissions were limited to three-speed, column shifted units (with synchromesh in second and third gear only). The Powerglide's shifter went P N D L R while the Turboglide's was P R N D Hr (although the 'Hr' was changed early in the production series to 'Gr'-Grade Retarder because of drivers' mistaken belief that 'Hr' meant High Range instead of the correct Hill Retarder.) .[19][20] An overdrive unit was available as an option on the three speed manually shifted transmission cars. Starting at the end of May 1957, a four speed manual transmission was also offered at an over-the-counter price of $188.00 but no installation kit (shifter and linkage) was ever offered by Chevrolet and, while an owner may have jury-rigged an installation in their own car, there is no evidence that any dealer ever actually installed the transmission in any car in 1957. A 1957 equipped with this transmission mated to the 270 horsepower engine and limited slip differential was the one to beat on the drag strip and street into the early 1960s.

Post-production popularity

1957 Chevrolet Two-Ten 4-door Sedan

1957 Chevrolet Bel Air Townsman 4-door Station Wagon

From a numbers standpoint, the 1957 Chevrolet wasn't as popular as General Motors had hoped. Despite its popularity, rival Ford outsold Chevrolet for the 1957 model year for the first time since 1935. The main cause of the sales shift to Ford was that the 1957 Chevrolet had tubeless tires, the first car to have them. This scared away sales to Ford as many people did not initially trust the new tubeless design. Also Ford's introduction of an all-new body styling that was longer, lower, and wider than the previous year's offerings helped Ford sales.[21]

However, the 1957 Ford — with the exception of the rare retractable hardtop model — is not nearly as prized by collectors today as the 1957 Chevrolet.[citation needed] Throughout the 1960s and 1970s, the 1957 Chevrolet was a popular used car and highly prized "street machine" or hot rod in 1957 terms. It was the final year of the "shoebox" Chevrolet, as 1958 saw the introduction of a much larger and heavier "X" framed Chevrolet. The ideal size of the 1957, combined with its relatively light weight compared to newer full-sized cars, made it a favorite among drag racers. The engine bay was big enough to fit GM's big-block engines, first introduced in 1958 and popularized in the 1960s by the Beach Boys in the song "409". The relatively simple mechanical attributes of the car made it easy to maintain, customize, and upgrade with components such as disc brakes and air conditioning.

The big block, however, was not what put the 1957 on the map on the street scene; it was the introduction of the low-priced small-block, 365-horsepower 327 in 1962 that was the blockbuster that made both the 1955 and 1957 Chevrolet able to beat the Ford hotrods with their flathead V8s.[citation needed] This was a major turning point in American hot rodding: Chevrolet had claimed the street scene from Ford. The 1957 Chevrolet also won 49 Grand National "cup" NASCAR races (the most of any car in NASCAR history), won the Southern 500 (in 1957, 1958, and 1959); becoming the only car to win the 500 three times. The earliest victory for a 1957 Chevrolet in a titled NASCAR Grand National Series race was the 1957 Virginia 500.

The 1957 also won 26 NASCAR "convertible races," more than any make, and won all three possible driver's championships. The first in convertible class and winning car in the 1959 Daytona 500 was a 1957 driven by Joe Lee Johnson. The convertibles started on the outside row and were approximately ten miles an hour slower than the hardtops and sedans because of their aerodynamics. No one figured that a convertible would win the race and they didn't but wonder who was driving the top finishing convertible.

The 283 engine placed from the factory behind the centerline of the front wheels made the 1957 a superior handling car on the short tracks and the dirt tracks as well. This mechanical advantage, coupled with the high revving and reliable 283, earned the 1957 the nickname "king of the short tracks"[citation needed] With the fuel injected 283, the One-Fifty model two door sedan version, called the "black widow," was the first car outlawed (and quickly so) by NASCAR as it proved almost unbeatable on virtually all the NASCAR tracks in early 1957. After the 1957 was grandfathered out from the now "cup" division in 1960 and relegated to the lower local track sportsman divisions, they were still the car to beat for years. The 1957s subsequently were used up in stock car racing at a very high rate. Surprisingly enough, the 1957 Chevrolet also won a disproportionate amount of demolition derbies as well: With the radiator set back from the grille, the car was difficult to disable. The additional advantage of having the last double lined trunk, coupled with a strong frame, made it a surprisingly common winner in the demolition derbies during the late 1960s and early 1970s. By the 1970s, the 1957 Chevrolet became a collector car.

Companies such as Danchuk Manufacturing, Inc. and Classic Chevy Club International began selling reproduction and restoration parts. In the early 1990s, the value of a meticulously restored 1957 Chevrolet convertible was as high as $100,000.[citation needed] Although those peaks gave way significantly after 1992, the 1957 Chevrolet has held its value and is now poised to exceed the previous peak.

Although restored original examples are increasingly rare, modern customizers and restorers are creating fast, powerful, ultra-modern hot rods that are winning the 1957 Chevrolet a whole new generation of fans. As original cars become harder to find, fiberglass and all-steel reproductions (EMI in Detroit, Michigan was the first to build restoration bodies using original firewalls with VIN numbers - the steel reproduction bodyshells are manufactured by Real Deal Steel in Sanford, Florida, using reproduction sheetmetal) are making it possible for future generations to enjoy the 1957 Chevrolet. Wikipedia

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

Class 33/2, 33204 on arrival at Folkestone Harbour having rolled the A1A Charters "Canterbury Tales" Railtour down from Folkestone East Sidings on Saturday 13th May 1995. This loco was withdrawn from service in February 1997 and sold into preservation the following month but only as a source of spares for sister loco 33208. Once all useful parts were removed, the remaining bodyshell was finally cut up on site at Ropley on the Mid-Hants Railway in February 2002.

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.

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.

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

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.

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.

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

Very early and very rough 'Fanfare' bodyshell. EFE 'y' Type interior and chassis.

Event: NEC Classic Motor Show

Location: National Exhibition Centre (NEC), Birmingham, UK

Camera: Canon EOS 10

Lens(s): Canon EF 28mm f/1.8

Film: Kodak Ultramax

Shot ISO: 400

Exposure: f/2.8 or f/2 - 1/60 mostly

Light Meter: Camera

Lighting: Overhead LED

Mounting: Hand-held

Firing: Shutter button

Developer: Bellini C-41 Kit

Scanner: Epson V800

Post: Adobe Lightroom & Photoshop (dust removal)

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.

E9

Chassis n° 4355031

ex Hans-Joachim Stuck

Zoute Sale - Bonhams

Estimated : € 300.000 - 400.000

Sold for € 402.500

Zoute Grand Prix 2024

Knokke - Zoute

België - Belgium

October 2024

1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.

BMW had returned to six-cylinder power for its range-topping models in 1968 with the launch of the 2500 and 2800 saloons. Also new was the 3.0 CSL's forerunner, the 2800CS coupé, though the latter's running gear had more in common with the existing, four-cylinder 2000C/CS. The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.

Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 300lbs (136kgs) in weight was saved – 'Leicht' indeed.

Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.

Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s: Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.

With only 1,039 CSLs produced between 1972 and 1975 compared to over 19,000 standard CS/CSi models, these 'specials' will always be relatively rare and today this ultimate BMW coupé is highly sought after.

The 31st of only 57 Series 2 cars produced, chassis number '4355031' was delivered new on 11th July 1974. BMW factory records list this car as a Testwagen M GmbH (M Division test car). First registered in Germany on 14th July '74, it was allocated to works driver Hans-Joachim Stuck soon after he had been photographed airborne at speed in his works car during the Nürburgring 6 Hours: one of motor sport's most enduring images. The German motoring magazine Auto Motor und Sport photographed Stuck with '4355031', the driver stating that stated that he felt "as if it were a piece of myself".

The Batmobile was next owned by Christian Neureuther, member of the West German Olympic ski team, world champion Rosi Mittermeier's husband, and Stuck's close friend. The car was purchased via his sponsor from Jochen Neerpasch, head of BMW Motorsport GmbH. In 1978 Neureuther sold '4355031' to Joseph Zahler, who retained the car until 1995 when world-renowned CSL expert Yannick Bernat acquired it. Bernat immediately commissioned CSL specialist Dieter Toegel to undertake a full restoration using original BMW parts, including the correct, thin-gauge alloy body panels. During restoration the Batmobile was fitted with a period-correct Alpina B2 engine (an in-period factory option) producing 260bhp, 57 horsepower more than the than standard CSL, although it was considerably more expensive.

Subsequently, in 2005, the Batmobile passed to a new owner, Tony Badenoch, in the UK. In 2006, the CSL was exhibited by invitation at Villa d'Este Concours d'Elegance as one of only six cars obtained from collections worldwide to form Class H: 'The Competition and the Show'. While with this owner the CSL was maintained to the highest standards by UK-based specialists. Our vendor purchased the Batmobile at an auction in Monaco in 2010. Seven years later, the car was restored again, as evidenced by invoices on file from Classic Heroes totaling around £18,000 together with restoration photographs and a list of parts that were changed. In addition, the car comes with all the documentation supporting its unique history as a Test Car for BMW's new M Division and association with Hans-Joachim Stuck.

The owner displayed the BMW at Goodwood in April 2019 for the Members' Meeting, which Stuck was scheduled to attend. He was delighted to hear it would be there and said he remembered happy times with it (he said it fitted him like a glove) and offered to sign it. Sadly, he had to cancel his trip so that never happened; instead the owner sent Hans the photograph of him with a girl in the car, which he said brought back great memories of her too! The CSL was also displayed at the 2021 Goodwood Revival 'Earl's Court Motor Show'.

In addition to the aforementioned documents the history file also contains the following: 1990 TüV document stating that Hans-Joachim Stuck was the previous registered owner, and Christian Neureuther is the current one; Current UK V5 registration document; 1998 BMW Mobile Tradition letter stating the car was a test vehicle.

This spectacular Batmobile, featuring a storied history, is eligible for a range of historic events or for simply fast road use, allowing it to continue its story with its new owner.

1/32 resin slot car Fiat 850 Spider Abarth c.1973 track car. OCAR resin body-shell with PCS32 chassis and Slot it wheel/inserts/tyres.

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

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

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.

he V12 Coupé is probably the rarest XJ40 model ever built.

Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.

The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.

The interior and bodyshell do look the bit: convincing enough to pass as a production car!

This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.

Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6 282bhp

Production 68029

Registration Number P 573 KJC (Bangor, Gwynedd, Wales)

PORSCHE SET

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 olygfa anhygoel, 62,399,647 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,399,647 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-583

Continuing the build of this model using a 3D printed bodyshell.

Considerable work to get to this stage. The body has had the red paint added, and also with more difficulty, glazing. Fitting this to the curved ends proved especially fiddly. The 3D parts included a centre chassis. I have used this as a pattern to build a plasticard version adapted for standard chassis unit.

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.

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

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

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.

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

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

From Bonham's Catalogue:

Sold for £19,550 inc. premium

Footnotes

An Elite-type glassfibre monocoque having proved insufficiently rigid when applied to an open car, Lotus boss Colin Chapman came up with a simple but effective steel backbone frame for the company's new Elan sports car. So successful was this chassis design that it still forms the basis of today's Lotus cars. Suspension was all independent with unequal-length wishbones at the front, while a wide-based lower wishbone and modified Chapman Strut, ¬ as used in Lotus's Grand Prix cars, ¬was employed at the rear. Rack-and-pinion steering was sourced from the Triumph Vitesse, and there were Girling disc brakes all round. The Elan's engine was a highly-modified 1,498cc (later 1,558cc) Ford Cortina unit topped with Lotus's own twin-camshaft cylinder head, and both gearbox and differential came also from Ford. As development progressed the Elan became more civilised, the final Series 4 - introduced in March 1968 - benefiting from dashboard fresh-air vents and improved interior trim and fittings. The bodyshell was slightly thinner - and lighter - than the S3's and featured flared wheelarches accommodating wider wheels, side repeaters and larger Plus 2-style rear lights. Adequately powerful, light in weight and endowed with exceptional roadholding and handling, the Elan proved an immense commercial success for Lotus, slightly fewer than 9,000 being produced by the time production ceased in 1973. Even today there are few more rewarding driver's cars around.

This Elan S4 fixed-head coupé is to 'SE' (Special Equipment) specification, featuring electric windows and centre-lock wheels. The car does not appear to have had a full rebuild but comes with a large history file containing many invoices for work carried out, which has included a specialist engine overhaul. 'VRF 650G' is currently being refinished to a very high standard and starts and runs very well, while the original interior is exceptional for its age. This very smart and attractive little sports car is offered with the aforementioned history file, five expired MoTs, current road fund licence, MoT to October 2013 and Swansea V5 document.

Lot heading

1969 Lotus Elan S4 SE Coupé

Registration no. VRF 650G

Chassis no. 36/8970

Engine no. L18828

Ford Lotus Cortina Mk.2 (1967-70) Production 4032 Engine 1558 cc S4 DOC Lotus twin cam twin carburettor.

Registration Number RLX 624 E

FORD (UK) SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

Top speed 105 mph Using the mark 2 Cortina bodyshell with uprated suspension and wider wheels than the standard. More comfortably equipped than the Mk.1 now built by Ford at Dagenham instead of Lotus at Cheshunt. Used as Fords mainline competition car for 1967.This car bears the decals of the London-Sydney Rally and names of all of its sponsors Shot at the National Heritage Museum, Gaydon, Warwks. 25.04.2010 Ref 51-31

Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The success of the MX-5 had given Rover confidence that the market for 2 seater roadsters had re-emerged, and the decision was taken in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8.

The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers.

A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. In the UK, 330 RV8s were sold initially. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000 and 2010.

Chassis n° RE 60-01

Alain Prost

Estimated : € 200.000 - 300.000

Sold for € 228.760

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Single-seater from the fascinating turbo era

- Perfect history, owned by Renault from new

- Used until 2007 by Erik Comas

- Very interesting recommissioning project

At the end of the 1984 season, the Renault team was rather shaken, following disappointing results and the departures of Gérard Larrousse and then of Michel Têtu for Ligier. It left journalists asking questions, as Gérard Flocon did in L'Automobile Magazine: “Is this a dead end or, on the contrary, should we expect a fresh start?” The answer was given by Max Mangenot, CEO of Renault Sport: “After Kyalami [in 1983, when Prost lost the title to Piquet], we could simply have stopped. That would have been the easiest thing to do, but we chose not to, as we felt that Formula 1 remained an essential objective for Renault.” This was confirmed by Gérard Toth, who took over from Larrousse as the head of Renault Sport: “In 1985, we had to reach the highest level.”

Renault did not therefore throw in the towel, and in January 1985 it took the wraps off its new racing car, the RE 60, assigned to its two drivers, Patrick Tambay and Derek Warwick. With an attractive streamlined shape similar to the RE 50, it had differently placed radiators: these were no longer angled in relation to the ground, but in relation to the centreline of the car, allowing the hot air to escape at the sides without obstructing the flow of air over the rear spoiler. The suspension was completely reworked and, above all, the car had a new engine, the EF15, which Bernard Dudot, speaking of its ultimate version in 1986 (the EF15C), described as “the best of all the Renault F1 turbo engines”. In qualifying trim, the V6 could produce 1000bhp, but to begin with, the cars had to make do with the EF4B engine, an interim version which benefitted from many of the changes made to the EF15.

The 1985 season did not, however, live up to the expectations of the Renault-Elf team and its best results were two third-place finishes for Tambay: on 21 April at the Portuguese Grand Prix, in the rain, and on 9 May at Imola. In the other rounds, the team failed to deliver, whether in testing or in the race itself, the car suffering from inadequate performance and patchy reliability. It was all the more frustrating as the Lotus team, using the same Renault EF15 engine, achieved better results. Ayrton Senna claimed eight pole positions and two victories, in Portugal and Belgium, while his team-mate Elio De Angelis also won one race, at San Marino.

The consequences of these results would be felt well before the end of the year: on 27 August 1985, Georges Besse, Renault’s chairman, announced its withdrawal from competition in Formula 1. It was both a disappointment and a paradox: Renault, the pioneer in using turbocharged engines in F1, pulled out just as all the other teams had adopted the technology introduced by the French manufacturer.

Its sporting vocation nonetheless remained firmly rooted in Renault’s culture, and in 1986 it continued to supply its V6 turbo engines to Lotus, Ligier and Tyrrell, before returning in 1989 with another innovative engine, a naturally-aspirated V10. But that’s another story ...

RE 60-01B presented here is one of the eight RE 60s built by Renault Sport, all of which remained with the manufacturer, except for two bodyshells supplied to Henri Julien, the founder of AGS, who used them to produce two F1 single-seaters. The RE 60B first appeared at the French Grand Prix in July; it was 30kg lighter and featured various modifications, such as lower side pods, different front wheels, a new aero screen, a narrower rear engine cover, differently placed oil coolers and a new transmission.

This car was primarily used for development work, with numerous tests carried out by the team’s drivers, Tambay and Warwick.

Once its racing career was over, the RE 60-01B was delivered by Renault Sport at the end of 1985 to Renault's Public Relations department, and it has remained with the manufacturer ever since. It was used for demonstrations, with its last outing in 2007 during the World Series, driven by Erik Comas. Having suffered on this occasion from a failure of the V6 turbo, which has never been repaired, it has been immobilized since then and still has the same engine today. It is otherwise virtually complete mechanically and has all its ancillaries; it bears Patrick Tambay’s name and racing number 15 and sports the black and yellow colour scheme characteristic of Renault’s racing cars at the time. It would make a rare and valuable basis for a restoration enabling it to take part in historic demonstration events, where it would undoubtedly be one of the stars. Although it failed to reach the very highest level, it remains a racing car with an advanced design, an invaluable witness to one of the most fascinating chapters in the history of Formula 1.

www.rochdale-owners-club.co.uk/

Rochdale cars were a series of mainly glass fibre bodied British sports car made by Rochdale Motor Panels and Engineering in Rochdale, Greater Manchester, England between 1948 and 1973. The company is best remembered for the Olympic coupé made between 1959 and 1973

The Rochdale company was founded in 1948 by Frank Butterworth and Harry Smith in an old mill building in Hudson Street, Rochdale. They performed general motor repairs and made themselves some alloy bodies, usually single-seaters, for racing Austin 7s and other cars. They went on to sell the bodies as the Mk II.

The breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker[3] and only the third glass fibre monocoque bodied car to enter production (after the Berkeley and Lotus Elite) This featured a closed coupé style bodyshell with the provision for 2+2 seating but the rear seats were very cramped and many builders left them out. Unlike many sports and low production cars of the time, wind down windows were installed.

Production started in 1960 using a Riley, twin-carburettor version, of the 1.5 litre BMC B-series engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs.

Wikipedia

Jones, Menai Bridge Crossley Gurney-Nutting EY9194, built from a resin bodyshell by Paragon Models and EFE interior

As often the case with Japanese kits, this has a fairly basic level of detail but the bodyshell has a crisp, well-proportioned look to it. I have read that the casting may not be accurate for a '66 model, but as I have no knowledge of it at 1:1 that doesn't bother me. I already have an idea for how this could look.

1/32 slot car Triumph Spitfire mk1 c.1964. PSR resin bodyshell & chassis, slimline motor.

The Triumph Spitfire was originally designed by Giovanni Michelotti.

W111

Chassis n° 111 027 12 002 266

- Mercedes-Benz's flagship model

- Matching numbers (Chassis, Engine and Gearbox)

- Only two owners and 71,800 kilometres from new

- Unrestored and outstandingly original

- Fully documented from new; all invoices available

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 260.000 - 280.000

Sold for € 258.750

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.

The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.

According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.

A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.

Railtrack liveried Class 950 950001 (based upon a Class 150/1 bodyshell) records the trackwork at Coventry

Scanned from a print at 600 dpi

The Travelling Post Office trains ceased as long ago as January 2004.

The vehicles were based on the Mark 1 bodyshell and had the TOPS code of NS. In this case supplemented by "A" to signify an air braked only vehicle dating from around 1977.

Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin foot steps fitted and nose door filled with filler.

A very interesting non-factory car spotted in the back of a transporter. It was built by Roger Cowman as a Production Sports Car racer using various new and used parts including an old-stock chrome bumper bodyshell bought through a dealer's parts department, and has connections with many famous drivers.

Colas Class 66 heading South through Northallerton Station

On the privatisation of British Rail's freight operations in 1996, English, Welsh and Scottish Railway bought most of British Rail's freight operations. Many of the locomotives that EWS inherited were either at the end of their useful life or of doubtful reliability. EWS approached General Motors Electro-Motive Division (EMD), who offered their JT42CWR model which had the same bodyshell as the EMD built Class 59; this gave the advantage of having a locomotive of known clearance. The engine and traction motors were different models from those in the Class 59. Additionally, the Class 66s incorporated General Motors' version of a steering bogie - designed to reduce track wear and increase adhesion on curves.

The initial classification was as Class 61, then they were subsequently given the Class 66 designation in the British classification system (TOPS). Two hundred and fifty were ordered and built in London, Ontario, Canada. In 1998, Freightliner placed an order for locomotives. They were followed by GB Railfreight, and then Direct Rail Services.

Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive

Colas Rail

Colas Rail took over the ex-Advenza Cemex Cement flow after the company went bust utilising ex Advenza locomotives. During 2010 they took on 66843 and laterly 66844 which both had been on lease to GBRf, they also took on ex DRS 66410 which was renumbered 66845.