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1/32 slot car AC Shelby Cobra 289 mk2 c.1963 in SCCA livery. Revell bodyshell, MRRC chassis with in-line Mabuchi motor and full-depth cockpit.
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.
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.
1/32 slot car Porsche 917 c.1969. Driven to 1st place in the Kyalami 9hr race by David Piper and Dickie Attwood. Resin bodyshell & chassis.
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.
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...
Siemens' prototype bodyshell for Eurostar's Velaro e320 was spotted at InnoTrans 2010, a month before the order was announced!
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
1/32 slot car renault Dauphine Gordini c.1962 track car. A2M resin bodyshell and modified Scalextric chassis with a Mabuchi motor.
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
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.
Old Warden Aerodrome Rally
Designed and built by Autotune in 1983 the Aristocat is a replica ´within the spirit´ of the famous Jaguar XK Series of Sports Cars.
Built with Jaguar's written permission, the Aristocat uses all Jaguar XJ6, SI, SII, SIII, XJS or XJ12 components housed in a steel spaceframe chassis.
For ease of build the Aristocat uses the XJ series suspension un-modified, resulting in the car being five inches wider than the XK120 or XK140, but only one inch wider than the XK150. The additional width, let in down the centre of the car, allows for a more spacious cockpit and boot than the originals and drivers of well over six feet can be easily accommodated.
In order to satisfy the purists, Autotune designed and produced the Aristocat Coupe in 1991. This is a dimensionally exact replica of an XK140 Coupe, again using all XJ6 or XJS components housed in a steel spaceframe chassis.
Modifying the suspension to fit under the narrower bodyshell however, makes this a more complex and expensive build.
Coupe
The Aristocat´s blend of classic looks with modern mechanical components produces a very capable vehicle, the original prototype being timed by a member of the media at 0-60 MPH in six seconds and a top speed of over 150 MPH.
Autotune joined the SMMT early on in the evolvement of the car, completing most of the criteria required by the current SVA testing back in 1992. TUV (UK) Ltd., on behalf of the SMMT, tested the Aristocat from all aspects.
Designed to suit various budgets, the Aristocat can be built using around 80% of the components from the donor Jaguar, even including such items as the seats and dashboard helping to reduce those build costs. Additionally there are various kit options, including three different windscreen options all varying in cost.
With 20 years of continuous production and exports in most European countries, Russia, New Zealand, Scandanavia, etc. The Aristocat has shown itself to be a well designed and proven vehicle, and must surely deserve a closer look.
Currently under development and due to go into production is an alternative new chassis, designed to take the suspension and other mechanical components from the 1986 and onwards XJ40 and XJ6 Jaguars.
1967 Daimler Sovereign 4.2
Lot 1 (Kempton Park Racecourse, 18th October 2006)
Sold for £5,738
(including buyers premium)
Lot details
Registration No: PGV102E
Chassis No: 1A32348DN
Mot Expiry: April 2007
Introduced in 1966, the Daimler Sovereign was a more luxurious version of the contemporaneous Jaguar 420. Differentiated from its badge-engineered sibling by means of a different grille and better standard equipment, it otherwise shared the same four-door monocoque bodyshell equipped with all-round independent coil-sprung suspension, disc brakes and a detuned version (245bhp vs. 265bhp) of the Jaguar MKX's 4235cc DOHC straight-six engine. In many ways a testbed for the forthcoming Jaguar XJ6's styling and mechanical layout, the Daimler Sovereign remained in production until 1969 by which time some 5,829 are thought to have been made. Among the rarest of the Browns Lane designed Daimlers, the Sovereign is a highly underrated motorcar.
Finished in British Racing Green with suede green leather upholstery, this particular example is described by the vendor as being in "very good" overall condition. Reportedly "a very rare manual (overdrive) matching numbers original colour car with Jaguar Daimler Heritage Trust Certificate", 'PGV 102E' is further understood to have been begun life in the Channel Islands where it was used for "diplomatic service until returning to the UK during 1976". Apparently treated to refurbished front / rear subframes (new mountings, suspension bushes, bearings, universal joints, wheel bearings etc), an overhauled steering box, rebuilt differential, reconditioned callipers and new brake discs by its previous keeper, the Daimler has also benefited from replacement carpets / headlining and dashboard relacquering. Indeed, the car is thought to have had "some £4,000 recently spent on it". Though, we are informed that "no receipts are available as the owner purchased parts at Jaguar Spares Days and carried out the work himself". Boasting "new wire wheel hubs / spinners, tyres that have done less than 2,000 miles, power steering and a period Motorola radio (in working order)", 'PGV 102E' is said to "drive well with good oil pressure". Believed but not warranted to have covered 59,000 miles from new, this pampered Daimler is offered for sale with MOT certificate valid until April 2007 and historic class (free) road tax until March 2007.
www.handh.co.uk/auction/lot/1-1967-daimler-sovereign-42/?...
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
1/32 slot car Riley 1.5 c.1964. Resin bodyshell & GOM chassis with mabuchi motor. MRRC driver and full interior.
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.
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.
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
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.
-Lotus 340R *
- Lotus 340R .. *
The 340R is a special edition of the Lotus Elise. Just 340 were built, and all were sold before they were manufactured. It uses a custom built bodyshell with no roof or doors. All cars came with a silver and black colour scheme. Special A038R tyres were developed for the 340R in collaboration with Yokohama.
While road-legal in the UK, most of the surviving cars are used for racing, track use, or demonstrations..
see more @ en.wikipedia.org/wiki/Lotus_340R
Brooklands - Weybridge ..
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.
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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Some simple decals for this one. The Caetano logo above the rear window was taken from a Google image, made into a negative image and re-scaled. The writing is all made using different fonts in appropriate sizes. The white 'Viana' name on the skirt panel is printed onto white decal paper with a black border - black being one of the very few colours where ink and paint colours match! The side fleetnames, which are a silvery white on both the black and yellow parts will be a little more difficult to create successfully.
This shot also shows the replacement Mark Hughes rear seat, which has been positioned tpo check clearance within the bodyshell. It replaced a 4-seat unti supplied with the kit. The skateboard wheels are now crying out to be replaced! The new white metal wheels will need the track shortened slightly, and being slightly smaller diameter will bring the ground clearance down a little too.
Details from Classic Auctions - www.classic-auctions.com/Auctions/13-04-2011-ThePavilionG...
Reg Number:KFY 638
Chassis Number:BN1219025
Engine Number:IB212469M
Cc:2660
Body Colour: White / Blue
Trim Colour:Red
MOT ExpiryDate:Feb 2012
Donald Healey's eponymous company built a prototype two-seater sports car for display at the 1952 London Motor Show. It was based on Austin A90 Atlantic mechanicals and sported a sleek body designed by Gerry Coker and built by Tickford. It was dubbed the `Healey Hundred' (a moniker chosen to reflect the car's ability to reach 100mph), and Healey planned to build production versions at his factory in Warwick. As things transpired, the prototype impressed the public and so excited Austin's Managing Director, Leonard Lord, that he agreed to build the car in volume at Longbridge. The newcomer was renamed the Austin Healey 100. The rest is history. The production bodyshells were made by Jensen and then transported to Longbridge where the cars were assembled alongside the A90. The early cars (code named BN1s) were equipped with the same 90bhp 2660cc engines and manual four-speed transmissions as the A90 though, in an unusual move, Austin modified the gearbox so it operated as a three-speed unit with overdrive on the top two ratios. The car had 11-inch drum brakes all round. The front suspension was independent by coil springs while the rear featured a traditional live axle supported by semi-elliptic leaf springs. The steering was by cam and lever.
Beginning life as an original UK, right-hand drive specification BN1 model, `KFY 638' has since been upgraded in the style of a 100M. This revised form includes: aluminium body panels, louvred bonnet, front disc brakes, competition exhaust and airbox. It was fitted with a refurbished engine in 1989, which was further restored by Murray Scott-Nelson in 1994. An overhauled gearbox and overdrive unit were installed in 2002. Unused since last year, this tastefully modified `Big Healey' comes complete with full weather equipment, original steering wheel, Heritage Certificate and detailed history file, plus a new MOT.
The later cheapened Minix cars with the black base and wheels really do look awful and completely ruin the patternmaker's efforts to produce an accurate well-detailed bodyshell. The less said about the 'wheels' the better: they are featureless discs that are both too narrow and set too low. There is hope though...
The 1954 Oldsmobiles were completely restyled with new longer and lower bodyshells.
For 1956 , styling highlights included a new split grille in front and revised tailights and deck along with revised side chroming. Horsepower for the 324
Rocket V8 increased to 230 for 88s and 240 for Super 88s. A new four-speed Jetaway Hydra-Matic was introduced this year to replace the original Hydra-Matic transmission that Olds used since 1940. The new Jetaway Hydra-Matic retained the four forward speeds and fluid coupling unit, but added a new "Park" position to the shift quadrant and no longer required band adjustment as a specified routine maintenance. Inside, an oval speedometer replaced the round unit and a new foot-operated parking brake replaced the previous T-handle unit.http://www.youtube.com/watch?v=rmqKhqepOsw
A vintage car rally at Thurstaston Country Park May 8th 2011.....
Quote:-Wikipedia..
The real breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker and only the second glass fibre monocoque bodied car to enter production (after the Lotus Elite) This featured a closed coupé style bodyshell with the provision for 2+2 seating but the rear seats were very cramped and many builders left them out. Unlike many sports and low production cars of the time, wind down windows were installed.
Production started in 1960 using a Riley 1.5 litre twin cam engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs. Other engines could be fitted including the Morris Minor, MG MGA, and Ford 109E. The engine and front suspension was mouted on a tubular steel subframe bonded to the body shell and roll over protection was provided by a steel tube over the windscreen. The car appeared at the Copenhagen Racing Car Show and the Geneva Motor Show. A very complete kit, including an engine and all other mechanical parts, cost £670. About 250 were made when the fire caused production to be suspended. The car was available in both left and right hand drive and cars were exported to several countries including Australia and the United States. On test by The Motor magazine in 1961 a 1.5 litre Riley engined model achieved a top speed of 102 mph (164 km/h) and a 0-60 mph (97 km/h) time of 11.9 seconds...
un quote.
Coachwork by Heuliez
Renault 25 Phase 1 converted into Phase 2
Estimated : € 8.000 - 12.000
Sold for € 20.468
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Rare armoured version
- Particularly luxurious finish and equipment
- Used by Raymond Lévy, CEO of Renault
Keen to add a luxurious, extended-wheelbase version of the 25 to its range, Renault turned to the coachbuilder Heuliez, based in Cerizay, which had experience of working on models for other manufacturers. The version produced by Heuliez, which was lengthened by 23cm from the B-pillar back, was presented at the 1984 Paris Motor Show as the Renault 25 Limousine. Entirely built by Heuliez, some 830 Limousines were produced, making it a rare model.
The Limousine presented here is even more exceptional, as it is an armoured version with a reinforced bodyshell and special glazing, used in period by Raymond Lévy, Renault’s CEO. It should be noted that the vehicle registration document does not mention the armouring and that there has been no change to the gross vehicle weight rating.As well as having additional space and a small folding seat fitted as an extension to the centre console and facing the rear passengers, it features all the refinements specific to this very up-market model: separate rear seats in quilted leather, footrests, special lighting, wide armrests and special storage compartments ...
Externally, it is a phase 1 model which has been converted into a phase 2 version by replacing the front of the car; the Heuliez logo appears on the wide central pillar and the front bumper is fitted with two small flag holders, but the wheels (apparently from a Safrane) aren’t consistent with the original model. Its history file includes a note from the communications department, allocating the car in October 1995 to the Heritage department, although at the time it was still in the management car pool. We know that in June 1993 it had covered 45,151km. The odometer was reset to zero when the car was partially restored, and it still has its original registration document from 26 September 1985 in the name of ‘RNUR’ (the state-owned holding company for Renault) as well as its original registration number 7704 NK 92.
In decent condition and needing a service before being driven again, this very special Renault 25 will certainly appeal to lovers of rare and original models.
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.
1978 Ford Escort 1.3GL Automatic 2-door.
Fitted with a 2000cc Zetec engine. Last MoT test expired in April 2011. Anglia Car Auctions, King's Lynn.
"This very well specced Escort is fitted with a dry sumped 2000cc 16 valve Zetec engine, mated to a 6 speed Quaife sequential gear box with AP paddle clutch. Further features include, but are not limited to, a World Cup cross member, quick rack, Bilstein 21/2 coil over suspension all round, adjustable track control arms, compression struts, AP vented discs and calipers all round, a 5 linked fully floating Atlas axle with ZF LSD and a fully welded in roll cage. The bodyshell has been seem welded. Having seen very little use since completion in 2003, the car will require straight forward recommissioning before use. It should be noted that the car is still registered as a 1300cc automatic on the V5. Five registered owners with the last two being the same family since 2003. Comes with a large history file comprising a large quantity of invoices from the '90s to mid '00s, original purchase receipt and service book with seventeen stamps between 1978 and 1990, original handbook and every MoT, except one, from 1981 to 2010.
V5 present
Estimate: £13,000 - 16,000
Result: £16,170".
Redundant Mark 3 TF 41043 is a spare Class 321 driving trailer bodyshell. This was built after the 1996 Watford Junction collision as a spare after the only other spare had been used in returning 321420 service. In recent times the spare was used for demonstrating the new First Great Eastern corporate livery would look when applied to the class 360s. The spare vehicle is sitting on accommodation bogies.
The B's attractions, particularly as a first-time classic buy, stem from its popularity. The car shoulders such a network of support services that it's as easy to run one now as it was 30 years ago, and spares are so plentiful and inexpensive that a B is cheaper to run than some modern superminis. It's also such a classically simple design, in true MG tradition, that home maintenance is straightforward for anyone who isn't totally inept with a spanner. Most desirable options are overdrive, tonneaucover, wire wheels and reclining seats.
Estimate prices MG MGB tourer 1974 - 1980 source OLDTIMER MARKT PREISE 2011:
- Immaculate condition € 17000
- Good condition € 13000
- Used condition € 8500
Note chassis number G-HN5UL:
- 1st Numeral indicates make (G = MG)
- 2nd Numeral indicates engine type (H = B-series engine)
- 3rd Numeral indicates body type (N = 2-seater tourer; D = GT)
- 4th Numeral indicates series (5 = 3rd series. No series changes made after October 1979)
- 5th Numeral indices market destination (U = USA; L= LHD)
British Motor Heritage Limited has been welding together new MGB bodyshells since 1988, which means they’ve now been at it longer than M.G. had the car in production. BMH is now gearing up for its annual May-June production run, which means that if you want one this year, now is the time to place your order. Roadster shells are $7,500 in primer and $11,425 painted, while MGB-GT shells are $8,065 in primer and $12,350 painted. If that sounds like a lot, remember that the alternative is not necessarily cheaper — chasing away the rust in an MG unit-body can be difficult, time-consuming work, and costs can easily get out of hand. Shells are made on the original tooling, which BMH has managed to track down and recommission. To order one, contact one of BMH’s approved specialists.
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
I came across this Camaro in my Victoria Park wanderings, it's not exactly in the best of shape and has a horrible green spray paint job all over most of the bodyshell
RENFE 340 020. These were essentially two Hymeks inside a larger Class V200 bodyshell which developed a mighty 4000 hp. However, according to Wikipedia, they suffered from reliability problems due to mixed traffic usage and poor maintenance.
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?
G-Model
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 90.000 - 110.000
Sold for € 143.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
- Desirable model with the G50 gearbox
- Delivered new in France
- Known ownership history
- Three owners from new
- All books and tools
- Circa 51,800 kilometres recorded from new
Porsche revived the evocative Carrera name - previously used for the competition orientated versions of the preceding 356 model - for its luxuriously equipped, top-of-the-range 911 in 1973, applying the title to all 911 variants, co-incidentally with the introduction of the 3.2-litre engine, from the start of the 1984 model year. The revived name was part of a major revamp of the long-running 911, now selling better than ever, development of which had slowed while Porsche concentrated on meeting the ever increasing demand.
Although it remained an air-cooled 'flat six', the '3.2' motor was 80% new and incorporated an effective cam chain tensioner and associated lubrication system that at last addressed a perennial 911 shortcoming. An ECU controlled the fuel and ignition systems for the first time on a 911, enabling the engine to be both more powerful and less thirsty. As a result, this enlarged and extensively revised power plant now produced 231bhp, 27 horsepower up on its predecessor, endowing the Carrera with a level of performance approaching that of the original 911 Turbo of 1974, the bald statistics being a 0-60mph time of 5.3 seconds and a top speed of 152mph (244km/h) with 100mph (160km/h) reachable in a breathtaking 13.6 seconds.
No major changes were made to the bodyshell, though there was a new front spoiler with integral fog lamps, while the number of models on offer remained at three: Coupé, Targa, and Cabriolet. In 1987 the Carrera was upgraded with a new five-speed 'G50' gearbox sourced from Getrag, together with an hydraulically operated clutch. Thirty-plus years on, the Carrera 3.2 is now highly sought after and for very good reason, though finding one is not that easy.
This stunning Carrera 3.2 was ordered new by a Mr Jacques Boudet resident in Louveciennes (78) on 18th June 1988. Copies of the bill of sale and the original temporary registration document are on file. The Porsche then passed to a Mr Guy Rocchi before being bought by Mr Fornas in 2017 from Mr Rocchi's daughter, who had inherited the car from her late father. The odometer reading was 49,720 kilometres at time of purchase and currently stands at a little over 51,800 kilometres. Also on file is a detailed and copiously illustrated Rapport d'Expertise from Michel Gicquel, which was commissioned by way of a pre-purchase inspection by Mr Fornas in 2017. This report lists all servicing and maintenance carried out from the time of delivery in 1988 up to August 2015. It concludes: "Vehicle in a rare condition (in original paint) and with a clear history." The Carrera also comes with its Porsche wallet, tool kit, space-saver spare wheel, stamped service book, various instruction manuals, and other historical paperwork. Finished in dark blue with matching interior, this Carrera presents beautifully and feels almost like a new car. A rare opportunity.
Badged on the grille and steering wheel a Renault, this final version of the Renault 12 ceased production in France during 1980, although was produced, as a Renault, in Turkey until 2000. The basic bodyshell formed the Dacia 1300 series, produced in Romania until 2004.
Empty body shell of a 1934-1952 Citroën Traction Avant on a trailer, ready for transportation.
The Citroën Traction Avant was designed by a team lead by André Lefèbvre and Flaminio Bertoni.
Production TA: 1934-1957.
Number seen: 1.
Probably near Besançon (Doubs, Fr.), Avenue de la 7ème Armée Américaine, D683, Aug. 19, 2016.
© 2016 Sander Toonen Amsterdam | All Rights Reserved
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.
Fleet / Reg: GMT 6335 (AEN 335 C)
Chassis: Daimler Fleetline CRG6LX
Body: East Lancs lowheight
Model: Alkit hand built model
Notes: Ex Bury Transport prototype. Hand made bodyshell from light metal with resin parts.
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 Ford Consul Capri c.1961 BSCC. PSR resin body with composite chassis and slimline motor.
According to Wikipedia the Class 800s are ".... branded as the Intercity Express Train (IET) by Great Western Railway (GWR) and Azuma by London North Eastern Railway (LNER), is a type of bi-mode multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family.
The Class 800 was developed and produced, alongside an electric-only Class 801 variant, as part of the Intercity Express Programme (IEP) to procure replacements for the InterCity 125 and InterCity 225 fleets of high speed trains.[ The trains were manufactured by Hitachi between 2014 and 2018, being assembled at Hitachi's Newton Aycliffe Manufacturing Facility using bodyshells shipped from the company's Kasado Works in Japan.[15] Similar bi-mode units have also been produced by Hitachi as Classes 802, 805, and 810.
The Class 800 trains came into service on the Great Western Main Line on 16 October 2017, while the first examples on the East Coast Main Line were put into service on 15 May 2019. Early operations have been troubled by fatigue cracking and corrosion on the aluminium vehicle body shells, particularly on the yaw dampers."
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