View allAll Photos Tagged Bodyshell
Sold For £12,320
From H & H Catalogue:
Reg Number: NSU 368
Chassis Number:HAN9-71982
Engine Number: 16205
Cc:1275
Body Colour: Green
Trim Colour:Black
MOT ExpiryDate:Jan 2014
Archer's Garage of Oldbury are renowned for their Sprinzel Sebring Sprite Evocations and were commissioned by the late Michael Sutton Esq. to do much of the preparation work on `NSU 368' including modifying a new Heritage bodyshell to accept authentic-looking GRP bonnet, fastback roof and rear shroud assemblies plus aluminium-skinned doors. Intended for `fast road' use, the Austin-Healey had its 1310cc A-Series engine and four-speed close-ratio gearbox overhauled / uprated by Peter May Engineering Ltd. Sporting a Safety Devices rollover bar, Radtec alloy radiator, bucket seats and upgraded front discs, the two-seater passed its most recent MOT test (January 2013) with no advisories. The four years (2001-2005) and circa £22,700 that Mr Sutton spent on the project are chronicled in two accompanying files.
This is the wooden plug used to create "proper" AC Cobra bodywork. The aluminium sheets are hand rolled over this. In the background of the previous picture you can see some of the bodyshells formed on this jig.
Original Cobras have hand formed aluminium bodywork, whereas cheaper replicas generally have bodyshells made from fibreglass.
A pair of Class 465/2 cars are seen under construction at Metro Cammell Birmingham. The bodyshells used to arrive with no identification markings at all, and the numbers were only applied at the last minute before delivery to Slade Green.
D1705 built as a Class 47 with a difference. A 47 bodyshell and a Sulzer 12LVA24-type engine, resulted in a Class 48 classification. Refitted with a standard engine in 1969, this turned her the loco into a 47.
Sparrowhawk is seen here on the GCR
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.
Intended as a flagship sports car to replace the Austin-Healey 3000, the MG C was introduced in the autumn of 1967. Based around the two-door monocoque bodyshell of the humble MG B (albeit with a substantially altered engine bay and floorpan), the newcomer was powered by a 2912cc OHV straight-six engine allied to either a new heavy-duty, all-synchromesh, four-speed manual overdrive gearbox, or three-speed automatic transmission. Other mechanical differences included: a larger radiator, torsion-bar front suspension, telescopic dampers and lower geared rack and pinion steering. The C was visually distinguished from the B by its 'power bulge' bonnet and taller 15-inch wheels. While early road tests criticised the car's 'nose heavy' handling (the engine was 209 lbs heavier than the B's and the weight distribution was 53:47), later reports were kinder. With some 145 bhp and 170 lb ft of torque, the model could complete the 0-60 mph dash in around 10 seconds and hit 120mph flat out. Sadly, too readily confused with its smaller-engined brother, it was axed in 1969 after just 4,544 Roadsters and 4,458 GTs are understood to have been made. Now, 40 years later, the MG C's lack of period sales success only serves to make it more collectible.
W111
Chassis n° 111 027 12 002 266
- Mercedes-Benz's flagship model
- Matching numbers (Chassis, Engine and Gearbox)
- Only two owners and 71,800 kilometres from new
- Unrestored and outstandingly original
- Fully documented from new; all invoices available
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 260.000 - 280.000
Sold for € 258.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
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 the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 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.
The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.
According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.
A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.
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
2014 "Ford Mustang" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Molly Pettit (N)
Racing class: Auto-G DTC
Race number: 28
Race results in 2014 event:
Training (fri.): 7 (of 18)
Qualifying (sat.): 15 (of 19)
Heat 1 (sat): 16, RET (of 19)
Heat 2 (sun.): 12 (of 18)
Heat 3, final (sun.): 9 (of 18)
Photo taken after heat 1.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
1/32 resin slot car Lancia Stratos HF turbo Le Mans 1977. Driven by Christine Dacremont & Marianne Hoepfner DNF. Resin bodyshell, slot classic chassis, Le Mans Decals sheet (www.lemansdecals.com/tienda/es/ ).
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)
1/32 resin slot car Alfa Romeo Giulietta SS 1961 race car. Resin bodyshell, Slot Classic chassis, ali rims and resin inserts (from www.rsslotracing.com/ ).
Vivarail announced on the 22nd of July 2016 that an agreement had been reached for its prototype Class 230 D-Train diesel multiple-unit produced by rebuilding redundant London Underground vehicles to enter passenger service on the Coventry – Nuneaton line.
The three-car DMU will be leased to West Midlands Combined Authority, maintained by Vivarail and operated by franchisee London Midland for an initial 12 months starting from later this year.
‘I’m delighted that the Class 230 will soon be running on the mainline carrying passengers’, said Vivarail CEO Adrian Shooter. ‘We will be supplying a train of the highest quality with three carriages fitted out in a range of designs which will allow us to get valuable feedback on what passengers actually want. The two driving cars will retain their original “crowd-busting” layout whilst the middle car will showcase different seating and table arrangements. Our aim is to gain direct thoughts from the public about what suits their needs which we will be important in discussions with future operators.’
The Class 230 uses the aluminium bodyshells, bogies and traction motors from District Line D78 metro cars, and is intended as a ‘cost-effective solution to over-crowding on the rail network’. According to Vivarail, its costs ‘considerably less’ to acquire and run than a comparable unit and using around a third less fuel. Each driving car is powered by two independent gensets, meaning the train can operate at near full power even if one of the 400 hp engines fails. The engines are mounted on modules allowing the DMUs to be maintained at the trackside rather than needing to return to a depot.
Railway Gazette
1/32 slot car Datsun 2000GT Fairlady c.1969 Monte Carlo rally. Driven by Risto Virtapuro & Charles Lindholm. ARii bodyshell and MRRC chassis with slimline motor.
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.
Driven a couple of these with the 1.4 litre engine. They go & handle well.
They stopped making the bodyshells for these in 2004 when MG- Rover went under. This must've been one of the many that were finished by hand with what was left over.
The NS 1700 Class were built in the early 1990s and their bodyshells show the class's heritage: based on the earlier 1600 Class which in turn was inspired by the SNCF BB7200 class. Number 1723 is seen here standing on track 5 at Haarlem Station, waiting to propel a train of DD-AR push-pull stock to Hoorn.
TECHNICAL DATA PEUGEOT 207 SUPER 2000
MOTOR
Engine: EW 10 J4S
Location: Front – transverse
Capacity: 1998 cc
Number of cylinders: 4
Power (hp.DIN): 280
Torque (Nm): 250
Maximum engine speed: 8500
Injection: Magneti Marelli
Throttle: Single butterfly
Number of valves: 16
TRANSMISSION
Type: 4-wheel drive
Clutch: Twin disc
Gearbox: Sequential – 6 speed
Differential: 3 Autolocking
CHASSIS
Structure: Bodyshell + Tubular Roll Cage
Front suspension: Pseudo MacPherson Strut with Peugeot Dampers
Rear suspension: Pseudo MacPherson Strut with Peugeot Dampers
BRAKES / STEERING
Front brakes: Brembo 4 pistons
Diameter: 300mm (loose surface) 355mm (tarmac)
Rear brakes: Brembo 4 pistons
Diameter: 300mm (loose surface and tarmac)
Steering: Hydraulic assistance
Wheels loose surface: 18 inches
Wheels tarmac: 15 inches
DIMENSIONS
Length: 4.03 m
Width: 1.80m
Wheelbase: 2.56 m
Minimum weight: 1100 kg loose surface / 1150 kg tarmac
Fuel tank capacity:80 litres
Chassis n° RE 30-B9
René Arnoux
Estimated : € 250.000 - 350.000
Sold for € 313.040
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Driven during the 1982 season by René Arnoux and Alain Prost
- Driven by René Arnoux in the 1982 British Grand Prix
- Sold directly by the manufacturer, with its period logbook!
- Heart-stirring original condition
Ten pole positions and four victories! A superb set of results for the 1982 season, the best Renault had achieved since the start of its foray into turbocharging. The company owed this success to the RE30 B, an evolution of the RE30, which had appeared the previous year and had demonstrated its superior performance, in particular in comparison to naturally-aspirated engines, in the hands of René Arnoux and a new arrival at the company, Alain Prost. The turbo was definitely the right choice, as the rest of the story would confirm.
RE30-B9 presented here is an interim version of this outstanding machine, before the RE 40 in 1983. Based on the RE 33 from 1981 and introduced in June 1982, it was used for numerous tests, driven by both Arnoux and Prost, before competing in its first Grand Prix, the British GP in September.
Exceptionally, the car comes with its racing binder, a logbook in the true sense of the term recording each time the car was taken out on track, the distance covered, the set-up used and the drivers’ comments. It provides an extremely valuable common thread, which is rarely (if ever) available and offers a precise account of the car’s career in testing and in racing, supplementing the information in the excellent book Renault F1, Les années turbo (1991, Jean-Louis Moncet, Bernard Dudot, Jean Sage). At the end of the British Grand Prix, the logbook records a total of 2887km.
RE30-B9 first took to the track on 24 June 1982 at the Brands Hatch circuit in England, for private testing. Arnoux covered 43 laps for all kinds of set-up work. The tests continued the following day, focusing on the set-up of the spoilers and suspension.
Next came a change of scene, when the car went to the Paul Ricard track for further private testing from 28–30 June. This time, Prost was at the wheel, but on the first day he suffered from various engine problems which led him to conclude that “it runs, but picks up poorly after braking.” The following day was given over to calibrating the suspension and testing tyres, and the car was timed at 316kph on the Mistral straight. On the third day of this session, Prost carried out endurance tests, covering a total of 77 laps.
After Paul Ricard, it was off to Hockenheim, where RE30-B9 was once again driven by Prost, from 5–7 July. The car was fitted with carbon brake discs and pads, causing Prost to remark: “The brakes are OK, but surprising.” After testing the suspension and spoilers, he concentrated on the brakes and then tried out various tyres. On the second day, he continued the tyre tests, before embarking on numerous adjustments to the suspension and shock absorbers, racking up an impressive total of 83 laps.
Finally, the last circuit at which the RE30-B9 appeared was Brands Hatch, where this time Arnoux took the wheel for the British Grand Prix. Some improvements had been made to the car, but Arnoux spent part of the first day of testing, on 17 July 1982, trying to overcome its excessive understeer. The next day, he finally had a car with “a bit less understeer” and his best time put him in sixth place on the grid, ahead of his team-mate Prost, who was eighth. Unfortunately, the race was not kind to him and he suffered a collision at the start with Riccardo Patrese and Teo Fabi, seriously damaging the car.
RE30-B9 entered the collection at the end of the 1982 season and was restored to go on static display; it is presented as it raced in the British Grand Prix, driven by Arnoux, with the racing number 16 and its blue nose-cone. With its riveted aluminium bodyshell, (incomplete) 1.5-litre twin-turbo V6 no. 99T, Hewland gearbox, fibreglass bodywork and various mechanical components, its authenticity is undeniable. The dashboard makes do with a handful of switches next to a rev counter reading up to 12,000rpm and a turbo boost gauge, behind a steering wheel which shows signs of being used in competition.
Thanks to the numerous tests it was involved in with the team’s two drivers, RE30-B9 contributed to the success of the RE 30 B and to the rise of the Renault team during the 1982 season. It represents a rare chance to acquire a single-seater from the glory years of the turbos, a car which is remarkably authentic, sold directly by the manufacturer, which has looked after it meticulously since the end of its racing career.
Resplendent in cream; Ford Ivory to be precise. Needs to go over white primer, which in turn goes over grey primer to get the shade right. The original EFE windscreen has also had the gaps between it and the bodyshell filled since yesterday.
Once the innards are painted, the upper deck will be permanently attached to the lower and the gap between filled, sanded and painted before the upper deck panels receive their decals.
1/32 resin slot car Cooper T39 Bobtail Le Mans 1957. Driven By Jack Brabham and Ian Raby to 15th place. Hunaudieres Model Decals resin body and Slot Classic chassis.
A key element of the Mark X that Jaguar wanted to include in the S-Type was its sophisticated, and by then widely acclaimed, Jaguar independent rear suspension. The suspension was a revelation at the time of its introduction, and remained the benchmark against which others were judged until the 1980s. Essentially a double wishbone setup, it uses the driveshaft as the upper wishbone. It carries the drive, braking, suspension and damping units in a single fabricated steel crossbridge, which is isolated from the bodyshell by rubber blocks. Including this suspension in the S-Type necessitated the development of a new crossbridge suitable for its 54” track, coming as it did between the 58” track of the Mark X and 50” track of the E-Type.
The S-Type used the same subframe mounted, coil sprung, twin wishbone front suspension as the Mark 2. (Wikipedia)
1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
47405 and 47429, both no more than empty bodyshells on accomodation bogies, stand forlornly at Crewe Works Open Day on Saturday 4th July 1987.
The two East Midlands Railway Class 158 Express Sprinters 158806 and 158865 are both products of British Rail’s late-1980s programme to introduce a faster, more comfortable generation of diesel multiple units for regional express services. Although they now belong to the same EMR fleet and are frequently found working the same routes, their earlier careers were rather different.
The Class 158 was built by British Rail Engineering Limited at Derby Litchurch Lane Works between 1989 and 1992. The design was intended to provide a substantial improvement over the first-generation diesel multiple units then still operating much of the British regional network. The trains incorporated aluminium bodyshells, air conditioning, improved ride quality, plug doors and a maximum speed of 90 mph. Most were built as two-car units, while a number were constructed as three-car sets for the particularly busy Trans-Pennine services. The first examples entered passenger service in September 1990, and the type quickly became associated with long-distance regional services operated under British Rail's Regional Railways and Alphaline brands.
Unit 158806 belongs to the group of Class 158s numbered 158798 to 158814 which were originally constructed as three-car units for Trans-Pennine work. This was an important distinction from the two-car units that dominate the present-day EMR fleet. The three-car sets were designed for the demanding Manchester–Leeds–York–Newcastle corridor, where additional seating capacity was required. Each set consisted of two driving vehicles and a centre vehicle, giving the trains considerably greater capacity than the standard two-car configuration.
During the 1990s, 158806 was therefore associated with the Trans-Pennine operation. Following the creation of the privatised First North Western and subsequently First TransPennine Express operations, the Trans-Pennine Class 158s continued to provide important inter-urban services across northern England. Their role was gradually reduced after the arrival of newer Class 185 Desiros and Class 170 Turbostars during the middle of the 2000s.
The withdrawal of the Class 158s from First TransPennine Express created a major cascade of vehicles around the railway network. Rather than being withdrawn, many of the displaced units were transferred to other operators. 158806 was among nine former First TransPennine Express units transferred to Central Trains during 2007. The other members of this particular transfer were 158770, 158773, 158774, 158777, 158799, 158810, 158812 and 158813.
This period produced one of the more distinctive liveries in 158806's career. The transferred units initially retained their First TransPennine Express appearance, which was derived from the Northern Spirit colour scheme and carried First TransPennine Express branding. Central Trains subsequently applied its own branding to the lower bodysides and added the distinctive Central Trains "triple-C" logos to the cab ends. Consequently, 158806 could be seen working Central Trains services while still retaining considerable visual evidence of its previous TransPennine career.
Central Trains ceased operating at the end of the franchise period on 11 November 2007. From 12 November, its East Midlands operations passed to the newly created East Midlands Trains franchise, while the Birmingham-area services passed to London Midland. The Class 158 fleet associated with East Midlands duties transferred to East Midlands Trains, giving 158806 a new long-term home in the East Midlands.
The change was particularly significant for 158806 because the former Trans-Pennine three-car fleet was not retained in its original formation. The centre vehicles from the 158798–814 series were progressively removed and redistributed, allowing the former three-car units to become conventional two-car sets. The centre car originally associated with 158806 was vehicle 58706. It subsequently became associated with another Class 158 formation, 158757, illustrating the extensive rebuilding and redistribution that took place after the end of the Trans-Pennine requirement.
158806 consequently emerged as a two-car unit and settled into the East Midlands Trains fleet. During the Stagecoach era it acquired the distinctive white, blue and orange corporate "Express" livery used by East Midlands Trains. The unit became a familiar sight on the network, particularly on the Norwich–Liverpool Lime Street route, which became one of the principal long-distance duties for the East Midlands Class 158 fleet.
The Norwich–Liverpool service gave 158806 an unusually extensive operating territory. A typical journey took it from Norfolk across the Fenlands and through Lincolnshire, Nottinghamshire and Derbyshire before crossing the Pennines towards Manchester and Liverpool. The route also took the units through some of the most spectacular railway scenery in England, including the Hope Valley between Sheffield and Manchester. The Class 158s were particularly well suited to the route because their 90 mph capability and long-distance interior were appropriate for a service which combined relatively long stretches of main-line running with frequent station stops.
158865 followed a rather different path into the East Midlands. It is one of the small group of Class 158s numbered 158863–158872, constructed at Derby in 1992. These units were equipped with the more powerful 400 hp Cummins NTA855-R3 engines rather than the 350 hp engines fitted to much of the remainder of the Class 158 fleet. The additional power was particularly useful on demanding routes with gradients, making these units well suited to areas such as the Welsh and western railway network before their later migration north and east.
158865 entered service on the Western Region and was initially allocated to Cardiff. Its early career was therefore spent principally on services around South Wales and the Bristol area, rather than on the East Midlands routes with which it is now strongly associated. The group to which it belonged remained associated with Western Region duties for much of the 1990s and 2000s, passing through the succession of operators created by railway privatisation.
The Western Region Class 158s were used on a wide range of long-distance services. Depending upon the particular franchise and timetable, these included routes radiating from Cardiff and Bristol towards destinations in southern and western England. The trains could consequently cover considerable distances during a single day's work, which was precisely the role for which the Class 158 had originally been designed.
Following the restructuring of the Great Western and Wessex operations and the subsequent movements of Class 158s between leasing companies and operators, a number of the Western units eventually moved away from their original territory. 158865 ultimately transferred to East Midlands Trains in 2008. Its arrival in the East Midlands brought it into the same fleet as 158806, although the two units had arrived there by markedly different routes.
The former Western Region appearance of the transferred units could initially make them stand out within the East Midlands fleet. Some units arrived carrying Wessex Trains or First Great Western-related liveries, while others had already received East Midlands Trains colours. The East Midlands fleet was consequently a remarkably varied collection of Class 158s during the late 2000s and early 2010s.
East Midlands Trains progressively refurbished its Class 158s during this period. The work was intended to bring the fleet closer to the standard of the Class 159s used by Stagecoach's South West Trains operation. Improvements included attention to the seating, interior fittings, lighting and other passenger facilities. The refurbishment helped extend the useful life of the units and allowed these already well-established trains to continue providing long-distance regional services for many more years.
By the 2010s, 158806 and 158865 had become established members of the East Midlands Trains fleet and were regularly employed on the Norwich–Liverpool route. They could also appear on other East Midlands workings, including services involving Nottingham, Matlock, Skegness, Lincoln and Leicester. Their duties were not rigidly confined to a single route, and the units were frequently interchanged according to operational requirements.
The two units also became regular companions in service. Photographs from the period show 158865 working in combination with other East Midlands Class 158s, including 158806, while both units became particularly associated with the Liverpool–Norwich diagrams. Their journeys over the Hope Valley and through the Peak District made them familiar subjects for railway photographers, particularly around locations such as Edale, Chinley and Sheffield.
The Stagecoach East Midlands Trains franchise ended in August 2019, when the operation was transferred to East Midlands Railway. The Class 158 fleet passed to the new operator and was placed within its EMR Regional operation. Both 158806 and 158865 therefore became East Midlands Railway units without leaving their established East Midlands base.
The early EMR period produced a variety of transitional liveries. Rather than immediately repainting the entire fleet, EMR initially applied branding and vinyls to many of the existing East Midlands Trains vehicles. Both 158806 and 158865 were among the units that retained the underlying East Midlands Trains appearance while receiving EMR Regional branding. This created a period during which the trains could appear externally to be East Midlands Trains units with relatively small but noticeable East Midlands Railway alterations.
158865 was among the earliest Class 158s to receive an East Midlands Railway sticker following the franchise change in 2019. It consequently became one of the visually identifiable early examples of the transition from East Midlands Trains to EMR. The fleet subsequently underwent more substantial repainting and refurbishment as EMR developed its long-term rolling-stock strategy.
The Class 158 fleet initially remained important to EMR because it provided capacity on the extensive regional network while newer trains were being introduced. The Liverpool–Norwich route continued to be one of its principal areas of work, with Class 158s also appearing on services around Nottingham, Sheffield, Manchester, Derby, Matlock, Lincoln, Leicester and Skegness.
During the early 2020s, the introduction and redeployment of Class 170 Turbostars began to change the role of the Class 158s. EMR had originally envisaged replacing its older Sprinter fleet progressively with newer rolling stock, although the process took longer and developed differently from the initial plans. The Class 158s remained indispensable on several diagrams, particularly the long-distance Norwich–Liverpool operation.
The two units have consequently continued to appear on the Liverpool–Norwich corridor well into the 2020s. 158806 has been photographed working the service in multiple formations, including with 158846, 158810 and other members of the EMR fleet. 158865 has likewise remained a regular performer, including appearances coupled to other Class 158s on Liverpool–Norwich workings through Sheffield and the Hope Valley.
Their careers also illustrate two different aspects of the Class 158 story. 158806 represents the former Trans-Pennine three-car fleet that was displaced by newer trains, cascaded to Central Trains, broken up into a two-car formation and ultimately absorbed into the East Midlands operation. 158865 represents the higher-powered Western Region batch, originally intended for demanding long-distance work around Cardiff and Bristol before being transferred to East Midlands Trains and eventually East Midlands Railway.
Today, both are two-car Class 158/0 Express Sprinters operated by East Midlands Railway. They are now more than three decades old, yet their basic purpose remains remarkably close to that envisaged when they were designed: providing relatively fast, comfortable regional services over non-electrified routes. The fact that 158806 and 158865 can still be found working long-distance services between Norwich and Liverpool is a particularly striking example of the longevity of the Class 158 design.
Their histories also encompass much of the evolution of Britain's regional diesel railway since the early 1990s. Both began life as British Rail products built at Derby, both passed through the fragmented world of post-privatisation train operating companies, both experienced several changes of livery and refurbishment, and both ultimately became part of the East Midlands Railway fleet. Their individual routes to that common destination, however, reflect two quite different strands of the Class 158 story: 158806's origins in the original Trans-Pennine three-car fleet and 158865's origins among the more powerful Western Region units.
For railway photographers, this gives the two units particular historical interest. A photograph of 158806 or 158865 in present-day EMR service is not simply a record of an elderly regional DMU still in traffic. It also represents a surviving link with the British Rail Regional Railways era, the Alphaline concept, the Trans-Pennine and Western Region operations of the 1990s, the Central Trains and East Midlands Trains franchises, and the continuing evolution of regional diesel services into the 2020s.
The Welsh Marches Express Rail Tour
Class 57 No. 57302 has an unusually long and varied career because, despite carrying a Class 57 number only since 2002, the locomotive itself dates from the mid-1960s. It began life as a conventional British Rail Class 47, subsequently passed through four different identities before reconstruction, became one of Virgin Trains' famous “Thunderbird” rescue locomotives, worked for Direct Rail Services, acquired the name “Chad Varah”, and is now operated by Locomotive Services Limited on charter and support duties. Its complete identity sequence is D1928 → 47251 → 47589 → 47827 → 57302.
Origins as D1928
The locomotive was built by Brush Traction at Loughborough as works number 690, entering traffic as D1928 in January 1966. Contemporary and specialist records give 21 January 1966 as its entry-into-traffic date. It was one of the large fleet of Brush Type 4 locomotives that became the Class 47, and it was initially associated with British Rail's Western Region.
Its early allocation was to Bristol Bath Road depot, and its work reflected the broad role for which the Class 47 had been designed. D1928 could haul both passenger and freight trains, and photographs from the late 1960s show it working passenger services in the Bristol area. It subsequently became associated with other Western Region depots and duties, including Cardiff.
The introduction of the TOPS numbering system in the 1970s brought the first renumbering. D1928 became 47251 in March 1974. It remained a conventional Class 47/0 for the next several years, continuing to work passenger trains around the Western Region and elsewhere. A surviving 1976 photograph, for example, records 47251 arriving at Crewe with a Cardiff service.
During this period the locomotive accumulated the sort of mileage typical of a busy main-line Class 47. It worked a wide variety of passenger trains and could be found far beyond its nominal home territory. Its subsequent career would repeatedly demonstrate that flexibility.
47589 and the introduction of electric train supply
The next significant transformation came in 1983, when 47251 was fitted with electric train heating/electric train supply equipment. This enabled it to provide electrical power to passenger coaching stock and brought it into the Class 47/4 numbering sequence.
It became 47589 in the summer of 1983, returning to Cardiff after conversion at Crewe Works. Photographic records from the period show it working passenger trains on the North Wales Coast, including an August 1983 Holyhead–Crewe service.
The conversion significantly extended the locomotive's usefulness. Rather than being restricted to the traditional duties of a Class 47/0, it could now haul electrically heated passenger formations. Its subsequent career included long-distance passenger workings, excursions and charter trains.
47589 was still Western Region based for much of this period. It transferred to Bristol in November 1987, and another important modification followed in May 1989, when it was fitted with additional fuel capacity. The extra fuel equipment was associated with the Class 47/8 series, whose locomotives were intended for longer-distance work without the need for frequent refuelling.
The locomotive consequently became 47827 in May 1989. This identity would last for more than a decade and covers the locomotive's final years under British Rail and its early years under privatisation.
47827 and the InterCity era
As 47827, the locomotive became part of the Class 47/8 fleet used extensively on long-distance passenger services. It was transferred to Crewe in June 1995 and later to Toton in April 1998. Its work during this period included CrossCountry and other InterCity services.
One particularly interesting episode occurred on 23 July 1997, when 47827 was the booked locomotive for the 1M20 Paddington–Birmingham service. The train became historically significant because the preserved Deltic D9000 “Royal Scots Grey” was allowed to work in place of the booked Class 47, marking the beginning of the Deltic's return to main-line service. 47827 remained involved with the train as the booked locomotive even though the Deltic supplied the principal traction.
By the late 1990s the locomotive had acquired Virgin's red livery following the privatisation of British Rail's passenger operations. Unlike some of the Virgin Class 47s, however, 47827 spent much of its Virgin period without a name. Its eventual transformation into 57302 was already being considered by 2001.
Reconstruction as Class 57/3
The Class 57 programme was conceived as a way of giving selected surplus Class 47s a further lease of life. Instead of constructing completely new locomotives, the basic Class 47 bodyshell and much of its running gear could be retained while the power equipment and other components were substantially refurbished or replaced.
The Class 57s received refurbished EMD engines, refurbished alternators and other major mechanical improvements. The programme was undertaken at Brush Traction's Loughborough works and produced a locomotive with considerably improved reliability compared with the ageing original Class 47 machinery.
47827 was sent to Loughborough at the beginning of 2002 for its reconstruction. It emerged in August 2002 as 57302, one of Virgin Trains' new Class 57/3 “Thunderbirds”. Specialist records describe it as one of the first group selected for conversion, with its reconstruction completed in 2002.
The 57/3s were developed specifically for passenger support and rescue work. Virgin had introduced Pendolino electric multiple units on the West Coast Main Line, but those trains depended upon the electrified network and could require diesel assistance if they failed or had to operate over non-electrified routes. The Class 57/3s were therefore equipped for rescue duties, including the specialised couplings required to work with Pendolinos.
Virgin gave the fleet a particularly memorable identity. The locomotives were named after characters and vehicles from the television series Thunderbirds, with International Rescue insignia incorporated into their presentation. 57302 became “Virgil Tracy”, named after the Thunderbird 2 pilot.
The Virgin “Thunderbird” years
The early part of 57302's Class 57 career was dominated by its role as a Virgin Thunderbird. It was one of sixteen Class 57/3s originally associated with this rescue fleet.
The locomotives were strategically positioned around the West Coast Main Line so that a failed Pendolino could be recovered. They were also useful for moving Pendolinos over non-electrified routes. A particularly appropriate example was the North Wales Coast, where Virgin's Pendolinos could not operate under their own electric power beyond the electrified portion of the route.
57302 was photographed performing precisely this kind of work. One documented example shows it working with Pendolino 390013 “Virgin Spirit”, towing the electric unit towards Carlisle and then over the non-electrified Settle and Carlisle route after a diversion of a Glasgow Central–London Euston service.
The locomotives also became useful for ordinary passenger operation. From 2005, Class 57/3s worked Virgin services between Crewe and Holyhead, supplementing the Super Voyager fleet. They could haul conventional coaching stock and, where appropriate, operate in conjunction with Pendolinos.
The role of the Thunderbirds diminished as the West Coast Main Line electrification and infrastructure improvements were completed. The need for diesel rescue locomotives did not disappear, yet the fleet no longer required the same level of deployment as during the Pendolino introduction.
From December 2008, most North Wales Coast services were converted to Super Voyager operation. A Saturday locomotive-hauled/Pendolino working survived for several years, but even that disappeared in November 2012.
The changing operational requirements consequently led to the Class 57/3 fleet being dispersed among other operators and contracts. Several locomotives entered warm storage, while others found work with organisations such as Network Rail, Arriva Trains Wales and Colas Rail.
Direct Rail Services and “Chad Varah”
A major change occurred in 2012, when Direct Rail Services (DRS) agreed a three-year arrangement with Porterbrook covering 57302, 57305 and 57309. DRS subsequently became heavily involved in providing locomotive-hauled support for Virgin Trains West Coast.
57302 therefore passed from its distinctive Virgin red “Thunderbird” environment into DRS Compass Blue. The locomotive's new identity was especially significant because the “Virgil Tracy” name was removed and it became “Chad Varah”.
The new name commemorated Edward Chad Varah, the Anglican clergyman and founder of the Samaritans. Varah had died in 2012, and the locomotive's renaming provided a railway tribute to his contribution to the organisation. The locomotive subsequently became a familiar sight in DRS service carrying the Chad Varah name.
Its DRS career was considerably more varied than the original Thunderbird role. It worked passenger support trains, engineering and positioning movements and locomotive-hauled services. It was also used in connection with special trains and other workings across Britain.
The locomotive's continued presence in DRS service was particularly useful because the company operated a mixed fleet and undertook work for both passenger and freight customers. Its Class 57/3 configuration gave it a useful combination of modernised machinery and passenger-train capability.
During this period, 57302 was also photographed working with other DRS locomotives on positioning and special movements. Its appearance in DRS Compass Blue became one of the defining phases of its career.
Storage and the end of its DRS career
The decline in demand for the Class 57/3 fleet eventually affected 57302. Although it had been designed to provide a modern solution to the rescue problem, changing operating practices and the increasing reliability of modern passenger trains reduced the need for dedicated rescue locomotives.
57302 subsequently spent periods out of regular traffic and was eventually stored at Eastleigh Works. Photographic records from the later DRS period describe it as being in store there, while other members of the former Thunderbird fleet were similarly laid up or transferred between operators.
Its survival was nevertheless secure. Unlike a number of redundant Class 47s and Class 57s that ultimately went for scrap, 57302 remained a complete locomotive with a useful future potential.
Acquisition by Locomotive Services Limited
A further major change came in December 2021, when Locomotive Services Limited purchased 57302 and sister Class 57/3 57311 from Direct Rail Services.
The acquisition brought 57302 into a company whose activities were increasingly centred on main-line heritage operations, charter trains and support for steam-hauled excursions. The locomotive's ability to provide reliable diesel traction made it particularly useful in this environment.
Unlike some of LSL's locomotives, 57302 did not immediately receive an elaborate heritage repaint. Its DRS Compass Blue appearance and Chad Varah identity continued to be associated with it. The locomotive's role, however, changed dramatically from its previous employment.
It became increasingly involved with Saphos Trains and other LSL-associated charter operations, where a Class 57 could provide diesel traction, rescue cover or top-and-tail capability for trains hauled principally by steam.
The modern charter era
By the early 2020s, 57302 had become an increasingly familiar member of the modern British charter fleet. Its usefulness derives partly from its power and reliability, but also from the flexibility of the Class 57 design. It can operate as a conventional diesel locomotive while also providing a powerful safety net for charter trains operating long distances from their home base.
The locomotive's work has included top-and-tail formations with other heritage diesels and steam locomotives. Such formations are particularly valuable on steam excursions because the diesel can remain with the train for the entire journey, providing assistance when required and allowing the steam locomotive to be removed for servicing, watering or operational reasons.
The Class 57's modern role consequently resembles the original “Thunderbird” concept in one important respect. It is once again a support and rescue locomotive, although the trains it now supports are predominantly charter and heritage services rather than scheduled Virgin Pendolinos.
2023 and the LSL/Saphos operation
During 2023, LSL began preparing its Class 57/3 fleet for a more visible heritage role. 57311 received a striking lined black livery, while 57302 remained associated with its DRS Compass Blue appearance. The two locomotives were acquired together and were expected to support Saphos Trains' steam specials.
The use of 57302 alongside steam locomotives became increasingly common. Its presence was not merely decorative. A charter operator can use a Class 57 to provide diesel assistance on steep gradients, recover a train following a steam locomotive problem, work a train over sections where steam is restricted, or haul the complete formation when a steam ban is imposed.
This became particularly important during periods of extreme weather or fire risk, when steam locomotives were prohibited from operating over parts of the network. 57302 consequently became a practical means of keeping charter programmes running rather than simply a preserved locomotive making occasional appearances.
2024 and 2025
Through 2024 and 2025, 57302 continued to work LSL and Saphos-related trains around the national network. Its duties included top-and-tail charter formations and diesel support for steam-hauled excursions.
The locomotive's continued use is significant because it demonstrates that the Class 57 concept remains relevant more than twenty years after its creation. Its original purpose was to provide a modern rescue locomotive for the new Pendolino fleet. In the twenty-first-century charter railway, the same characteristics have made it useful for supporting historic traction.
The locomotive also remained visually distinctive because it continued to carry the Chad Varah name. The name connected its modern charter career with its DRS years, while its mechanical identity remained rooted in the 1966 Class 47 from which it had been reconstructed.
2026: an active charter locomotive
As of August 2026, 57302 remains operational with Locomotive Services Limited and is being used regularly on charter work.
The 2026 records show it undertaking substantial work rather than merely making occasional preservation appearances. On 20 June 2026, for example, 57302 worked in top-and-tail formation with Class 47 47810 “Crewe Diesel Depot” on a Steam Dreams Waterloo–Kingswear charter. The two diesels hauled the train from London Waterloo to Taunton, where B1 61306 “Mayflower” took over the steam section towards Kingswear.
On 24 June 2026, 57302 again operated in top-and-tail formation with 47810 on a Saphos Trains Welsh Marches Express charter. The train ran from Paignton towards Shrewsbury, and the Class 57 subsequently played an important role when the leading locomotive failed at Bristol. The Class 47 was brought onto the front of the charter, demonstrating exactly the sort of operational flexibility for which these locomotives are valued.
The locomotive was still being used in August. On 1 August 2026, it worked with 47805 “Roger Hosking MA 1925–2013” in top-and-tail formation on the English Riviera Express during a period when a steam ban prevented the planned steam operation. The diesels hauled the train throughout from Shrewsbury to Kingswear.
On 22 August 2026, 57302 again appeared on the English Riviera Express, this time in top-and-tail formation with 47593 “Galloway Princess”. The train operated as a non-steam service from Bedford towards Kingswear, with the two historic diesel locomotives providing the traction.
That recent activity makes 57302 an unusually good example of a locomotive whose purpose has changed while its fundamental usefulness has remained remarkably consistent. In 2002 it was created to rescue modern electric trains; in 2026 it is helping to keep heritage charter trains operating reliably across Britain's main-line network.
Its technical significance
57302 is worth distinguishing from an ordinary Class 47 because the conversion was much more substantial than a simple renumbering. The Class 57 programme involved the installation of a refurbished EMD power unit, a reconditioned alternator and other major equipment, combined with refurbished Class 56-derived traction motors. The intention was to extract considerably greater reliability and longevity from the existing Class 47 bodyshells.
In 57302's particular case, the conversion produced a Class 57/3, the passenger/rescue variant. Its equipment and couplings were suited to working with modern passenger stock, particularly Virgin's Pendolino fleet.
This explains why the locomotive has had such a long post-2002 career. Although its bodyshell dates from 1966, the machinery installed during reconstruction was substantially newer. It is therefore best thought of as a 1960s locomotive with a heavily modernised mechanical and electrical heart dating from the early twenty-first century, rather than simply an elderly Class 47 carrying a new number.
The names and identities
The locomotive's identity history is unusually easy to trace because every major stage represents a different period in British railway history.
It began as D1928, became 47251 under TOPS in 1974, then 47589 after receiving electric train supply equipment in 1983. Its additional fuel equipment resulted in the 47827 identity in 1989. Following its reconstruction at Brush Loughborough, it became 57302 in 2002.
Its first major name was “Virgil Tracy”, applied during its Virgin Trains Thunderbird period. The name was part of Virgin's deliberate Thunderbirds theme, with the sixteen Class 57/3s receiving names based on the programme's characters and vehicles.
After entering DRS service, the locomotive became “Chad Varah”, commemorating the founder of the Samaritans. It continues to be identified by that name in the modern LSL fleet.
The significance of 57302
57302 is therefore much more than an old Class 47 that happened to survive. Its history mirrors several major changes in British railway operation.
Its first life, as D1928 and subsequently 47251, belongs to the era of British Rail's dieselisation programme. Its 47589 period reflects the expansion of electrically heated locomotive-hauled passenger services during the 1980s. The 47827 period encompasses the InterCity era, privatisation and Virgin's takeover of West Coast passenger services. Its 2002 reconstruction marks the attempt to create a reliable modern rescue fleet from existing Class 47s. The Virgil Tracy years are inseparable from the introduction and expansion of Pendolino operation on the West Coast Main Line.
The Chad Varah period represents its subsequent life supporting DRS operations and Virgin services, while its LSL career demonstrates the continuing usefulness of the Class 57 concept within Britain's heritage railway industry.
There is also something remarkable about the locomotive's longevity. The physical machine began work in January 1966, yet the locomotive currently operating as 57302 is the product of a major reconstruction carried out in 2002. It has consequently spent more than sixty years in some form of railway existence, while more than twenty-four of those years have been as a Class 57.
In August 2026, it is still working over the national network. Its current duties alongside steam locomotives and other preserved diesels have taken it from being a Virgin rescue engine to becoming a crucial part of the modern charter railway. The story has come full circle in an unexpected way: a locomotive rebuilt to rescue the newest passenger trains of the early 2000s now provides the dependable diesel support that allows some of Britain's oldest surviving steam locomotives to operate long-distance main-line excursions.
Split into its component parts (l to r) clear bodyshell painted into into South Wales' ivory and red, plastic interior casting, metal body 'skirts' and plastic chassis.
The model is held together with two small screws through the chassis which screw into the seating unit, which in turn clips inside the bodyshell.
1/32 resin slot car Alfasud ti in Jagermeister ETCC livery c.1978. Resin bodyshell by Joeslot and PCS32 chassis.
The forlorn bodyshell of Class 73/1, 73134 "Woking Homes 1885 - 1985" stands in its long-term resting place outside the Brush Traction works at Loughborough.
Having been used as a spares donor for the 73/9 rebuilds done at Brush, the future remains unclear for 73134 - with its fate being even more uncertain following the recent announcement that the Brush Traction works will close by the end of 2021.
Taken 23/10/19 and one for those that like some station with their train snaps.
According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
1 fibreglass shell, only requiring many mechanical bits (likely sourced from a car wreckers) to complete...
Engine
2.9 L C-Series I6
Wheelbase
84 in (2,134 mm)[14] 1959 - 1961
86 in (2,184 mm)[15] 1961 - 1964
Length
187.75 in (4,769 mm)[14]
Width
68.5 in (1,740 mm)[14]
Height
59 in (1,499 mm)[14]
In October 1959 a new Austin A99 Westminster-based model was launched [16] under the name Princess 3-litre.[1] From July 1960[7] these vehicles bore the Vanden Plas name which became a badge-engineered brand in its own right (rather than being known as coachbuilder for the cars of other manufacturers). The car was a great deal smaller and less than 44 per cent of the price of the previous Princess IV Saloon and was instead largely identical to the Austin A99 Westminster and other models using the same Pininfarina-designed bodyshell. It featured a new distinctive Vanden Plas grille (fairly square, with a thick surround and vertical slats), round headlamps, and horn grilles on the front. The interior was lavish in typical Vanden Plas style, featuring burr walnut wood trim, leather seats and panels, and high-quality carpeting. A division between the driver and the rear compartment was an optional extra. Power was a 3-litre unit developing 108 hp (81 kW).[14]
A 3-litre Vanden Plas Princess with automatic transmission was tested by the British magazine The Motor in 1961 and had a top speed of 99.3 mph (159.8 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.1 seconds. A fuel consumption of 21.1 miles per imperial gallon (13.4 L/100 km; 17.6 mpg-US) was recorded. The test car cost £1467 including taxes.[14]
This model was replaced in 1961 by the Vanden Plas Princess 3-litre Mark II. Styling was similar but the wheelbase was two inches (5 cm) longer[15] and anti-roll bars were added to the suspension at both ends of the car.[15] The engine was uprated to 120 hp (89 kW). Better brakes were fitted, and interior improvements included built-in drop-down "picnic tables" for the rear seat passengers. Options now included "Smith's air-conditioning".[15]
This model lasted until 1964
Class 442. 2424. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Seen stored at the rear of Eastleigh Works.
Revell Routemaster Bus....Bodyshell painted and some decals now applied!...note that the instructions in the kit tell you to cut OUT the two large side adverts if you are using them and to GLUE them on, which is exactly what Dave did here. I am VERY pleased with the progress with this model over the last few days.
1/32 slot car Jaguar C-type c.1953 Le Mans winner. Driven by Duncan Hamilton and Tony Rolt. Resin bodyshell and PCS32 chassis.
The bodyshell on this is from the humble Airfix kit. It uses a PCS chassis, Ninco wire wheels which have been painted.
I've tried to make it look like a very early E type racer before the Lightweights came along.
1/32 resin slot car Alfa Romeo Giulia Super Ti Cloverleaf in Alitalia ETCC livery. Modified & lowered PSR ( www.pendleslotracing.co.uk/ ) resin body with PCS32 chassis.
The Blue one, TTN 52S, was built by my father Morry Cook from a new bodyshell some 10-15 years ago, awaiting some work in the garage. XGK 929S has been in the family now for 20 years and is now doing me a turn of service. Used to be a bit of an animal, plans are afoot to make it at least sound that way ;)
Weeds are growing profusely around the Goods Shed, as Bath Road's RXLD Pool 47 584 'County of Suffolk' works 1S71 north through Lawrence Hill, on May 13th 1989.
She was built by Brush as D1775, entering service on October 23rd 1964.
TOPS info:-
47584 RXLD BR B M E XA.
41A Tinsley 23/10/1964
34G Finsbury Park 10/1967
40B Immingham 10/1969
52A Gateshead 04/1972
30A Stratford 08/1972
Allocation recoded 30A to SF 05/1973
Renumbered 47 180 05/1974
IM Immingham 03/1975
TI Tinsley 05/1976
IM Immingham 05/1977
TI Tinsley 11/1977
SF Stratford 08/1978
Named County of Suffolk, with the county's badge on a circular plaque above the nameplate, on 13/5/79 (the plates had been fitted on 11/5/79).
Renumbered 47 584 15/12/1980
BR Bristol Bath Road 10/1987
CD Crewe Diesel 05/1991
The nameplates were removed in 10/93.
Renamed THE LOCOMOTIVE & CARRIAGE INSTITUTION, on a circular nameplate in the form of a locomotive driving wheel with the date 1911 at the centre, at Bristol Temple Meads Station on 13/12/95.
WQ EWS Headquarters Pool 21/03/2000
Store 23/03/2000
SP Springs Branch 30/03/2000
The loco was stopped at Polmadie on 20/3/00,authorised for component recovery 21/3/00 and moved to Motherwell on 23/3/00 and stored.
It was moved from Motherwell to
SP CRDC on 30/3/00 for disposal. Pushed inside the Scrap Shed on 12/4/00 having previously had some small bits removed. By 17/4/00 it had been reduced to frame, cabs and
bogies, and on 19/4/00, it lost its bogies and the bodyshell was placed on a Bogie Bolster wagon.
Withdrawn 02/03/2001
Eventually, the frame and cabs were moved by road overnight on 23/10/02 to Booth Roe Metals, Rotherham, and these had been broken up completely by 28/10/02. The loco
was said to be owned by HNRC at that time.
I hope you enjoy looking through my Flickr images. Please consider helping me pay for my Flickr subscription, and to help me buy-back some of the 4000 of my slides from the past that I'd like to get back.
I'll rescan all of my older uploads in the fullness of time.
Any help will be greatly appreciated.
Thank you.
1/32 resin bodyshell is from PSR ( www.pendleslotracing.co.uk/ ) and starts out as a Hindustan Ambassador kit. Photo shows initial bodyshell with resin headlights removed.
25057 on the daily scrap train. The loco is shortly to be dismantled to donate its heavily detailed chassis to a later bodyshell which is on the workbench having replacement cabs
This Stingray was built for this years Bordeaux Vintage slot meeting. The theme was 1966 +67 Le Mans. This was my build using a Revell bodyshell which I modified like the real car.