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

Registration Number UMC 315

Bristol SET

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

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

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

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

Touring Super Leggera Saloon

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

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

A big thankyou for an incredible 22.6 million views

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

From Bonham's Catalogue:

Sold for £24,150 inc. premium

Footnotes

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

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

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

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

Lot heading

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

Registration no. ULR 564F

Chassis no. 1E51276BW

Engine no. 7E 54991-9

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

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

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

The bodyshell of Class 52 1051 Western Ambassador is waiting to be cut at Swindon Works, 19/03/1977.

image Kevin Connolly - All rights reserved so please do no use this without my explicit permission

The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form, but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.The Delahaye 135, also known as "Coupe des Alpes" after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye's decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye's truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp (71 kW) in twin carburetor form,but 110 hp (82 kW) were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp (57 kW), and was available in a sportier 90 hp (67 kW) iteration.The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission.Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936,[5] and the 1938 24 Hours of Le Mans.The list of independent body suppliers offering to clothe the 135 chassis is the list of France's top coachbuilders of the time, including Figoni & Falaschi, Letourner & Marchand, Guilloré, Marcel Pourtout, Frères Dubois, J Saoutchik, Franay, Antem and Henri Chapron.Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities.Presented in December 1938 and built until the outbreak of war in 1940, the Type 168 used the 148L's chassis and engine (engine code 148N) in Renault Viva Grand Sport bodywork. Wheelbase remained 315 cm while the use of artillery wheels rather than spoked items meant minor differences in track. This curious hybrid was the result of an effort by Renault to steal in on Delahaye's lucrative near monopoly on fire vehicles: after a complaint by Delahaye, Renault relinquished contracts it had gained, but in return Delahaye had to agree to purchase a number of Viva Grand Sport bodyshells. In an effort to limit the market of this cuckoo's egg, thus limiting the number of bodyshells it had to purchase from Renault, Delahaye chose to equip it with the unpopular Wilson preselector (even though the marketing material referred to the Cotal version). This succeeded very well, and with the war putting a stop to car production, no more than thirty were supposedly built. Strong, wide, and fast, like their Viva Grand Sport half sisters, the 168s proved popular with the army. Many were equipped to run on gazogène during the war and very few (if any) remain.

en.wikipedia.org/wiki/Delahaye_135

Restrained and elegant, this delightful cabriolet is bodied by one of Frances most distinguished carrossiers, Henri Chapron. The company had been founded in 1919 by Henri Chapron, originally from Nouan-le-Fuzeler in the Sologne region of France, who had been apprentice to a coachbuilder at the age of 14 and established his own company in Neuilly, Paris, at the end of the Great War. Chapron was noted for the modernity of his designs for, unlike the majority of his rivals, he carried no baggage from the horse-carriage era.

This particular car is finished in dark blue with matching dark blue leather interior trim. In 1996 it was serviced by the famous specialist Arthur Archer of Dunmow, Essex, England, while its engine was overhauled by Bruno Kühnis Oldtimer in 1997 and bills are available covering this work. The multi-faceted 135 was the keystone of a survival plan drawn up by Delahaye, one of Frances oldest car manufacturers, to cope with the crisis-hit 1930s. It sprang from a remark made over lunch by Ettore Bugatti to Delahayes veteran manager Charles Weiffenbach: Your automobiles are dependable and solidly-built, but not very sporting. You need to aim higher...The task of aiming higher was entrusted to Delahayes brilliant assistant chief engineer Jean François and his assistant Monciny. François had joined Delahaye in 1922 from the ephemeral Beck company of Lyon, where he had designed a remarkable 1,500cc car with all-round independent suspension by coil springs and trailing arms. The first fruit of his labours was the Type 138 launched at the 1933 Paris Salon, which had a clever parallelogram independent front suspension system with a transverse leaf spring as the lower member. Its pushrod ohv 3,227cc six-cylinder engine was developed from a robust 2,874cc power unit launched simultaneously in 1931 in the Type 126 car and a new high-speed 3-4 ton commercial vehicle.Jean François developed a new chassis, known as Type 135, which used the simple but effective independent front suspension layout of the earlier Type 138. The new chassis was immensely strong, with Bloctube welded box-section side members linked by a central caisson of pressed steel cross members which met at the transmission tunnel, the whole being welded to a ribbed floor,. At the front, a single cross member located the transverse front spring and the water and oil radiators (the latter was an advanced feature for a road car at that time. The firewall also formed part of the chassis structure.A prototype of this new chassis with a single-carburetor 20 CV 3,557cc version of the six-cylinder engine was homologated on 8 June 1934 with the Service des Mines (the central French licensing authority) as a 135M (for modified) type, but the Type 135 didnt enter production until late the following year, still powered by the old 3,227cc engine.

Delahaye launched the 135 at the 1935 Paris Salon in two series - 18 CV (3.2 litres) and 20 CV (3.5 litres) - and several states of tune. The touring version of the 135 was a most delightful sporting car, of which author J.R.Buckley wrote, Their coachwork was the quintessence of elegance . . . these bodies . . . did for the cars what Schiaparelli, Worth and Patou did for the cars owners, for perhaps not too surprisingly, despite their impressive performance, a high proportion of Delahaye 135s were owned by women.Testing a two-door Delahaye 135 in the winter of 1938, the British magazine Motor covered 1,000 miles in three days, many of them for the sheer pleasure of driving it. There are few cars with such superb roadholding and steering, such performance and such instantly responsive controls.In running order, this handsome car has been on museum display, and careful recommissioning would be advisable before it returns to the road. It comes with starting instructions in German and a 1991 French Certificat DImmatriculation registration document. It was originally delivered to a Michel Paris in 1937 and its next owner was a M Mancier. Its third owner was one M Sirejols, presumably the Parisien garagiste who took over the BNC sporting marque after its two founders, MM Bollack and Netter, had left the company.In October 1991, the Delahaye was acquired by Jean Sage, passing into the ownership of Peter Kaus in 1998.

www.bonhams.com/auctions/14487/lot/155/

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

Replica 'Kommandeurwagen'. Nice try, but it is obviously based on a much later bodyshell (post 1964). Shot on very expired Fuji Superia 800.

Technical specifications

Engine:

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

Power:

300 bhp at 6000 rpm

Torque:

550 Nm at 4000 rpm

Transmission:

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

Suspension:

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

Brakes:

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

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

Steering:

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

Wheels:

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

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

Bodyshell:

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

Electronics:

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

Fuel tank:

FIA FT3 tank, 94 litre capacity, located centrally.

Dimensions:

Length: 4362mm

Width: 1800mm

Wheelbase: 2640mm

Weight: 1230kg minimum

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

With the window masks removed.

All LBC resin kits except the East Kent double deck.

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

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

Fleet / Reg: 705 (SCK 570)

Chassis: Leyland Leopard PSU3

Body: Duple (Northern) Continental C40FT

Model: Much modified Fanfare resin

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

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

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.

The Sierra had recently replaced the Cortina, while the "jellymould" bodystyle was futuristic for the time, a lot of mechanical parts had been carried over from the Cortina.

BHK546Y was an unissued Chelmsford registration.

FSO were continuing to make the most of the Fiat 125 bodyshell and even older mechanical parts. The Polonez was a newer styled body hiding the Fiat hand me downs.

BKN380Y was actually a Mazda 323 1.3 Litre last taxed on 1 September 1999.

Likewise BKN383Y belonged to a Mazda 626 SDX 1970cc which lasted to 1 February 1994.

BKN...Y was a Maidstone issue of August 1982, there are some Mazdas coming up registered in the same block.

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.

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

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

On this earth, I'm sure there are perfectly good reasons why a railroad wouldn't take a wrecked RS-11 and migrate the m-g set and controlling electronics to the carcass of a VO-660 with a broken crankshaft, but the Montreal Terminal Railroad (a) is a pure Alco joint, (b) with the technical skills to completely rebuild these things up to the day when emissions standards kill them dead, and (c) exists only in my mind.

So, an Athearn RS12 for the cab and frame (pretending to be a VO-660) and a long hood from an rs11 (or 32?) that I got as part of a big mess of rs11/32 shells and frames so I could get low short hoods for 578 & 576.

If I wanted the full SWBLW experience I'd take an Atlas RS11 frame, cut it down to size, then fit a pair of AAR-B trucks, but that's a bridge I can burn after I finish gluing this bodyshell together.

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

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.

Barry Lee Eurocar V8 Championship.

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

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

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

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

For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.

The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.

Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.

Opel launched a brand–new Astra at the Frankfurt Motor Show, in September 2015. The Astra K is smaller (5 cm), and lighter (up to 200 kilos) compared to Astra J. Although it is smaller on the outside, Opel claims it is bigger on the inside, than the previous Astra J. Depending on the model and trim level it is up to 200 kilograms - at the very least 120 kilograms - lighter than its predecessor. The completely new vehicle architecture plays a major role in the weight reduction. Every component was checked for compact design and lightweight materials. The bodyshell weight alone was reduced by 20 percent from 357 to 280 kilograms. Additional, chassis-related measures resulted in another 50 kilograms of weight reduction; these include high-strength and ultra-high-strength low-weight steels, compact subframes as well as weight reductions to the front and rear axle. Rear suspension is torsion bar (only with Watts-linkage with top engines), and McPherson struts is it at the front.

Available engines are 1.0 3-cylinder, 1.4 4-cylinder petrol engines and 1.6-litre diesels. It will be available with new full–LED frontlight techniques, A screen in the dash which connect to Android (only lower R4.0 entertainment system) or iPhone comes as standard. This system is already available, in both the Corsa E and Adam.

Opel are offering the ecoFLEX range for 1.0T, 1.4T and 1.6 CDTI engines which have same amount of power, but less CO2-emissions (g/km) and lower fuel consumption. The entire ecoFLEX range have Start/Stop as standard, low rolling resistance tyres and aerodynamic tweaks for reduced drag for lower CO2-emissions. The 1.4T SIDI ecoFLEX version have less torque, rated at 230 Nm at 2.000-4.000RPM, and the 1.0T ecoFLEX version is only available with the EasyTronic 3.0 semi-automatic transmission.

5-door wagon / estate

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.

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

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

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

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

Technical specifications

Engine:

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

Power:

300 bhp at 6000 rpm

Torque:

550 Nm at 4000 rpm

Transmission:

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

Suspension:

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

Brakes:

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

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

Steering:

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

Wheels:

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

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

Bodyshell:

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

Electronics:

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

Fuel tank:

FIA FT3 tank, 94 litre capacity, located centrally.

Dimensions:

Length: 4362mm

Width: 1800mm

Wheelbase: 2640mm

Weight: 1230kg minimum

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.

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.

For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.

The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.

Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.

A line of Class 76s is seen in the shed yard at Reddish in August 1981. The view was taken from the nearby overbridge on the Gorton to Trafford Park freight line. The dumped bodyshell of 76043 lies in the undergrowth in the foreground.

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/albums/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

.

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

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

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

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

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

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

Wikipedia

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

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

81A Old Oak Common 01/07/1964

82A Bristol Bath Road 03/1967

LMWL LM Western Lines 10/1967

D05 Stoke Division 17/06/1968

D16 Nottingham Division 10/1968

D05 Stoke Division 02/1969

D02 Birmingham Division 12/1969

86A Cardiff (Canton) 10/1971

Allocation recoded 86A to CF 05/1973

Renumbered 47 152 02/1974

LE Landore 05/1976

BR Bristol Bath Road 05/1979

ED Eastfield 05/1985

HA Haymarket 05/1986

ED Eastfield 11/1986

TI Tinsley 10/1987

Renumbered 47 398 03/1994

Renumbered 47 152 04/09/1995

CD Crewe Diesel 08/1996

FD Freightliner Crewe Diesel 10/06/1998

Store 12/04/2001

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

TOPS info:-

47152 FGAT TI B M 0 XA.

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

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

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

Estimated : € 6.000 - 10.000

Sold for € 44.548

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Replica inspired by the runner-up in the 1989 Supertouring Championship

- Displayed at the 1991 Bangkok Motor Show

Started in 1976, the Production, then Superproduction and Supertouring Championship quickly became very popular as the saloons competing looked similar to the standard production versions. In 1987, Renault decided to enter it with its newly introduced 21 Turbo. Totally modified, the car received a partly tubular chassis, a lighter body, four-wheel drive and an engine prepared by Sodemo, taking its power from 175 to 430 bhp. Driven by Jean Ragnotti and Jean-Louis Bousquet, the R21 brazenly dominated the 1988 season, Ragnotti winning the title and the two drivers together notching up six wins over the ten rounds that year.

The following year, changes to the regulations led to the engine being installed longitudinally rather than transversely. The car was no longer in Renault’s colours but those of Philips Car Stereo, and despite a difficult start to the season, it finished as the runner-up with 11 pole positions out of 14.

The car offered today is a display model inspired by car number 21 from the 1988 season, with a stripped-out steel bodyshell, roll cage, bucket seat and the running gear from a standard R21. It was displayed at the 1991 Bangkok Motor Show before joining the collection at a very early stage. With no engine, it represents an absolutely spectacular show car for any Supertouring fan.

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

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.

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

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.

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