View allAll Photos Tagged Bodyshell
From Bonham's catalogue:
Estimate:£8,000 - 10,000
€9,900 - 12,000
US$ 13,000 - 16,000
Footnotes
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Right-hand drive versions were assembled in England at Citroën's Slough factory.
Imported in 1998, this left-hand drive DS20 Pallas has been extensively restored; the body was stripped bare and the floors and sills repaired; the inner/outer skins of all four doors replaced; new windscreen and window seals installed; the lights changed to UK specification; and the car fully re-sprayed. In addition, the black leather interior, carpets and rear window blind were renewed. On the mechanical side, the suspension units received new seals; the front hub units were replaced together with top and bottom ball joints; the brakes overhauled; all steering and suspension rubbers replaced; and a new exhaust system fitted. The large history file contains restoration invoices plus all receipts accumulated by its past owners in France. Completed in 2011 and described as in generally good condition, this beautiful and highly desirable classic Citroën is offered with fresh MoT/tax and Swansea V5C document.
Lot heading
Left-hand drive
1973 Citroën DS20 Pallas Saloon
Registration no. EKH 276K
Chassis no. DSFD03FD13190
Engine no. DY3066293914G
The Travelling Post Office trains ceased as long ago as January 2004.
The vehicles were based on the Mark 1 bodyshell and had the TOPS code of NS. In this case supplemented by "A" to signify an air braked only vehicle dating from around 1977.
Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin lights fitted and roof dome re profiled with filler.
TVR Tasmin Convertible (1980-84) Engine 2792cc V6 OHV
Registration Number FRN 112 W
TVR SET
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
The TVR Tasmin was designed by Oliver Winterbottom as the first of TVRs wedge shaped cars which formed the basis of its 1980's model range launched in 1980 as a 2=2 Coupe The Tasmin was the first production car in the world to have both a bonded windscreen and also to incorporate the aerial in the rear screen heater element. As with all TVRs, the running gear was located in a tubular spaceframe steel chassis which was powder coated for extra corrosion resistance. Much of the running gear was sourced from Fords of the period. The suspension and steering was sourced from the Ford Cortina, with TVR engineered trailing arms at the rear,
In 1981 a series II car appeared, incorporating various improvements or modifications to the series I. These included a front suspension redesign, returning the tie-rods to the tension mode used by Ford rather than the compression mode into which TVR had initially installed them addressing the complaints of bump steer A bodyshell restyle also altered the proportions of the car (largely by tilting the previously-vertical glass tail panel) so it appeared shorter in the nose and longer at the rear; this coincided with the launch of the convertible/drophead version
Shot at Catton Hall 02.05.2010 Ref 53-153
50017, 50007, 08220, 66048 (Bodyshell) EMD, Longport 25/05/16
Copyright Neil Altyfan 2016 - No Unauthorised Use Please.
Bodyshells fresh out the spray booth, Big Thanks to "Split The Difference" VW spray shop, North Wales.
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.
I repainted this X concepts "Modifiers" diecast but it's not done yet it's too bad they don't sell modifiers anymore I thought they were made very well..
Lotus 340R (2000) Engine 1800 cc S4 Rover K series VHPD (Very High Power Derivative)
LOTUS SET
www.flickr.com/photos/45676495@N05/sets/72157623671671113...
Which when used in the regular Lotus Elise gave an output of 177bhp or 187 bhp with optional Lotus accessories
The Lotus 340R were a special edition of the Lotus Elise. Only 340 were built by Lotus at Hethel, all were sold prior to manufacture. It uses a custom built bodyshell with no roof or doors. All cars are Silver and Black and run on special Yokohama AO38R tyres.
Weight is 701 KG with all fluids and a full petrol tank. Giving a power to weight ratio of 252bhp/Ton
Transmission is by way of a Rover 5 Speed PGI Close Ratio Box
Performance is 0-100kmp (62 mph) in 4.4 seconds 0-160 kmp (99 mph) 10.7 seconds and a top speed of 130mph
Cost when new £ 35,000
Shot at Catton Park, Alrewas, Staffordshire 02.05.2010 Ref 53-97
Update of a 7mm Skytrex 31 bodyshell, 3D Form 2 resin foot steps fitted and nose door filled with filler.
Fleet / Reg: SELNEC 6367 (GEN 217)
Chassis: Leyland PD3/6 Titan
Body: MCW 'Orion'
Model: Alkit hand built model
Notes: Ex Bury Transport prototype. Rare acquisition for a municipal operator as these had platform doors. Hand made bodyshell from light metal with resin parts.
Very proud that this model picked up second prize in class at the Model Bus Federation AGM Show.
Railtrack liveried Class 950 950001 (based upon a Class 150/1 bodyshell) records the trackwork at Coventry
Scanned from a print at 600 dpi
Doncaster Railway Station South Yorkshire Virgin East Coast Japanese Hitachi Azuma Train passing the EMPTY factory where Sir Nigel Gresley used to build the finest BRITISH Steam Trains in the world. Virgin Trains should be ashamed at buying Foreign Trains.
VTEC plans to take delivery of its first four Azumas from Hitachi in 2018. The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom based on the Hitachi A-train design. They have been built by Hitachi. These trains are being assembled at the Hitachi Newton Aycliffe facility from bodyshells shipped from the Kasado plant in Japan; NO body construction takes place in the UK.
A Trainspotting Nightmare these Japanese trains have NO NUMBERS. To add insult to injury they have Japanese writing. Shame on VTEC
Riley 1.5 (1957-65) Engine1489cc S4 OHV Production 40,577
RILEY SET
www.flickr.com/photos/45676495@N05/sets/72157623815099454/
Sharing it's bodyshell with the Wolseley 1500. But with twin SU carburettors boosting output to 68bhp.
Shot at Arbury Hall 22.08.2010 Ref 61-61
The flat front ends on the class 456 EMUs with the two windscreens copied the same design of front ends on the BREL York-built class 320, class 321 and class 322 AC EMUs but with the font ends of the class 456 EMUs being fitted with the ugly air pipes and electrical jumper cables in order to make the class work in multiple with the existing fleet of BR Southern Region class 455 EMUs. The flat front end styling with the two windscreens was actually inspired by one of the designs of commuter EMUs built in the late 1980s with SNCF in France so the design team at BREL decided to tweak the design styling of this front end in order for it to fit into the Mark 3 carriage bodyshell and it worked. The driver's cab access door was revised in its design from that on the previous class 455 EMUs to a sliding plug door although it did lead to many complaints from the class 456 EMU drivers at first due to its strong sliding and clunking into position when it was being closed, a design fault which was never quite rectified over the years.
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
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.
1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
Newcastle England
Beauford is a British automobile company originally based in Upholland, Lancashire but later moving to Stoke on Trent. The cars are supplied in kit form.
The first cars were made in 1985 and used a Mini bodyshell as the passenger compartment later replaced by a glass fibre moulding. This was mounted on a ladder chassis. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s luxury car. A variety of power units could be ordered including Ford, Nissan and Rover. The suspension can be sourced from the Ford Sierra.
Both open and closed bodies were made. The cars became popular as wedding transport.
I photographed this car on a visit to the Donington Park Museum in May 1989. The museum sadly closed in November 2018, cars on loan going back to the owners and as far as I'm aware the rest were put up for auction. It's a 1948 Alta which was raced by George Abecassis in 1948 and 1949. I've recently come across the book that I bought at the museum on one of my visits there, and this is what it has to say about the Alta:
'The Alta - Geoffrey Taylor's 'Special'
Geoffrey Taylor was an arch motoring enthusiast. He built his first Alta car in a small workshop behind his home in Kingstone-upon-Thames between 1928 and 30, painstakingly fashioning vital engine parts out of the solid. This was followed by a line of sports and independently-suspended racing cars until he outbreak of the war.
He outlined a design for a 1½ litre supercharged Grand Prix car towards the end of the war, and announced his plans with a flourish in November 1945. But post-war shortages delayed the car's debut until 1948, when 'GP No. 1' appeared in the British Empire Trophy race in Douglas, Isle of Man.
The new Alta used an updated version of Taylor's well-proven twin overhead-camshaft four-cylinder engine, supercharged by a Roots-Alta blower driven from the crankshaft nose. He used a special four-speed all-synchromesh gearbox of his own construction with a low drive-line, allowing the driver's seat to be very low-mounted within a rakish and sleek bodyshell, reminiscent of the pre-war Mercedes also copied by ERA in their unsuccessful E-Type.
George Abecassis raced the car throughout 1948 and 1949, while his HW Motors partner John Heath also drove on occasions. Its best performance was in the 1949 British GP, when Abecassis ran fifth before a broken float chamber forced him to stop. He then fought his way back through the field to finish seventh.
For 1950 this duo concentrated on their own Alta-engined HWMs, while the same engine became standard in 2½ litre form in Connaught cars. Tony Brooks won the 1955 Syracuse Grand Prix in one of these Connaughts to score the first all-British Continental GP victory since 1924!
Three of the rubber-block suspended GP Altas were built; the others went to Geoffrey Crossle and Joe Kelly, and the Collection's car includes parts from all three.
Engine:4-Cyls IL; 2VPC; 2OHC; 78mm x 78mm. 1490cc; 230bhp/7000rpm; (S).
Chassis: Round tube ladder frame
Suspension: IRS/IFS by wishbones and rubber blocks.
Brakes: Drums, hydraulically-operated.'
* The Ford Escort Mk I ~ (powered by a twin cam 1600cc - engine)
Won the tough London-Mexico Rally in 1970 ..
To capitalise on this success, Ford brought out a performance model,of the Mk I Ford Escort 'Mexico '
~ available to the general public
~ with a strengthened bodyshell, uprated suspension, 1,598cc Crossflow engine, sporty interior and Mexico decals.
Only 10,352 Mexicos produced (sounds quite lot to me )
Newlands Corner - Guildford
~7057
1/32 resin slot car Alfa Romeo Alfetta GTV6 ETCC race car in Marlboro livery c.1982. Model Masters resin body and PCS32 chassis.
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.
Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
The P3 was in production from 1960 until 1964.
source : wikipedia.org
These prints are all for sale to the owners of the Cars/Bikes/Trucks photographed. For enquires contact rikkicphotography@hotmail.com.
The Jensen Interceptor was 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.The Mark III was divided to G-, H-, J-series and 'S4-series', depending on the production years. The 'S4-series' version of Interceptor III was the most luxurious Jensen built.
Jones, Menai Bridge Crossley Gurney-Nutting EY9194, built from a resin bodyshell by Paragon Models and EFE interior
114 009-4 Mark II. This lok is the 2nd 114 009-4 after the first had a fire at Berlin Ostbahnhof on 26/07/2011.
143 873-8 was converted and renumbered at Dessau 08/2012 using parts from the original lok before its bodyshell was scrapped.
16.18: 114 009-4 arriving on a RE
1/32 slot car Triumph Spitfire mk1 c.1964. PSR resin bodyshell & chassis, slimline motor.
The Triumph Spitfire was originally designed by Giovanni Michelotti.
The Clan Crusader is a fibreglass monocoque sports two-seater, powered by the Rootes Imp Sport engine, with suspension and main running gear from the same manufacturer.
The Crusader was originally conceived by a group of Lotus engineers in the late '60s. Paul Haussauer formed the Clan Motor Company and developed a prototype vehicle with the assistance of Brian Luff. The styling for the Crusader was by John Frayling.
Initial production of the first few cars started in a nursery factory in Washington, Tyne-and-Wear. They were completed and registered by July 1971. A purpose built factory unit was leased, taking advantage of government grants designed to improve employment in the area.
By the official start of production, in September 1971, five cars a week were being produced. This continued despite the coal miners' strike the next winter, the knock on effect of which caused supply problems. This prevented, to some extent, the growth of production, the factory being capable of four times this throughput.
Approximately 350 cars were built by Clan Motor Company including 19 specifically for competiton use. Some at the beginning being sold in component form, i.e. bodyshell fully trimmed, all wiring, glass and piping fitted. (in the same way as Lotus Elans) to beat the 25% purchase tax. With the advent of VAT, component kits were dropped. In May 1972 the Crusader was successfully crash tested at M.I.R.A.
Production ceased in late 1973 due to the company's financial difficulties, even though sales were still good. Several finished and part-finished cars were sold after the company's closure.
*a Mk I Escort powered with a twin-cam 1600cc Engine ..
Won the tough London-Mexico Rally in 1970 ..
( the car piloted by the legendary Hannu Mikkola with Gunnar Palm as navigator.)
To capitalise on this success, Ford's AVO division brought out a performance model, the Mexico, with a strengthened bodyshell, uprated suspension, 1,598cc Crossflow engine, sporty interior and Mexico decals. Only 10,352 Mexicos were built and survivors are highly prized today.
Newlands Corner - Guildford
~ 7059
Mercedes-Benz Sprinter 311 CDI.
In Europe, the Mercedes-Benz Sprinter is a light commercial vehicle, built by Daimler AG of Stuttgart, Germany as a van, chassis cab and minibus, and sold as a Mercedes model. The first generation Sprinter was launched in Europe in 1995 to replace the famous but outdated Mercedes-Benz T1 van (dating from 1977). The second generation Sprinter was introduced in Europe in 2006. It was voted Van of the Year 2007 by Professional Van and Light Truck Magazine. In the U.S., it is built from complete knock down (CKD) kits and sold by Freightliner. Their automobile platform and bodyshell is also used in a joint venture with Volkswagen Commercial Vehicles who made the Volkswagen LT and the Crafter.
Stobart Rail are the leaders in the provision of Rail Infrastructure Engineering and Rail Freight solutions. Incorporated in 1993 as WA Developments by Andrew Tinkler, now Chief Executive Officer of Stobart Group, Stobart Rail represents the civil engineering and rail-based freight elements of the UK’s leading multimodal transport business.
1965 Jaguar Mk.2 3.4.
H&H classic car auction, Buxton -
"Chassis Number: 169018DN
Engine Number: KJ2128
Finished in Opalescent Blue with Dark Blue leather upholstery, this particular example has reportedly been kept in a heated garage since entering the current ownership twenty years ago. Although, he notes that (a) "there is evidence of filler in the rear quarters", (b) "three jacking points are missing" and (c) "the front crows' feet are corroded", the vendor judges the bodyshell to be "basically sound". The paintwork is said to be "patchy and poorly matched in parts", while the interior trim is rated as "good / original". The car has not been driven for three years but when the engine was last run (September 2008), it is understood to have registered "30psi oil pressure at 3,000rpm". The gearbox is apparently "noisy in first and reverse gears" with the former proving "difficult to disengage on occasion". The top of the steering column has suffered from both a broken shroud and perished bush. However, the saloon is understood to have been treated to "a new petrol pipe, clutch and front brake callipers" as well as "a skimmed flywheel". Riding on steel wheels, this tempting restoration project boasts "matching engine and chassis numbers" and is offered for sale with old MOT certificate (expired June 2000), fitted luggage and sundry spares (rear spats, jacking points etc)."
Sold for £3520.
Classic Days Schloss Dyck 2018 - Driven by Dave Marcis, a NASCAR legend and the last team owner without manufacturer support. Frame is from 1979, bodyshell from 1985. 5.7 litre V8, max. 850PS, detuned 650PS.
Equipe Nationale Belge
Chassis n° 550-0082
Zoute Sale - Bonhams
Estimated : € 3.400.000 - 3.9000.000
Sold for € 2.530.000
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
24 Hrs du Mans 1957
Equipe Nationale Belge
n° 60
Result : Disqualified
Engine : 1.498 cc - Flat 4
Claude Dubois (B)
Georges Hacquin (B)
Porsche has a rich and legendary history in motorsport, marked by victories in the world's most prestigious races. Since its inception in the 1950s, the German marque has become synonymous with performance, technical innovation, and reliability, quickly earning a reputation as a manufacturer capable of competing with the very best.
Porsche's first successful competition cars were lightweight developments of its first road car, the 356, one of which took class honours at Le Mans in 1951. The firm's first purpose-built sports-racer arrived two years later in the form of the 500 Spyder, a mid-engined prototype built and campaigned successfully by Porsche's Frankfurt distributor, Walter Glöckler. In 1954 the 550 Spyder was upgraded with the Ernst Führmann-designed Type 547 quad-cam engine, which was carried over to the successor Type 550A (spaceframe) model and then the replacement 718 RSK Spyder. Intended primarily for racing, Führmann's new engine featured a roller-bearing crankshaft; dry-sump lubrication; twin-plug ignition; and twin downdraught carburettors and produced around 110bhp, which was some going for 1½-litre in the early 1950s.
The 550 Spyder's external skin was formed in one-piece welded aluminium sheet which, being fitted rigidly to the ladder frame chassis, contributed to the car's structural rigidity. The dash panel provided a further structural element in being welded rigidly to the bodyshell. Front suspension was independent by twin trailing arms and lateral torsion bars. An anti-roll bar was incorporated. At the rear a swing-axle system was used, controlled by trailing arms operating lateral tubular torsion bars. Drum brakes were fitted front and rear and early 550 Spyders weigh some 550kg (1,212lb) which figure was later increased to around 590kg (1,300lb). The 550 Spyder was claimed to be capable of 200km/h (138mph) with 0-60mph occupying only 10 seconds. With this outstanding pedigree, the Porsche 550 Spyder RS (Rennsport) racing version soon established itself as a consistent winner in international sports car racing's small-capacity classes. This remarkable 550 quickly established its dominance with impressive performances at prestigious events such as the Carrera Panamericana, the 24 Hours of Le Mans, the Mille Miglia, and the Targa Florio. Today the Porsche 550 RS Spyder is one of the most coveted sports-racers of its era.
Chassis number '0082' is among the final examples of the 90 Porsche 550 RS Spyders produced. This car was ordered by Porsche's Belgian Distributor D'Ieteren Frères in Brussels. Completed in March 1956, the Spyder was delivered new to the Équipe Nationale Belge (Belgium's national racing team) finished in their distinctive yellow livery with a black interior. While there, '0082' was raced by many noted Belgian 'gentleman drivers': Claude Dubois, Christian Goethalsm Georges Harris, Freddy Rousselle, Georges Hacquin, Alain Dechangy, Yves Tassin, as well as the celebrated lady competitor, Gilberte Thirion.
The car's competition history is exceptionally well documented for the 1956 and 1957 seasons when it competed for Équipe Nationale Belge. '0082' competed in no fewer than six races in 1956, achieving multiple podium finishes including 3rd place in its class at the 12 Hours of Reims. The Spyder's best result of the season was a class win at the 1,000 km of Paris at Montlhéry where it finished 20 seconds behind Phil Hill and Alfonso de Portago in a Ferrari 857 S. The races it participated in during 1956 with its competitor number are as follows:
La Roche Hill climb 25th March
Spa-Francorchamps GP 13th May Start no.1
Montlhery 1000 km de Paris 10th June Start no.42
12 Heures de Reims 29th June Start no.33
Rouen-Les Essarts GP 8th July Start no.12
GP Sweden Kristianstad 12th August Start no.41
The car's most significant event was the aforementioned 1957, 24 Hours of Le Mans, making it one of only ten 550 Spyders to ever contest the celebrated race. Sadly, its race ended in disqualification following a breach of the rules. In 1957, the Spyder is known to have participated in at least the following races:
La Roche Hill climb 31st March
Grand Prix de Spa 12th May Start no.1
1000km Nurburgring 26th May Start no.31
Grand Prix des Frontières, Chimay 9th June Start no.4
24 Heures du Mans 26th June Start no.60
Rouen-Les Essarts GP 7th July
GP Sweden Rabelof 11th August Start no.22
Spa-Francorchamps GP 25th August Start no.32
Silverstone GP 14th September Start no.34
Best result of the season was 2nd place at the Grand Prix de Frontières, Chimay, and '0082' also finished 3rd at both the Grand Prix de Spa and the Nürburgring 1,000 km.
Following the end of its career with Équipe Nationale Belge, '0082' was raced in hill climbs, minor races and rallies by Jacques Thenaers. Correspondence on file suggests that the Spyder was re-bodied by Apal as a coupé in the 1960s and fitted with a 2.0-litre Porsche Carrera engine at around the same time. The Porsche had been purchased from Écurie Francorchamps by Edmond Pery around 1965 and was next owned by Belgian racing driver Pierre Bonvoisin. It was raced in coupé configuration for the next few years before passing to a Mr Michaelis of Embourg, Belgium in 1970. By this time the Carrera engine had been replaced with a Super 90 unit. Off the road in storage for the next 20-or-so years, the car was acquired in March 1989 by Corrado Cupellini from Bergamo, Italy. At this time, both the non-original Super 90 engine and Apal bodywork were removed to restore the car as closely as possible to its original configuration and a new aluminium body fabricated. The car was later sold to Philippe Jegher, who entrusted Porsche in Germany with the final refinements of the restoration.
The Spyder's next known owner was Bruno Ferracin (from May 1995) who was followed by Peter Ludwig in January 2000. A comprehensive restoration was then embarked upon, which included rectifying the new bodywork so as to be exactly like the original body on 082, sourcing a correct Führmann-type engine and transmission. Particularly worthy of note are the rare aluminium/steel wheels designed specifically for use at Le Mans. The rebuild was carried out by Porsche Zentrum Würzburg at a cost of €100,000 (invoices and photographs on file). Following the rebuild's completion, '0082' participated in the Mille Miglia Storica in 2001, Two years later the engine was rebuilt again.
For a close on 70 year old competition car '0082' is exceptionally well documented. Its accompanying history occupies five folders containing photographs, mostly of its participation in the Mille Miglia; two folders detailing its competition record for the 1956 and 1957 seasons; photocopies of service invoices from 1957 onwards; ownership history from 1956 onwards; several folders containing correspondence between previous owners; maintenance invoices for the year 2000; a German title; and its original key.
Boasting a most impressive and well documented in-period competition history, including Le Mans participation in 1957 and being one of a mere ten examples of the 550 model to do so, this Porsche 550 RS Spyder, now presented in a yellow wrap livery, used by the Belgian National racing team during the 1956 and 1957 seasons, is eligible for the most prestigious international events including the Le Mans Classic and Mille Miglia Storica. An exciting prospect for the fortunate next owner.
1/32 slot car renault Dauphine Gordini c.1962 track car. A2M resin bodyshell and modified Scalextric chassis with a Mabuchi motor.
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?
Langley Good Times Cruise-In BC Canada
The Lotus Europa is a two door mid-engined GT coupé built by Lotus Cars from 1966 to 1975. In 2006, Lotus began production of a totally new, Lotus Elise-derived design, a mid-engined GT coupé named Europa S.
The original Europa used Lotus founder Colin Chapman's minimalist steel backbone chassis that was first used in the Lotus Elan, while also relying on its fibreglass moulded body for structural strength. The Europa was based on a design sketch by Ron Hickman to compete for Henry Ford II's contract to build a Le Mans race car in the early 1960s.
In 1971, the Type 74 Europa Twin Cam was made available to the public, with a 105 bhp 1557cc Lotus-Ford Twin Cam engine (105 bhp US "Federal" emission standard emissions control version with Stromberg carbs, until the end of production) and a re-designed bodyshell to improve rearward visibility. Initially with the same gearbox as the earlier cars, once the supply had been exhausted in 1972 a new stronger Renault four-speed gearbox (Type 352) was introduced. Mike Kimberley, who rose to become chief executive of Group Lotus, then a new engineer at Lotus, was appointed Chief Engineer of the Europa TC project. 1,580 cars were shipped as Europa "Twin Cam" before Lotus switched to a 126 bhp "Big Valve" version of the engine.
1/32 slot car Riley 1.5 c.1964. Resin bodyshell & GOM chassis with mabuchi motor. MRRC driver and full interior.
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.
Believe it or not, this fine-looking Vauxhall Victor is the crude blue one in the previous photo. The addition of decent wheels from the Oxford Diecast FB Victor is the biggest transformation, the base has been sprayed with chrome paint and the bodyshell brush painted in Humbrol grey, a typical colour for these. The FC Victor was marketed by Vauxhall as the '101' because it supposedly had 101 improvements over its predecessor.
MG ZT-T CDTi Estate (2001-05) Engine 1951cc S4 Diesel Turbo Injection
Registration Number BX 03 ZBL
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
The ZT is the MG version of the Rover 75 The bodyshell and chassis of the car was almost identical to the Rover 75, but with more aggressive grille, sportier styling, stiffer suspension and re-tuned engines. Peter Stevens, designer of the McLaren F1, took the lead role in the cars' design.
The 1951cc Diesel produces 114bhp as a CDTi or 129bhp as the more sporty 135 CDTi
Shot at the MGCC Sprint meeting, Curborough, Lichfield, April 2011 Ref 71-389
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