View allAll Photos Tagged Bodyshell
Display Car
Estimated : € 20.000 - 30.000
Sold for € 92.708
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Show car true to the Benetton B195
- Benetton’s best season in Formula 1
- In the colours of Michael Schumacher, 1995 World Champion
In 1995, the new FIA regulations imposed a reduction in engine size from 3.5 to 3 litres, in the hope of limiting the cars’ performance and, in so doing, the risks for the drivers. The new Renault V10 engine, the RS7, was supplied for the first time to the Benetton team and proved a brilliant combination with the B195 chassis designed by Ross Brawn and Rory Byrne. Add a gifted driver, Michael Schumacher, into the mix, and there you have it. The team run by Flavio Briatore had an exceptional season, with eleven victories (nine for Schumacher and two for his team-mate, Johnny Herbert), enabling it to claim both the Constructors’ and Drivers’ titles in the World Championship.
The car presented here is a show car, created for promotional purposes. Bearing Schumacher’s name and his racing number 1 (reserved for the reigning World Champion), it consists of a bodyshell built specially to this end and has no mechanical components other than those that can be seen. The cockpit has a bucket seat and steering wheel. It is a superb show car, in very good condition, and a reminder of the Benetton team’s best season in Formula 1, thanks in large part to the Renault engine.
Estimated : € 20.000 - 30.000
Sold for € 126.420
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Display model true to the Benetton B195
- Benetton’s best season in Formula 1
- In the colours of Michael Schumacher, 1995 World Champion
For Benetton, the start of the 1990s was a time of increasing power. Flavio Briatore gradually brought together a true ‘dream team’ after securing the sponsorship funding to give him the means to match his ambitions. In 1991, he hired Michael Schumacher, who had just started out in F1 with Jordan, followed by Rory Byrne, a brilliant aerodynamicist, and Ross Brawn, who joined from Tom Walkinshaw Racing. In 1991, Benetton finished fourth in the World Championship, then third in 1992 and 1993, and in 1994, Schumacher was crowned World Champion, Benetton finishing second in the Constructors’ Championship. In 1995, it reaped the ultimate reward. Benetton took advantage of the change in regulations reducing the engine capacity allowed from 3.5 to 3 litres to give up the Ford Cosworth V8 in favour of the Renault V10. Installed in the new B195, it worked wonders, and Schumacher notched up nine victories, with another two for his team-mate Johnny Herbert. The German driver was crowned World Champion, and for the first time, Benetton claimed the Constructors’ title.
It was to evoke this magnificent season that this show car – a display model of the B195 – came about. The bodyshell was built in this context, and the car has no mechanical components other than those that can be seen. Its cockpit is equipped with a bucket seat and steering wheel, and the bodywork, bearing Schumacher’s name and his racing number 1, is finished in the blue, yellow and white colours of the period. In excellent condition, this superb show car is a reminder of Benetton’s greatest season and the tremendous success enjoyed by Renault’s engines.
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.
1/32 slot car Fiat 850 Coupe Abarth 2000 Alitalia.
Modified SCX bodyshell, resin chassis, ali wheels + resin inserts.
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.
Stored D1561, stripped of its bodyshell, cab and engine at Forrestfield Works.
The 5 locos in WAGR's D Class (D1561-1566) were built in 1971 by Clyde Engineering, Granville, NSW (2,000hp, Co-Co, 110tons, 90kmh).
20 more locos (DA1571-1577 and DB1581-1593) were built to similar designs until 1983.
Used on the narrow gauge lines throughout WA, many have been sold on to private operators or exported.
As at the end of 2021, only 3 are still with WAGR's new owner Aurizon.
Just one of the class has been scrapped so far - which happens to be this loco.
First build of the Class (Works No. 70-723), it was completed in February 1971 at Clyde Engineering's Granville, NSW works.
It was scrapped 23/09/2011 at Perth, WA (was stripped at Forrestfield and the hulk removed for scrapping at a local scrapdealers).
NB: Should have become D2351, but was stored instead as a source of spare parts.
Haymarket, Newcastle upon Tyne, 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.
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 Vauxhall Viva HA track car c.1966. Modified and lowered Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
Coachwork by Henri Chapron
Chassis n° 4219414
The 1961 Paris Salon de l'Automobile show car
The Zoute Sale - Bonhams
Estimated : € 180.000 - 250.000
Unsold
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
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'. The newcomer's startling appearance had been determined by the requirements of aerodynamic efficiency, while beneath the shark-like, 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, and the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension is demonstrated by its survival in top-of-the-range models until relatively recently.
Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible). One of the most stylish cars of the 1960s, the latter was the creation of that most celebrated Parisian coachbuilder, Henri Chapron, who called his first such model 'La Croisette'. A native of Nouan-le-Fuzelier in the Sologne region of France, Henri Chapron founded his coachbuilding company in 1919 at Levallois-Perret, Paris. Unlike so many fashionable French coachbuilders, Chapron carried none of the mental baggage that came from having graduated to cars from building horse-drawn carriages; consequently, his work had a freshness and innate sense of proportion that was well suited to chassis of quality.
Chapron's interpretations of the Citroën DS and ID were quite different from the regular production versions. Chapron added fins to the rear wings as early as 1965 and launched his own version of an upmarket DS at the Porte de Versailles Salon de l'Auto in October 1964 using the name 'Majesty'. At first, Chapron's décapotable conversion was not approved by Citroën, forcing him to buy complete cars rather than rolling chassis, but eventually the factory relented and went on to produce its own usine version on the longer chassis of the ID Break (estate) model.
Chapron continued to build his own Le Caddy and Palm Beach cabriolets together with various limousines and coupés. Chapron's second take on a soft-top DS, Le Caddy first appeared in 1959 and represented a considerable improvement over La Croisette. Whereas the latter had used saloon-type rear wings, necessitating a covering strip for the join between the wing and the redundant rear 'door' panel, Le Caddy used a much neater one-piece wing. The saloon's front doors were used until 1960 when longer ones were adopted, resulting in a further improvement in the design's proportions. Only 28 examples of the Le Caddy cabriolet were built between 1959 and 1968. Needless to say, they are all highly desirable.
In August 1961 this DS19 was despatched by Citroën to Henri Chapron for it to be modified into a 'Le Caddy' convertible to model-year 1962 specification, and the completed car was duly exhibited at the 48th Paris Auto Show from Thursday 5th to Sunday 15th August 1961. According to the Chapron certificate on file, this chassis was delivered to Henri Chapron, 114-116 rue Aristide Briand, on 4th August 1961.
When it arrived at the factory in Levallois-Perret, the car was given the Chapron number '7459 '.
This car is the 10th 'Le Caddy' cabriolet out of the 28 built by Henri Chapron. The car was originally painted in 'Or Longchamp' ('16288') and had a 'Sweet Calf Peggy' interior, black soft-top and soft-top cover in 'Sweet Calf Peggy', same as the interior. After the Paris Auto Show, the car was delivered to a Mr Ricard who lived in Paris. In accordance with his order, the car came with a hardtop, 'Radiomatic' radio, and a mirror on each of the two front wings. (The hardtop is no longer with the car).
Fully restored some time ago, the DS is now presented in the Chapron colour 'Bleu Royal', while the interior is trimmed in natural leather. The current vendor purchased the car around 12 years ago. Sold with a French Carte Grise de Collection and a Chapron certificate, this stylish Le Caddy represents a wonderful opportunity to own a superb example of Citroën's and Chapron's 20th Century motoring icon.
Chassis n° RE 60-01
Alain Prost
Estimated : € 200.000 - 300.000
Sold for € 228.760
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Single-seater from the fascinating turbo era
- Perfect history, owned by Renault from new
- Used until 2007 by Erik Comas
- Very interesting recommissioning project
At the end of the 1984 season, the Renault team was rather shaken, following disappointing results and the departures of Gérard Larrousse and then of Michel Têtu for Ligier. It left journalists asking questions, as Gérard Flocon did in L'Automobile Magazine: “Is this a dead end or, on the contrary, should we expect a fresh start?” The answer was given by Max Mangenot, CEO of Renault Sport: “After Kyalami [in 1983, when Prost lost the title to Piquet], we could simply have stopped. That would have been the easiest thing to do, but we chose not to, as we felt that Formula 1 remained an essential objective for Renault.” This was confirmed by Gérard Toth, who took over from Larrousse as the head of Renault Sport: “In 1985, we had to reach the highest level.”
Renault did not therefore throw in the towel, and in January 1985 it took the wraps off its new racing car, the RE 60, assigned to its two drivers, Patrick Tambay and Derek Warwick. With an attractive streamlined shape similar to the RE 50, it had differently placed radiators: these were no longer angled in relation to the ground, but in relation to the centreline of the car, allowing the hot air to escape at the sides without obstructing the flow of air over the rear spoiler. The suspension was completely reworked and, above all, the car had a new engine, the EF15, which Bernard Dudot, speaking of its ultimate version in 1986 (the EF15C), described as “the best of all the Renault F1 turbo engines”. In qualifying trim, the V6 could produce 1000bhp, but to begin with, the cars had to make do with the EF4B engine, an interim version which benefitted from many of the changes made to the EF15.
The 1985 season did not, however, live up to the expectations of the Renault-Elf team and its best results were two third-place finishes for Tambay: on 21 April at the Portuguese Grand Prix, in the rain, and on 9 May at Imola. In the other rounds, the team failed to deliver, whether in testing or in the race itself, the car suffering from inadequate performance and patchy reliability. It was all the more frustrating as the Lotus team, using the same Renault EF15 engine, achieved better results. Ayrton Senna claimed eight pole positions and two victories, in Portugal and Belgium, while his team-mate Elio De Angelis also won one race, at San Marino.
The consequences of these results would be felt well before the end of the year: on 27 August 1985, Georges Besse, Renault’s chairman, announced its withdrawal from competition in Formula 1. It was both a disappointment and a paradox: Renault, the pioneer in using turbocharged engines in F1, pulled out just as all the other teams had adopted the technology introduced by the French manufacturer.
Its sporting vocation nonetheless remained firmly rooted in Renault’s culture, and in 1986 it continued to supply its V6 turbo engines to Lotus, Ligier and Tyrrell, before returning in 1989 with another innovative engine, a naturally-aspirated V10. But that’s another story ...
RE 60-01B presented here is one of the eight RE 60s built by Renault Sport, all of which remained with the manufacturer, except for two bodyshells supplied to Henri Julien, the founder of AGS, who used them to produce two F1 single-seaters. The RE 60B first appeared at the French Grand Prix in July; it was 30kg lighter and featured various modifications, such as lower side pods, different front wheels, a new aero screen, a narrower rear engine cover, differently placed oil coolers and a new transmission.
This car was primarily used for development work, with numerous tests carried out by the team’s drivers, Tambay and Warwick.
Once its racing career was over, the RE 60-01B was delivered by Renault Sport at the end of 1985 to Renault's Public Relations department, and it has remained with the manufacturer ever since. It was used for demonstrations, with its last outing in 2007 during the World Series, driven by Erik Comas. Having suffered on this occasion from a failure of the V6 turbo, which has never been repaired, it has been immobilized since then and still has the same engine today. It is otherwise virtually complete mechanically and has all its ancillaries; it bears Patrick Tambay’s name and racing number 15 and sports the black and yellow colour scheme characteristic of Renault’s racing cars at the time. It would make a rare and valuable basis for a restoration enabling it to take part in historic demonstration events, where it would undoubtedly be one of the stars. Although it failed to reach the very highest level, it remains a racing car with an advanced design, an invaluable witness to one of the most fascinating chapters in the history of Formula 1.
1/32 slot car Vauxhall Viva c.1965 track car in Broadspeed livery. Modified Airfix bodyshell and modified Scalextric chassis.
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.
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
Event: NEC Classic Motor Show
Location: National Exhibition Centre (NEC), Birmingham, UK
Camera: Canon EOS 10
Lens(s): Canon EF 28mm f/1.8
Film: Kodak Ultramax
Shot ISO: 400
Exposure: f/2.8 or f/2 - 1/60 mostly
Light Meter: Camera
Lighting: Overhead LED
Mounting: Hand-held
Firing: Shutter button
Developer: Bellini C-41 Kit
Scanner: Epson V800
Post: Adobe Lightroom & Photoshop (dust removal)
1. 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
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.
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
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.
Chassis n° RE 40-00
Alain Prost
Estimated : € 300.000 - 500.000
Sold for € 361.200
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Alain Prost’s car at the 1983 United States Grand Prix at Long Beach
- Used almost exclusively by Alain Prost for private testing on the world’s greatest circuits
- One of the most accomplished Renault single-seaters of the period
The first Renault single-seater with a carbon fibre bodyshell, the RE 40 was a particularly accomplished design and enabled Renault to enjoy its best ever season! Alain Prost finished second in the 1983 World Championship, narrowly missing out on the title. This outstanding result was based on the expertise the French firm had built up in turbocharging, a technology of which it had an excellent command and which allowed it to obtain – depending on how the engine was set up – peak power of 650–750bhp from the twin-turbo V6, at more than 11,000rpm.
This car, one of the seven RE40s produced by Renault Sport, of which six have stayed with Renault Sport since they were built, made a major contribution to this success, as it was used extensively by Prost for testing throughout the first half of the season and also competed in the United States Grand Prix in March at Watkins Glen. Exceptionally, the car comes with its logbook from the period, in the form of a handwritten binder recording each time the car was taken out on track, with the settings used, the changes made and the drivers’ comments ... A document which is as precious as it is moving, where the notes made with a pen or pencil are in sharp contrast to the computer data that is the rule in Formula 1 today. It supplements the information in the excellent book Renault F1, Les années turbo (1991, Jean-Louis Moncet, Bernard Dudot, Jean Sage).
This car first took to the track on 20 January at Montlhéry for a short private session of some 40km. It was then sent to Rio de Janeiro in Brazil, for three days of private testing at the Jacarepaguá circuit on 25, 28 and 29 January, driven by Prost. His first comments were: “Seat not right, hot air in the cockpit, front spoiler touching the ground, good grip, gearbox oil temperature 88°, then 110°!!!” Over the first two days, Prost knocked the rough edges off the new car, and everything was reviewed. He did this over a series of short sets of laps, covering 57 laps in all, before testing the tyres on the third day, trying eight different combinations over 81 laps.
The car was then sent to Willow Springs in the US, for private testing on 23 March, ahead of the Long Beach Grand Prix scheduled for the 27th. On the 25th, it took part in the official tests and Prost commented: “The brakes are locking up at the front, the car is good in tight corners, but lacks traction.” Things were scarcely any better the second day and Prost set the seventh-fastest time, finishing eleventh on the day of the race, driving this very car.
In preparation for the Grand Prix de France, RE 40-00 made its way to the Paul Ricard track on 8/9 April for private testing. The engineers focused on the poor running of the engine, the electronics for which were possibly affected by interference from the carbon fibre used in the new bodyshell. Despite their efforts, Prost concluded on the first day: “No better. Undriveable.” Fortunately, things improved the next day and Prost carried out tests on the suspension and aerodynamics. The car then took part in the second day of testing for the Grand Prix de France with Eddie Cheever, but did not compete in the race itself. Driving another RE 40, Prost won the Grand Prix!
For RE 40-00, the private test sessions continued on 22/23 April at Spa-Francorchamps. Prost concentrated on the tyres, suspension and aerodynamics, while Cheever took over for a series of short sets of laps before rain set in at the end of the afternoon. On 3/4 May, the team was in Dijon to resume testing, with Prost trying different spoilers and side pods. In readiness for the British Grand Prix, to be held at Silverstone on 16 July, RE 40-00 headed to the circuit for testing from 21–23 June. Prost methodically fine-tuned the car’s set-up on the track, working on the aerodynamics as well as the suspension and tyres. At the end of three intense days, during which he covered 936km, he declared: “Performs well, no longer understeers, quick to respond, brakes marginal." His efforts were crowned with success, as he won the race driving another RE 40.
The final mission for RE 40-00 would be the two days it spent at Hockenheim on 28/29 June, ahead of the German Grand Prix, to be held on 7 August. Prost carried out the overall set-up of the car, with tests on the transmission, engine and aerodynamics.
At the conclusion of its official career, it had covered a total of 5,450km. Its contribution to Renault’s excellent results in 1983 is clear, making it an important car in the company’s history in Formula 1.
After joining the collection in January 1984, it was the subject of a cosmetic restoration and is presented in its original livery in Prost’s colours, with his racing number 15. The V6 is in situ at the rear but is incomplete, missing its cylinder heads, turbos and inlet components.
This car deserves a proper mechanical restoration so that it can take to the track again at historic events, where it is sure to fascinate spectators who can recall the success these yellow and black machines enjoyed.
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.
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
1/32 resin slot car Alfasud ti in Jagermeister ETCC livery c.1978. Resin bodyshell by Joeslot and PCS32 chassis.
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.
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.
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.
1/32 resin slot car Austin A35 1960. CSCC & BRSCC livery. GTM resin bodyshell (lowered) and composite chassis with Mabuchi motor.
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.
Thanks for 79,528,905 amazing views, every one is greatly appreciated.
Shot 05.01.at Bicester Heritage Centre, Bicester, Oxon 144-437
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.
Austin Allegro (Ser.1) 1100DL (1973-76) 1275cc S4 Tr.
Registration Number KJW 395 P (Birmingham)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Allegro was designed by Harris Mann as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982
Diolch am 86,812,833 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 86,812,833 amazing views, every one is greatly appreciated.
Shot 05.09.2021 at Himley Hall, Himley, Wolverhampton Ref. 121-015
Passing the site of the long gone Madeley Court Station on the Ironbridge Branch, is 2Q08 Darby to Shrewsbury via Ironbridge Power Station worked by Network Rails Track Assessment Unit 950 001. 950 001 was built in 1987 using the same bodyshell as the Sprinter 150 units
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.
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.
W111
Chassis n° 111026-12-001948
Zoute Sale - Bonhams
Estimated : € 80.000 - 120.000
Sold for € 143.750
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE coupé/cabriolet and 300 SEL saloon were chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. Thus equipped, the Coupé/Cabriolet was good for 205km/h (127mph) with 100km/h reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. Although the equivalent SEL saloon used the 'New Generation' bodyshell, the Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmission, air conditioning, power windows and stereo radio as standard. Significantly, the 280 SE 3.5 was to be the final model to feature this long-established and much admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
One of only 3,720 Coupé examples produced, of which 3,025 were left-hand dive, this most elegant Mercedes-Benz, the top-of-the line 280 SE 3.5 V8 Coupe, was originally delivered to the United States and ordered in the stunning 'Tobacco Brown' colour scheme it is presented in today. It was bought by the immediately preceding owner - a UK-based enthusiast - for his impressive private collection in France. While there the car was maintained by his personal mechanic and saw only very limited use. The current vendor purchased the Mercedes in October 2016, since when it has benefited from considerable refurbishment. In 2017 the body was thoroughly restored and treated to a full professional respray at a cost of €12,490, photographs and details of which are on file. In 2021 various electrical and mechanical repairs plus a service were carried out at a cost of some €6,680. Early 2023 ignition and fuel injection systems were inspected and repaired at a cost of €4,385. Repairs have also been made to the air conditioning, suspension, interior, etc at a cost of €9,990, while the overhauled Becker Europa stereo is now functioning correctly. The total spend on the aforementioned works was approximately €35,000. The related invoices are on file together with various smaller bills. It should be noted that the Mercedes has been professionally converted to European specification, not only deleting the reflectors but also installing a km/h speedometer, etc. The replacement automatic gearbox had been installed already before the 1990s it is believed.
Beautifully finished in a most attractive colour combination of dark brown and sumptuous tan leather interior, this stunning Mercedes-Benz comes with the desirable options of automatic transmission (column-mounted change), air conditioning, and electric tinted windows all round.
The assembled bodyshell has had the doors refitted and the upper windscreen and rooflights fitted. The joint between the upper and lower sections of the dashboard has been fitted, sanded and repainted as it is visible through the windscreen
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....!)
4th October 2013
456013 arrives at Clapham Junction towards the end of the fleet's time on the South Central/Southern, and before transfer to South West Trains in 2014 to allow 10 car operation on some routes before their final withdrawal at the start of 2022.
These 2 car units were a curious mix of equipment, with bodyshells substantially based on Class 321, but with front end jumpers to operate with Class 455, two traction choppers as Class 319 but with two EE507 traction motors recovered from Class 405 4-SUB units instead of the G315 as used on 319.