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Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
A vintage car rally at Thurstaston Country Park May 8th 2011.....
Quote:-Wikipedia..
The real breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker and only the second glass fibre monocoque bodied car to enter production (after the 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 1.5 litre twin cam engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs. Other engines could be fitted including the Morris Minor, MG MGA, and Ford 109E. The engine and front suspension was mouted on a tubular steel subframe bonded to the body shell and roll over protection was provided by a steel tube over the windscreen. The car appeared at the Copenhagen Racing Car Show and the Geneva Motor Show. A very complete kit, including an engine and all other mechanical parts, cost £670. About 250 were made when the fire caused production to be suspended. The car was available in both left and right hand drive and cars were exported to several countries including Australia and the United States. On test by The Motor magazine in 1961 a 1.5 litre Riley engined model achieved a top speed of 102 mph (164 km/h) and a 0-60 mph (97 km/h) time of 11.9 seconds...
un quote.
The B's attractions, particularly as a first-time classic buy, stem from its popularity. The car shoulders such a network of support services that it's as easy to run one now as it was 30 years ago, and spares are so plentiful and inexpensive that a B is cheaper to run than some modern superminis. It's also such a classically simple design, in true MG tradition, that home maintenance is straightforward for anyone who isn't totally inept with a spanner. Most desirable options are overdrive, tonneaucover, wire wheels and reclining seats.
Estimate prices MG MGB tourer 1974 - 1980 source OLDTIMER MARKT PREISE 2011:
- Immaculate condition € 17000
- Good condition € 13000
- Used condition € 8500
Note chassis number G-HN5UL:
- 1st Numeral indicates make (G = MG)
- 2nd Numeral indicates engine type (H = B-series engine)
- 3rd Numeral indicates body type (N = 2-seater tourer; D = GT)
- 4th Numeral indicates series (5 = 3rd series. No series changes made after October 1979)
- 5th Numeral indices market destination (U = USA; L= LHD)
British Motor Heritage Limited has been welding together new MGB bodyshells since 1988, which means they’ve now been at it longer than M.G. had the car in production. BMH is now gearing up for its annual May-June production run, which means that if you want one this year, now is the time to place your order. Roadster shells are $7,500 in primer and $11,425 painted, while MGB-GT shells are $8,065 in primer and $12,350 painted. If that sounds like a lot, remember that the alternative is not necessarily cheaper — chasing away the rust in an MG unit-body can be difficult, time-consuming work, and costs can easily get out of hand. Shells are made on the original tooling, which BMH has managed to track down and recommission. To order one, contact one of BMH’s approved specialists.
Old Warden Aerodrome Rally
Designed and built by Autotune in 1983 the Aristocat is a replica ´within the spirit´ of the famous Jaguar XK Series of Sports Cars.
Built with Jaguar's written permission, the Aristocat uses all Jaguar XJ6, SI, SII, SIII, XJS or XJ12 components housed in a steel spaceframe chassis.
For ease of build the Aristocat uses the XJ series suspension un-modified, resulting in the car being five inches wider than the XK120 or XK140, but only one inch wider than the XK150. The additional width, let in down the centre of the car, allows for a more spacious cockpit and boot than the originals and drivers of well over six feet can be easily accommodated.
In order to satisfy the purists, Autotune designed and produced the Aristocat Coupe in 1991. This is a dimensionally exact replica of an XK140 Coupe, again using all XJ6 or XJS components housed in a steel spaceframe chassis.
Modifying the suspension to fit under the narrower bodyshell however, makes this a more complex and expensive build.
Coupe
The Aristocat´s blend of classic looks with modern mechanical components produces a very capable vehicle, the original prototype being timed by a member of the media at 0-60 MPH in six seconds and a top speed of over 150 MPH.
Autotune joined the SMMT early on in the evolvement of the car, completing most of the criteria required by the current SVA testing back in 1992. TUV (UK) Ltd., on behalf of the SMMT, tested the Aristocat from all aspects.
Designed to suit various budgets, the Aristocat can be built using around 80% of the components from the donor Jaguar, even including such items as the seats and dashboard helping to reduce those build costs. Additionally there are various kit options, including three different windscreen options all varying in cost.
With 20 years of continuous production and exports in most European countries, Russia, New Zealand, Scandanavia, etc. The Aristocat has shown itself to be a well designed and proven vehicle, and must surely deserve a closer look.
Currently under development and due to go into production is an alternative new chassis, designed to take the suspension and other mechanical components from the 1986 and onwards XJ40 and XJ6 Jaguars.
This eclectic selection were stored at Thurleigh Airfield. A strange mix of stripped bodyshells and other vehicles that all seemed destined for export. There must be good demand for Honda Civic bodyshells somewhere! Older vehicles seem to be the pair of Range Rovers and the ex-Vale Furnishers Mercedes luton van.
1/32 slot car AC Shelby Cobra 289 mk2 c.1963 in SCCA livery. Revell bodyshell, MRRC chassis with in-line Mabuchi motor and full-depth cockpit.
1978 Ford Escort 1.3GL Automatic 2-door.
Fitted with a 2000cc Zetec engine. Last MoT test expired in April 2011. Anglia Car Auctions, King's Lynn.
"This very well specced Escort is fitted with a dry sumped 2000cc 16 valve Zetec engine, mated to a 6 speed Quaife sequential gear box with AP paddle clutch. Further features include, but are not limited to, a World Cup cross member, quick rack, Bilstein 21/2 coil over suspension all round, adjustable track control arms, compression struts, AP vented discs and calipers all round, a 5 linked fully floating Atlas axle with ZF LSD and a fully welded in roll cage. The bodyshell has been seem welded. Having seen very little use since completion in 2003, the car will require straight forward recommissioning before use. It should be noted that the car is still registered as a 1300cc automatic on the V5. Five registered owners with the last two being the same family since 2003. Comes with a large history file comprising a large quantity of invoices from the '90s to mid '00s, original purchase receipt and service book with seventeen stamps between 1978 and 1990, original handbook and every MoT, except one, from 1981 to 2010.
V5 present
Estimate: £13,000 - 16,000
Result: £16,170".
Details from Classic Auctions - www.classic-auctions.com/Auctions/13-04-2011-ThePavilionG...
Reg Number:KFY 638
Chassis Number:BN1219025
Engine Number:IB212469M
Cc:2660
Body Colour: White / Blue
Trim Colour:Red
MOT ExpiryDate:Feb 2012
Donald Healey's eponymous company built a prototype two-seater sports car for display at the 1952 London Motor Show. It was based on Austin A90 Atlantic mechanicals and sported a sleek body designed by Gerry Coker and built by Tickford. It was dubbed the `Healey Hundred' (a moniker chosen to reflect the car's ability to reach 100mph), and Healey planned to build production versions at his factory in Warwick. As things transpired, the prototype impressed the public and so excited Austin's Managing Director, Leonard Lord, that he agreed to build the car in volume at Longbridge. The newcomer was renamed the Austin Healey 100. The rest is history. The production bodyshells were made by Jensen and then transported to Longbridge where the cars were assembled alongside the A90. The early cars (code named BN1s) were equipped with the same 90bhp 2660cc engines and manual four-speed transmissions as the A90 though, in an unusual move, Austin modified the gearbox so it operated as a three-speed unit with overdrive on the top two ratios. The car had 11-inch drum brakes all round. The front suspension was independent by coil springs while the rear featured a traditional live axle supported by semi-elliptic leaf springs. The steering was by cam and lever.
Beginning life as an original UK, right-hand drive specification BN1 model, `KFY 638' has since been upgraded in the style of a 100M. This revised form includes: aluminium body panels, louvred bonnet, front disc brakes, competition exhaust and airbox. It was fitted with a refurbished engine in 1989, which was further restored by Murray Scott-Nelson in 1994. An overhauled gearbox and overdrive unit were installed in 2002. Unused since last year, this tastefully modified `Big Healey' comes complete with full weather equipment, original steering wheel, Heritage Certificate and detailed history file, plus a new MOT.
Nosram Pearl ISTC ESC
Novak 8.5 Brushless Motor
KO Propo PS-2173 FET Servo
Futaba Receiver
Yuntong 5000MAh 20C LIPO Battery
The forlorn bodyshell of Class 73/1, 73134 "Woking Homes 1885 - 1985" stands in its long-term resting place outside the Brush Traction works at Loughborough.
Having been used as a spares donor for the 73/9 rebuilds done at Brush, the future remains unclear for 73134 - with its fate being even more uncertain following the recent announcement that the Brush Traction works will close by the end of 2021.
Possibly 800 035 waits to depart from Platform 2. Destination unknown.
From Wikipedia
The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.
Badged on the grille and steering wheel a Renault, this final version of the Renault 12 ceased production in France during 1980, although was produced, as a Renault, in Turkey until 2000. The basic bodyshell formed the Dacia 1300 series, produced in Romania until 2004.
Network Rail's track recording unit 950001 (a converted class 150 bodyshell, specifically built for this purpose) heads through Saxondale, between Bingham and Radcliffe on Trent on the 26th May 2013. It was working the 08:22 Derby RTC to Derby RTC, running via Nottingham to Grantham, before reversing and heading North along the East Coast Main Line to Doncaster Royal Mail terminal. It then retraced its steps to Grantham, continuing down to Peterborough, before reversing again to head back to Grantham, Nottingham and eventually Derby. It is seen here on the last leg of its journey. I was pleased to see this running, it went down my local line, the Nottingham to Lincoln line, the day before by I'd missed it due to work commitments. So when I saw this on Real Time Trains, I couldn't miss the opportunity of this unit and this weather, on a bank holiday weekend too!
Continuing the build of this model using a 3D printed bodyshell.
The upstairs flooring / seating is in three parts.
Empty body shell of a 1934-1952 Citroën Traction Avant on a trailer, ready for transportation.
The Citroën Traction Avant was designed by a team lead by André Lefèbvre and Flaminio Bertoni.
Production TA: 1934-1957.
Number seen: 1.
Probably near Besançon (Doubs, Fr.), Avenue de la 7ème Armée Américaine, D683, Aug. 19, 2016.
© 2016 Sander Toonen Amsterdam | All Rights Reserved
W111
Chassis n° 111 027 12 002 266
- Mercedes-Benz's flagship model
- Matching numbers (Chassis, Engine and Gearbox)
- Only two owners and 71,800 kilometres from new
- Unrestored and outstandingly original
- Fully documented from new; all invoices available
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 260.000 - 280.000
Sold for € 258.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.
The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.
According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.
A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.
1:32 Class 25/1 bodyshell Printed by Shapeways in WSF, Primed with Halfords primer/filler and then a second coat of grey primer after a quick sand.
1/32 resin slot car Ford Consul Capri c.1961 BSCC. PSR resin body with composite chassis and slimline motor.
2014 "Chevrolet Camaro" returning to the paddocks of the 2014 CRAA classic race in Aarhus after crashing out in heat 2. The damages turned out to be too extensive to repair in time for the final a few hours later.
Driver: Elling Sebastian Aarvik (N)
Racing class: Auto-G DTC
Race number: 27
Race results in 2014 event:
Training (fri.): 17 (of 18)
Qualifying (sat.): 10 (of 19)
Heat 1 (sat): 18, RET (of 19)
Heat 2 (sun.): 18, RET (of 18)
Heat 3, final (sun.): DNS
Photo taken after heat 2.
One of the norwegian drivers, having a weekend to forget. After doing quite well in qualifying, he crashed instantly in heat one, retired early in heat two and did not make the start of heat three.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
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.
1967 Daimler Sovereign 4.2
Lot 1 (Kempton Park Racecourse, 18th October 2006)
Sold for £5,738
(including buyers premium)
Lot details
Registration No: PGV102E
Chassis No: 1A32348DN
Mot Expiry: April 2007
Introduced in 1966, the Daimler Sovereign was a more luxurious version of the contemporaneous Jaguar 420. Differentiated from its badge-engineered sibling by means of a different grille and better standard equipment, it otherwise shared the same four-door monocoque bodyshell equipped with all-round independent coil-sprung suspension, disc brakes and a detuned version (245bhp vs. 265bhp) of the Jaguar MKX's 4235cc DOHC straight-six engine. In many ways a testbed for the forthcoming Jaguar XJ6's styling and mechanical layout, the Daimler Sovereign remained in production until 1969 by which time some 5,829 are thought to have been made. Among the rarest of the Browns Lane designed Daimlers, the Sovereign is a highly underrated motorcar.
Finished in British Racing Green with suede green leather upholstery, this particular example is described by the vendor as being in "very good" overall condition. Reportedly "a very rare manual (overdrive) matching numbers original colour car with Jaguar Daimler Heritage Trust Certificate", 'PGV 102E' is further understood to have been begun life in the Channel Islands where it was used for "diplomatic service until returning to the UK during 1976". Apparently treated to refurbished front / rear subframes (new mountings, suspension bushes, bearings, universal joints, wheel bearings etc), an overhauled steering box, rebuilt differential, reconditioned callipers and new brake discs by its previous keeper, the Daimler has also benefited from replacement carpets / headlining and dashboard relacquering. Indeed, the car is thought to have had "some £4,000 recently spent on it". Though, we are informed that "no receipts are available as the owner purchased parts at Jaguar Spares Days and carried out the work himself". Boasting "new wire wheel hubs / spinners, tyres that have done less than 2,000 miles, power steering and a period Motorola radio (in working order)", 'PGV 102E' is said to "drive well with good oil pressure". Believed but not warranted to have covered 59,000 miles from new, this pampered Daimler is offered for sale with MOT certificate valid until April 2007 and historic class (free) road tax until March 2007.
www.handh.co.uk/auction/lot/1-1967-daimler-sovereign-42/?...
This Stingray was built for this years Bordeaux Vintage slot meeting. The theme was 1966 +67 Le Mans. This was my build using a Revell bodyshell which I modified like the real car.
Donald Healey's eponymous company built a prototype two-seater sports car for display at the 1952 London Motor Show. It was based on Austin A90 Atlantic mechanicals and sported a sleek body designed by Gerry Coker and built by Tickford. It was dubbed the 'Healey Hundred' (a moniker chosen to reflect the car's ability to reach 100mph), and, subject to a suitably encouraging response, Healey planned to build production versions in-house at his factory in Warwick. As things transpired, not only did the Ice Blue prototype more than impress the public, but also so excited Austin's Managing Director, Leonard Lord, that he struck a deal to build the car in volume at Longbridge. The newcomer was renamed the Austin-Healey 100. The rest, as they say, is history.
The production bodyshells were made by Jensen and then transported to Longbridge where the cars were assembled alongside the A90. The early cars (code named BN1s) were equipped with the same 90bhp 2,660cc engines and manual four-speed transmissions as the A90 though, in an unusual move, Austin modified the gearbox so it operated as a three-speed unit with overdrive on the top two ratios. The car had 11in drum brakes all round. The front suspension was independent by coil springs while the rear featured a traditional live axle supported by semi-elliptic leaf springs. The steering was by cam and lever. A BN1 tested by Motor magazine in 1953 returned a top speed of 106 mph and achieved the 0-60mph dash in 11.2 seconds.
'TOX 611' is a very special motorcar with a fascinating history. Originally destined to be a 1953 BN1 model (the original chassis plate is still attached to the vehicle), it was apparently withdrawn from the production line before completion and, while still in primer, placed in the care of Dick Gallimore of Austin's experimental/prototype workshop. For the next three years it was given over to development duties, and reputedly became one of four prototypes built to asses the viability of upgrading the 100 from four to six-cylinder power. Certainly, it was extensively modified to accept the 2,639cc C Series engine still installed and was converted from a 2 to 2+2 seating arrangement. It is therefore a vital link in the evolution of the Big Healey.
The Jensen Interceptor is a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
For the video; youtu.be/ccZTzKxzQto
2002 Jaguar XJ8 Polished Saloon
Fully polished car to show off its all-aluminium construction
This car is an early pre-production X350 (V8 engine XU), which was specially finished in polished
aluminium to show off the new body material. Together with a similarty finished, supercharged,
XJR car, it was used for the launch presentation and motor show displays, before it was presented to
the collection of the Jaguar Daimler Heritage Trust for preservation. The X350 went on general sale
in April 2003. The observant among you may notice the slight difference in metallic colour between
the body panels and some of the trim items. The body is all polished aluminium whereas some of
the trim is chrome plated plastic.
The X350, so-called after its project code number, was introduced to the public at the motor shows
in the autumn of 2002 and was the seventh generation of the Jaguar XJ saloon. It was the latest
member of a family of cars that began in 1968 and by the time the X350 was introduced, had
reached a total production of over 800,000 cars. As the largest and most prestigious of the three
Jaguar saloon ranges, the new XJ was an up-to-date version of the classic Jaguar theme, and
remained the company's flagship.
The new car included many advanced features, notably the all-aluminium unitary construction
bodyshell, a six-speed automatic transmission and an air suspension system with double wishbones
front and rear. Styling and proportions were clearty inspired by its forebears. Despite this, the
X350 offered considerably more interior room and boot space than any previous XU saloon, mainly
achieved by building the car taller, while the aluminium construction helped to keep weight down.
After an absence of a six cylinder XJ model for some years, the new range again included an XJ6,
fitted with the 3 litre V6 engine also used in the S-TYPE and X-TYPE. The XJ8 featured the well-
known Jaguar V8 engine, now with capacities increased to 3.5 litres and 4.2 lítres, and fitted with a
supercharger in the top-of-the-line XJR version. The X350 cars were built in Jaguar's traditional
home factory at Browns Lane in Coventry, with bodyshells supplied from Castle Bromwich and
engines from Bridgend in Wales.
Fleet / Reg: GMT 6335 (AEN 335 C)
Chassis: Daimler Fleetline CRG6LX
Body: East Lancs lowheight
Model: Alkit hand built model
Notes: Ex Bury Transport prototype. Hand made bodyshell from light metal with resin parts.
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.
1/32 slot car fiat Abarth OT Coupe 1300 Le Mans 1967. 16th overall and 1st in class, driven by Marcel Martin & Jean Mesange . Model Master resin kit and Slot Classic chassis.
Cute or what? The changeover to the Mk2 bodyshell in September / October of '67 made the Mk1 look old fashioned in some folks eyes but the period charm of these earlier cars is hard to resist . . . . dinky rear lights, smaller rear window, original style badging, two tone interiors, lovely.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
The improved front end dash to the Panther bodyshell has seen this popular style continue. This one again up for sale during the initial period of my show visit.
MG YA (1947-51) Engine 1250 cc S4 OHV
Production 6158 Saloons (plus 904 YT Tourers)
Registration Number UMG 188
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
The MG Y-Type was produced in two phases, the YA 1947-51 and YB 1952-53 and offered as four-door saloon and limited production open four-seat tourer
Designed as the new MG Saloon with a planned launch date of to join the MG Saloon range of the WA and VA for 1941 but war stopped play, The car was designed by Gerald Palmer and launched as a - lively new car with high standards and performance, priced (Saloon) at £525.0.0 ex works plus purchase tax of £146.11.8d. Palmers design incorporated a Morris 8 Series E, four door pressed steel bodyshell with the addition of a swept tail and rear wings, and also a front end incorporation the MG upright grille, the head lamps were separately mounted while the Morris were integrated into the front wings and it had a separate chassis, bucking the more modern trend towards ‘unitary construction, and an independent front suspension layout. The separate chassis facilitated the ‘Jackall System’, of four hydraulically activated rams
The car was powered by a single carburettor version of the 1,250 cc XPAG engine that went on to power the MG-TC and MG-TD series, developing 46bhp or 54 bhp in the YT Tourer, by virtue of a higher lift camshaft and twin carburettors
In 1952 MG Car Company updated the "Y" Type as the YB with a new Lockheed brake system, 15 inch wheels against the 16 inch of the YA a hypoid type rear axle and an anti-roll bar at the front, allied with tronger shock absorbers, road manners were significantly improved.
The YB was produced until the end of 1953 and the MG ZA Magnette was introduced in 1954.
Shot at The Enfield Pagaent 30.05.2010 ref 55-242
The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine - uniquely for the 127 this was the five-bearing OHC "Brazil" 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks.
There was also a "high-cube" panel van version, known as the Fiorino which was based on the Series 2 bodyshell, and this remained in production until 1984, when a new Uno-based Fiorino debuted.
In Scandinavia and the Baltic nations it was particularly successful, and there are still many in circulation today.
James Bond Lotus Esprit Car/Submarine was based on an SI Bodyshell and nicknamed "Wet Nellie".It was used in the 1977 film "The Spy Who Loved Me"
1/32 slot car Mini Cooper 1965 Monte Carlo rally. Driven by Harry Kallstrom & Ragnvald Haakansson to 60th. MRRC bodyshell with Scalextric chassis and slimline motor.
Or for those who might know, it's a Bond Bug microcar
I tried extracting the orangeness of the bodyshell against the white here, but didn't find any edits I was happy with...
Pic before the restorationm looks ok here, but close up it was really rusty and failed loads of mot's needed to be patched welded. at one point one of the doors fell off!
1/32 slot car Fiat 850 Coupe Abarth 2000 Alitalia.
Modified SCX bodyshell, resin chassis, ali wheels + resin inserts.
Northamptons CNH 172X sits at Heathrow in July 85 after working a once a week service to Heathrow and windsor. Part of the first batch of ECW B51 Leopards, that suffered there problems, as the bodyshell had been built for the RE Chassis that extended to further behind the back axle than the Leopard 172 was withdrawn in Feb 87 after the webasto heaters caught fire and destoyed the body, all was not lost as it was later rebodied with a willowbrook warrior body and was to see service with operators away from its local area.
Gaydon, British Motor Museum : Jaguar Daimler Heritage Trust
This particular DS420 was originally supplied to Her Majesty the Queen Mother, replacing an earlier car of the same model that Her Majesty had used, and while in her ownership it was registered NLT 2, one of several NLT numbers found on cars owned by The Queen Mother. This car, finished in the traditional Royal colours of black over claret, was in fact the second from last of the DS420 range.
The Queen Mother decided that her Jaguar and Daimler cars should eventually return to the Jaguar Company’s museum, which duly happened after Her Majesty passed away in 2002.
When Jaguar merged with the British Motor Corporation in 1966, both companies manufactured limousine models, the ageing Daimler Majestic Major and the Vanden Plas Princess 4 litre. It was decided to replace both of these older models with a single new limousine, which would bear the Daimler name and would be based on Jaguar components, but which would be assembled in the Vanden Plas factory at Kingsbury in London.
The result was the DS420 which was launched in 1968 and co-incidentally became the first new model of the newly-merged British Leyland company. It was based on an extended floorpan from the Jaguar 420G, which made the DS420 the biggest ever British car with unitary body construction. The engine was the well-known Jaguar XK in 4.2 litre form, with an automatic gearbox as standard. The semi-razor-edged style of the body was probably inspired by some of the classic Hooper bodies on Daimler chassis.
The basic bodyshell was supplied by Motor Panels in Coventry and mechanical components were fitted by Jaguar at Browns Lane, before the limousines were sent to Vanden Plas for final assembly and trim. When the Vanden Plas factory closed in 1979, final assembly and trim moved back to a special Limousine Shop in the Jaguar factory at Browns Lane.
Being both a limousine and having its Royal connection the Trust receives numerous requests to use this car, and while we are happy to keep it running and driving we are normally fairly selective about its use. We were happy in April 1991 to provide this to our local Army depot – CAD Kineton for the retirement of the Station Commander Lt Col J Williams RLC.
Without his knowledge, his Regimental Sergeant Major – RSM Banks RLC contacted us and asked us to provide this car so that he could be chauffeured off the Station for the final time, in style. We are always happy to support CAD Kineton as their staff do a lot of STEM education work with the British Motor Museum, so with military precision and secrecy, we delivered the car and hid it one of the service garages that the Lt Col would definitely not visit for a couple of days.
It was wheeled out on cue for his final journey and he was driven off the Station by Station Master Driver WO2 N Gillan.