View allAll Photos Tagged Bodyshell
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...
1/32 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and chassis.
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the bodyshell had been built for the RE Chassis that extended to further behind the back axle than the Leopard 172 was withdrawn in Feb 87 after the webasto heaters caught fire and destoyed the body, all was not lost as it was later rebodied with a willowbrook warrior body and was to see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.
1/32 slot car Vauxhall Viva HA track car c.1966. Modified and lowered Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
Newcastle England
Wedding car
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.
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.
2008 Chrysler 300C 5.7L V8 Touring
The Chrysler 300C has been a strong seller in North America, however here in New Zealand we receive a bodystyle unseen in the home market - literally the Dodge Magnum bodyshell with the 300C's frontal treatment and interior.
Furthermore, the 300C for our market is built in Graz, Austria and is right hand drive. It makes an interesting alternative from its Holden Commodore and Ford Falcon rivals - thinking further now it takes up a place of Chrysler's New Zealand lineup vacated many years ago by the Australian Valiant range...
As for the location, this photograph is now "historic" - if one took a photograph at this spot, the background carpark has since gained several storeys...
Nosram Pearl ISTC ESC
Novak 8.5 Brushless Motor
KO Propo PS-2173 FET Servo
Futaba Receiver
Yuntong 5000MAh 20C LIPO Battery
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 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.
Bertone's designer Marcello Gandini finally had the oppotunity to translate his 'signature' wedge styling concepts onto a production car with the Countach; clothing a totally-new production spaceframe chassis from Lamborghini, drawn up by Paolo Stanzini. The chassis housed a reversed in-line V12 with ZF transmission, and Gandini's bodyshell was stunningly outrageous, yet just about practival enough for full-scale production.
Launched at the 1971 Geneva Show, it would be three years before the first cars were delivered. Rear vision was always a problem, not helped by the huge rear spoliers that festooned the later LP400S models, although the trademark scissor doors and wide padded sills at least gave the careful manoeuvrer a comfy perch.
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Cartier Style et Luxe, Goodwood Festival of Speed 2013
P1000302_edited-1
1/32 slot car Fiat 850 Coupe Abarth 2000 Alitalia.
Modified SCX bodyshell, resin chassis, ali wheels + resin inserts.
50040 was unlucky not to be saved but at least it did manage to escape Booths yard when it was moved to the Coventry Railway Centre in May 2000. Unfortunately, by this time it was in such a poor state that it was only fit for scrap so the bodyshell was eventually carted off to Sims Metals scrapyard at Halesowen and scrapped there in June 2008. It had originally been removed from traffic at Laira in August 1989 and cannibalised for spares to keep the other's going.
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 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.
This uses the Airfix bodyshell and is mounted on a Penelope pitlane chassis. I've built the car for the 2013 Sprite proxy race.
1/32 slot car Ferrari 250LM Reims 12hr race c.1964. Driven to 1st place by Graham Hill & Joakim Bonnier. Airfix bodyshell and Scalextric chassis with rear mounted transverse Mabuchi motor to allow a full depth interior.
Class 442. 2418. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Seen stabled at Eastbourne 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.
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.
C2C meets Gatwick Express in the unusual location of Reading. GWR had hired in additional 387s to cover for unavailable IETs due to cracks in the bodyshells
1/32 resin slot car Austin A35 1960. CSCC & BRSCC livery. GTM resin bodyshell (lowered) and composite chassis with Mabuchi motor.
1. Heron, 2. Egrets, 3. Heron at Bushy Park, 4. great spotted woodpecker, 5. heron, 6. heron, 7. mandrin duck, 8. Menai Straits,
9. FLEET POND, 10. FLEET POND, 11. drake Goosander, 12. Cormorant, 13. GREAT TIT, 14. Robin, 15. SWAN, 16. DEER,
17. DEER, 18. DEER, 19. HERON, 20. I`M LOOKIN` AT YOU !!, 21. Wolseley 6/110, 22. SUNSET, 23. CF 69 ENGINE BAY, 24. CF 69,AC 428,
25. CF 69,AC 428, 26. Turn right !, 27. Im a Virgin !, 28. 1929 AUSTIN SEVEN "Mrs Mojo", 29. Farnborough 100 year centenary flypast, 30. Farnborough 100 year centenary flypast, 31. Farnborough 100 year centenary flypast, 32. Farnborough 100 year centenary flypast,
33. Farnborough 100 year centenary flypast, 34. Farnborough 100 year centenary flypast, 35. Farnborough 100 year centenary flypast, 36. grey fergie, 37. grey fergie, 38. goodwood revival 2008, 39. GOODWOOD REVIVAL 2008, 40. Just Posin !!!,
41. COBRA`S, 42. FERRARI 250 breadvan, 43. DAYTONA COBRA COUPE, 44. DAYTONA COBRA COUPE, 45. DAYTONA COBRA COUPE, 46. GOODWOOD REVIVAL TESTING DAY 2008, 47. COB 6008 Goodwood Revival 2001, 48. CSX 2131 Goodwood Revival 2001,
49. 1964 AC COBRA Goodwood Revival 2001, 50. 1963 AC Cobra , Goodwood Revival 2001, 51. FLEET POND NATURE RESERVE, 52. wings and wheels day 2007, 53. wings and wheels day 2007, 54. wings and wheels day 2007, 55. wings and wheels day 2007, 56. wings and wheels day 2008,
57. wings and wheels day 2007, 58. wings and wheels day 2007, 59. wings and wheels day 2007, 60. wings and wheels day 2007, 61. wings and wheels day 2007, 62. AC 289 FIA,, 63. WOLSELEY 6/110 MK 2, 64. 1955 XK 120,
65. ROLLS ROYCE MERLIN XX 1940, 66. ROLLS ROYCE MERLIN 61, 67. Raw00281, 68. 1/4 SCALE 1961 MORRIS 1100 BODYSHELL, 69. RAC TT RACE, 70. CS 2130 & CSX 2151, 71. AC COBRA`S, 72. Chaffinch
MG MGB Roadster, 1969 TAX182G
Make MG
Manufacturer British Leyland Motor Corporation
Location Made Abingdon
Engine 4cyl, 1798cc, 95bhp
Fuel Petrol
Top Speed 103mph (166km/h)
Price When New £1,063
From its introduction in 1962, the MGB was extremely successful, especially in the USA. Over 512,880 cars were built, with 125,621 GT models, the rest being roadster models and it became the best selling British sports car ever.
With around 250,000 MGBs still in existence world-wide, it was an obvious first choice when British Motor Heritage decided to re-manufacture original bodyshells.
The new MGB bodyshell was launched in 1988 at the NEC Classic Motor Show, where this 1969 car was rebuilt during the Show using the first new bodies.
Following the Motor Show the car appeared in 'Classic Cars' magazine and featured on the BBC programme 'Top Gear'. It was later auctioned and the proceeds of £13,500 donated to charity.
Info via British Motor Museum, Gaydon, Warwickshire, England
Taken 23/10/19: the spire in the background is not that of Bath Abbey, but is that of St. John the Evangelist Roman Catholic Church, South Parade.
According to Wikipedia the Classs 800s 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."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
he V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
Class 47 diesel-electric D1661 "North Star" leaves Blue Anchor on the West Somerset Railway with a service for Minehead during the 2010 Mixed Traffic Gala.
The class 47 locomotive was an evolution of the earlier British Railways "Peak" (class 44, 45 and 46) designs, using a lighter bodyshell. 512 of these ubiquitous type 4 diesels were built between 1962 and 1968 by Brush Traction and Crewe Works. Quite a number are still in service today (notably with WCRC and DRS).
D1661 was one of the few examples of the class to be named during the 1960s. In 1974, it took the TOPS number 47077 (the guise under which I first encountered it), before being again renumbered to 47613 in 1984 (following ETH conversion) and 47840 in 1989. Prior to preservation it had been leased to First Great Western.
For more information on the class 47 locomotives, please see en.wikipedia.org/wiki/British_Rail_Class_47.
By the 1960s, MG was making more sportscars than any other British manufacturer. The Abingdon factory (located near Oxford) had been building pedigree two-seater sportscars for decades, the majority of its products selling overseas. Owned by the Nuffield Organisation, and therefore a part of BMC (the British Motor Corporation) from 1952, MG used all its knowledge to develop the breed. The MGA of 1955 - 1962 had really been the first 'BMC corporate' MG, and the MGB which replaced it was intended to be even more popular. Much of the new car's engineering was evolutionary - the B-Series engine, the transmission, the rear axle and the independent front suspension were all improved versions of those used in the MGA, the MGB had a new and very sturdy combined body/chassis unit, and wind-up window glass. The extremely elegant style would be little changed in an 18-year production life of 1962 to 1980. For the first three seasons, all MGBs were two-seater roadsters, like this car; an extremely elegant coupe GT was then added. The MGB would eventually become the best-selling MG of all time, with more than 500,000 such cars built. Virtually every spare part (including complete bodyshells) is still available from specialists. Original-type MGBs built from 1962 to 1964 had 95bhp / 1798cc engines with a three-main-bearing crankshaft, but thereafter all cars had a more robust five-bearing version of the engine. Overdrive transmission was an optional extra, and the car's top speed was over 100mph.
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 resin slot car Alfasud ti in Jagermeister ETCC livery c.1978. Resin bodyshell by Joeslot and PCS32 chassis.
A pair of visiting Kleinbahn Re4/4s pause under the wires at "Claremont Road". These impressive vintage locos have both bogies powered by separate large motors crammed into the bodyshell. I have fitted their pantographs with modified Trix-pattern pickup skates to prevent snagging on the vintage Trix catenary system used on this layout. These locos can operate on 12 volts, but perform best on 14 volts DC supply. (For me, there's a kind of purity in model locos which use electric traction in the same way as their full-sized counterparts....!)
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 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.
Complete with Ferrari Dino 246GT bodyshell. A hybrid of a very different kind!
Haynes International Motor a Museum, Sparkford, Somerset. Breakfast club, Sunday 8 January 2017.
One of the great "could have beens" of the motoring world.
The smooth looks and Wankel rotary engine should have been been a winner, but NSU's inability to solve the rotor tip wear problems was their downfall.
Many surviving examples have Ford V4 or V6 engines transplanted in, and ones with a rotary engine are real collectors items.
NSU ended up being bought up by Volkswagen, and apart from the short lived conventional engined VW K70 based on the same bodyshell it was quickly absorbed.
Oddly Kent registered TKM523N is only on the DVLA system, listed as blue NSU 1999cc last taxed on 1 August 1982, with the most recent V5C issued on 19 March 2013.
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
Radiator fan appatures were at the wrong end of the panel, so out with the razor saw and cut out the panel, turn 180 degrees and reinsert panel.
The Roco bodyshell comes with some excellent etched brass mesh grilles for this part which will be reused on final assembly.
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.
2020 UPGRADE WORK
On 16 September 2019 it was confirmed that a £26m investment into the Isle of Wight's railways would mean 5 class 484 units would replace the ageing class 483s, which had become unreliable to the point that services on the line had to be halved in frequency for around a month. The new trains are being built by Vivarail as third-rail units using D78 Stock bodyshells, and island-based stakeholders including the Isle of Wight Council and Solent Local Enterprise Partnership are contributing £1m to fund reinstatement of a long-removed passing loop at Brading to allow them to run at even half-hourly intervals. The first of the Class 484 trains is due to arrive on the line in the summer of 2020.
Most of the work on the track will take place over the winter of 2020-2021, with a "shuttle" train service planned during this period. A full service using only the new trains and running to an even 30-minute frequency is due to begin in May 2021. Despite these initial details, it is unclear what changes will be made to the track layout and signalling system. The plan as suggested in 2007-8 envisaged the passing loop at Brading replacing that at Sandown, which would be abandoned along with the remaining double track within Ryde.
Production of cars ceased over the war years, but by 1946 a new vehicle was offered, the Jensen PW (a luxury saloon). Few were produced since raw materials were still in short supply. Also in 1946 body designer Eric Neale joined the company from Wolseley and his first project was the more modern coupe which followed in 1950, named the Interceptor, which was built until 1957. In 1955, Jensen started production of Neale's masterpiece, the 541, which used the then-revolutionary material of fiberglass for its bodywork. The 541 was replaced by another Neale design, the CV8 in 1962, which replaced the Austin-sourced straight-6 of the previous cars with a 6 litre American Chrysler V8. This large engine in such a lightweight car made the Jensen one of the fastest four-seaters of the time.
For its replacement (the Interceptor, launched in 1966) Jensen turned to the Italian coachbuilder, Touring, for the body design, and to steel for the material. The bodyshells themselves were built by Vignale of Italy and later by Jensen. The same 383 cu in (6.3 L) Chrysler wedge-head powerplant was used in the earlier cars with the later cars moving to the 440 cu in (7.2 L) in engine. The Interceptor was offered in saloon, convertible and coupe versions. The saloon was by far the most popular with its large, curving wrap-around rear window that doubled as a tailgate.
Related to the Interceptor was another car, the Jensen FF, the letters standing for Ferguson Formula, Ferguson Research being the inventor of the full-time all wheel drive system adopted, the first on a production sports car. Also featured was the Dunlop Maxaret anti-lock braking system in one of the first uses of ABS in a production car. Outwardly, the only differences from the Interceptor were four extra inches of length (all ahead of the windscreen) and a second row of air vents behind the front wheels. The small number of 320 FFs were constructed, and production ceased in 1971.
Triumph Dolomite (1976-80) Engine 11296cc S4 OHV
Production 204,300 all versions
Registration Number REA 17 R (Dudley)
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The Dolomite was the final addition to Triumph's small-car range (codenamed Project Ajax), which had started in 1965 with the Triumph 1300. The later model, introduced in September 1970 as the Triumph 1500, featured a remodelled front and rear, styled by Michelotti, and a larger 1,493 cc (91 cu in) engine.
In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised . Taking over from the Toledo model, the 1300 and 1500 Dolomites featured an identical looking body to the outgoing Toledo, except for the lengthened body which gave the larger boot of the original Dolomites. The 1300 and 1500 base models retained simplified fittings, including single, square, headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included reclining front seats, cigar lighter, "fasten seat belt" warning light, driver's door mirror, twin reversing lights and a dipping rear-view mirror. The dashboard design was the same as that fitted to the facelifted Toledo of 1975. There was no overdrive or automatic transmission option. The Dolomite 1500 offered identical specifications to the Dolomite 1300, apart from the seats, but with a 1,493 cc (91 cu in) engine and twin carburettors. Overdrive and automatic transmissions were offered as optional extras.
The more luxurious 1500HL shared the same engine and transmission as the base 1500, and the luxury fittings of the 1850HL the extra spec included a rev counter, volt meter, separate fuel and temperature dials, clock, adjustable steering column and driver's-seat height adjust, head rests, front seat rear pockets, rear centre arm rest and walnut door cappings on all four doors and twin head lights
The new 1500 models replaced the previous front-wheel drive layout with rear-wheel drive, at a time when most manufacturers of smaller cars were concentrating on front-wheel drive cars, this change was widely considered a retro-grade move But left Triumph with a completely rear-wheel drive model lineup and significant cost savings.
Diolch am 79,528,905 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
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Shot 05.01.at Bicester Heritage Centre, Bicester, Oxon 144-437