View allAll Photos Tagged Bodyshell
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
1:32 Class 25/1 bodyshell Printed by Shapeways in WSF, Primed with Halfords primer/filler and then a second coat of grey primer after a quick sand.
1/32 resin slot car Ford Consul Capri c.1961 BSCC. PSR resin body with composite chassis and slimline motor.
Etched components from Shawplan used to replace the moulded fan and grille on a Hornby Class 40 bodyshell
2014 "Chevrolet Camaro" returning to the paddocks of the 2014 CRAA classic race in Aarhus after crashing out in heat 2. The damages turned out to be too extensive to repair in time for the final a few hours later.
Driver: Elling Sebastian Aarvik (N)
Racing class: Auto-G DTC
Race number: 27
Race results in 2014 event:
Training (fri.): 17 (of 18)
Qualifying (sat.): 10 (of 19)
Heat 1 (sat): 18, RET (of 19)
Heat 2 (sun.): 18, RET (of 18)
Heat 3, final (sun.): DNS
Photo taken after heat 2.
One of the norwegian drivers, having a weekend to forget. After doing quite well in qualifying, he crashed instantly in heat one, retired early in heat two and did not make the start of heat three.
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.
185119 (right, at platform 1) and 195110 (left, at platform 2) are shortly to depart Manchester Piccadilly, working 1K23 14.16 to Hull (TransPennine Express) and 2S16 14.18 to New Mills Central (Northern) respectively. In the background, at platform 3, 220030 is getting ready to set off at 14.25 with Cross Country's 1O22 to Bournemouth.
Having arrived in the north-west the previous evening, I had most of the day to kill before the Northern Diesels Photo Charter event at Bury in the evening. The weather forecast was poor (overcast all day, and wet at times) so there was no point in doing any conventional photography. But I realised that I'd not yet travelled over the Castlefield Curve (aka Ordsall Chord) in central Manchester, which had opened in December 2017.
I looked up times, found there was an hourly service (TransPennine Express between Saltburn and Manchester Airport), and that the fare was £3 single - although I was at first slightly confused because the National Rail Enquiries website also listed more direct services than hourly but without any fare being quoted... which I then realised were Metrolink trams. (What the UK needs is a public transport timetable database like Germany's Hafas, which shows everything, stating the operator and mode of transport, and usually quoting the fare, and on which you can turn off and on different modes of transport. And the UK's trains are already in Hafas.)
After a leisurely cooked breakfast, I drove to Radcliffe and travelled in to Manchester Victoria on Metrolink in plenty of time for the 13.40 departure. After reaching Manchester Piccadilly, with nothing better to do and plenty of time to spare, I wandered over to platform 1 and pointed my camera at a few things, including this pair of trains about to depart (I also managed a shot of the 195 while it was still displaying tail lights, but prefer this one). After this, I went out to Media CityUK on the tram, before heading back out to Radcliffe (grabbing a coffee at Victoria while changing there).
I don't often take photos at major stations, but there are sometimes some nice shots to be had. And no-one bothered me, although at one point I was approached by a policeman - but to ask if I'd seen someone he was trying to track down rather than tell me I couldn't take photos!
Interestingly, the trains in this picture were all built in different countries: the 185 by Siemens in Krefeld, Germany (I once saw a pair being dragged through Aachen Hbf, having been on test at Wildenrath, I assumed, but wasn't quick enough with the camera); the 195 by CAF in Zaragoza (bodies) and Irún (final assembly), Spain; and the "Voyager" by Bombardier in Brugge, Belgium (all bodies, and fitting out the early examples) and Horbury, Wakefield in the UK (fitting out the bodyshells of the majority).
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
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.
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, subject to a suitably encouraging response, Healey planned to build production versions in-house at his factory in Warwick. As things transpired, not only did the Ice Blue prototype more than impress the public, but also so excited Austin's Managing Director, Leonard Lord, that he struck a deal to build the car in volume at Longbridge. The newcomer was renamed the Austin-Healey 100. The rest, as they say, 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 2,660cc 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 11in 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. A BN1 tested by Motor magazine in 1953 returned a top speed of 106 mph and achieved the 0-60mph dash in 11.2 seconds.
'TOX 611' is a very special motorcar with a fascinating history. Originally destined to be a 1953 BN1 model (the original chassis plate is still attached to the vehicle), it was apparently withdrawn from the production line before completion and, while still in primer, placed in the care of Dick Gallimore of Austin's experimental/prototype workshop. For the next three years it was given over to development duties, and reputedly became one of four prototypes built to asses the viability of upgrading the 100 from four to six-cylinder power. Certainly, it was extensively modified to accept the 2,639cc C Series engine still installed and was converted from a 2 to 2+2 seating arrangement. It is therefore a vital link in the evolution of the Big Healey.
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.
The Jensen Interceptor is a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
For the video; youtu.be/ccZTzKxzQto
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.
Built in 1958-60 for Eastern Region for outer suburban services on the London,Tilbury and Southend Railway route. This class of electric multiple unit was constructed using the Mark 1 bodyshell and was slam-door.
Cute or what? The changeover to the Mk2 bodyshell in September / October of '67 made the Mk1 look old fashioned in some folks eyes but the period charm of these earlier cars is hard to resist . . . . dinky rear lights, smaller rear window, original style badging, two tone interiors, lovely.
Bertone's designer Marcello Gandini finally had the oppotunity to translate his 'signature' wedge styling concepts onto a production car with the Countach; clothing a totally-new production spaceframe chassis from Lamborghini, drawn up by Paolo Stanzini. The chassis housed a reversed in-line V12 with ZF transmission, and Gandini's bodyshell was stunningly outrageous, yet just about practival enough for full-scale production.
Launched at the 1971 Geneva Show, it would be three years before the first cars were delivered. Rear vision was always a problem, not helped by the huge rear spoliers that festooned the later LP400S models, although the trademark scissor doors and wide padded sills at least gave the careful manoeuvrer a comfy perch.
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Cartier Style et Luxe, Goodwood Festival of Speed 2013
P1000303_edited-1
The improved front end dash to the Panther bodyshell has seen this popular style continue. This one again up for sale during the initial period of my show visit.
The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine - uniquely for the 127 this was the five-bearing OHC "Brazil" 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks.
There was also a "high-cube" panel van version, known as the Fiorino which was based on the Series 2 bodyshell, and this remained in production until 1984, when a new Uno-based Fiorino debuted.
In Scandinavia and the Baltic nations it was particularly successful, and there are still many in circulation today.
1/32 slot car fiat Abarth OT Coupe 1300 Le Mans 1967. 16th overall and 1st in class, driven by Marcel Martin & Jean Mesange . Model Master resin kit and Slot Classic chassis.
MG YA (1947-51) Engine 1250 cc S4 OHV
Production 6158 Saloons (plus 904 YT Tourers)
Registration Number UMG 188
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
The MG Y-Type was produced in two phases, the YA 1947-51 and YB 1952-53 and offered as four-door saloon and limited production open four-seat tourer
Designed as the new MG Saloon with a planned launch date of to join the MG Saloon range of the WA and VA for 1941 but war stopped play, The car was designed by Gerald Palmer and launched as a - lively new car with high standards and performance, priced (Saloon) at £525.0.0 ex works plus purchase tax of £146.11.8d. Palmers design incorporated a Morris 8 Series E, four door pressed steel bodyshell with the addition of a swept tail and rear wings, and also a front end incorporation the MG upright grille, the head lamps were separately mounted while the Morris were integrated into the front wings and it had a separate chassis, bucking the more modern trend towards ‘unitary construction, and an independent front suspension layout. The separate chassis facilitated the ‘Jackall System’, of four hydraulically activated rams
The car was powered by a single carburettor version of the 1,250 cc XPAG engine that went on to power the MG-TC and MG-TD series, developing 46bhp or 54 bhp in the YT Tourer, by virtue of a higher lift camshaft and twin carburettors
In 1952 MG Car Company updated the "Y" Type as the YB with a new Lockheed brake system, 15 inch wheels against the 16 inch of the YA a hypoid type rear axle and an anti-roll bar at the front, allied with tronger shock absorbers, road manners were significantly improved.
The YB was produced until the end of 1953 and the MG ZA Magnette was introduced in 1954.
Shot at The Enfield Pagaent 30.05.2010 ref 55-242
E9
Chassis n° 4355031
ex Hans-Joachim Stuck
Zoute Sale - Bonhams
Estimated : € 300.000 - 400.000
Sold for € 402.500
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.
BMW had returned to six-cylinder power for its range-topping models in 1968 with the launch of the 2500 and 2800 saloons. Also new was the 3.0 CSL's forerunner, the 2800CS coupé, though the latter's running gear had more in common with the existing, four-cylinder 2000C/CS. The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.
Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 300lbs (136kgs) in weight was saved – 'Leicht' indeed.
Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.
Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s: Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.
With only 1,039 CSLs produced between 1972 and 1975 compared to over 19,000 standard CS/CSi models, these 'specials' will always be relatively rare and today this ultimate BMW coupé is highly sought after.
The 31st of only 57 Series 2 cars produced, chassis number '4355031' was delivered new on 11th July 1974. BMW factory records list this car as a Testwagen M GmbH (M Division test car). First registered in Germany on 14th July '74, it was allocated to works driver Hans-Joachim Stuck soon after he had been photographed airborne at speed in his works car during the Nürburgring 6 Hours: one of motor sport's most enduring images. The German motoring magazine Auto Motor und Sport photographed Stuck with '4355031', the driver stating that stated that he felt "as if it were a piece of myself".
The Batmobile was next owned by Christian Neureuther, member of the West German Olympic ski team, world champion Rosi Mittermeier's husband, and Stuck's close friend. The car was purchased via his sponsor from Jochen Neerpasch, head of BMW Motorsport GmbH. In 1978 Neureuther sold '4355031' to Joseph Zahler, who retained the car until 1995 when world-renowned CSL expert Yannick Bernat acquired it. Bernat immediately commissioned CSL specialist Dieter Toegel to undertake a full restoration using original BMW parts, including the correct, thin-gauge alloy body panels. During restoration the Batmobile was fitted with a period-correct Alpina B2 engine (an in-period factory option) producing 260bhp, 57 horsepower more than the than standard CSL, although it was considerably more expensive.
Subsequently, in 2005, the Batmobile passed to a new owner, Tony Badenoch, in the UK. In 2006, the CSL was exhibited by invitation at Villa d'Este Concours d'Elegance as one of only six cars obtained from collections worldwide to form Class H: 'The Competition and the Show'. While with this owner the CSL was maintained to the highest standards by UK-based specialists. Our vendor purchased the Batmobile at an auction in Monaco in 2010. Seven years later, the car was restored again, as evidenced by invoices on file from Classic Heroes totaling around £18,000 together with restoration photographs and a list of parts that were changed. In addition, the car comes with all the documentation supporting its unique history as a Test Car for BMW's new M Division and association with Hans-Joachim Stuck.
The owner displayed the BMW at Goodwood in April 2019 for the Members' Meeting, which Stuck was scheduled to attend. He was delighted to hear it would be there and said he remembered happy times with it (he said it fitted him like a glove) and offered to sign it. Sadly, he had to cancel his trip so that never happened; instead the owner sent Hans the photograph of him with a girl in the car, which he said brought back great memories of her too! The CSL was also displayed at the 2021 Goodwood Revival 'Earl's Court Motor Show'.
In addition to the aforementioned documents the history file also contains the following: 1990 TüV document stating that Hans-Joachim Stuck was the previous registered owner, and Christian Neureuther is the current one; Current UK V5 registration document; 1998 BMW Mobile Tradition letter stating the car was a test vehicle.
This spectacular Batmobile, featuring a storied history, is eligible for a range of historic events or for simply fast road use, allowing it to continue its story with its new owner.
Lovely Morris Mini Cooper S, dating from 1966, is seen attending the 2025 Kop Hill Climb at Princes Risborough.
This particular vehicle had a complete rebuild using the body of a Mk.III Mini.
1/32 slot car Mini Cooper 1965 Monte Carlo rally. Driven by Harry Kallstrom & Ragnvald Haakansson to 60th. MRRC bodyshell with Scalextric chassis and slimline motor.
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...
Pic before the restorationm looks ok here, but close up it was really rusty and failed loads of mot's needed to be patched welded. at one point one of the doors fell off!
1/32 slot car Fiat 850 Coupe Abarth 2000 Alitalia.
Modified SCX bodyshell, resin chassis, ali wheels + resin inserts.
Northamptons CNH 172X sits at Heathrow in July 85 after working a once a week service to Heathrow and windsor. Part of the first batch of ECW B51 Leopards, that suffered there problems, as the bodyshell had been built for the RE Chassis that extended to further behind the back axle than the Leopard 172 was withdrawn in Feb 87 after the webasto heaters caught fire and destoyed the body, all was not lost as it was later rebodied with a willowbrook warrior body and was to see service with operators away from its local area.
Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6 282bhp
Production 68029
Registration Number P 573 KJC (Bangor, Gwynedd, Wales)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W
Diolch am olygfa anhygoel, 62,399,647 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 62,399,647 views
Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-583
Fleet / Reg: SELNEC 6367 (GEN 217)
Chassis: Leyland PD3/6 Titan
Body: MCW 'Orion'
Model: Alkit hand built model
Notes: Ex Bury Transport prototype. Rare acquisition for a municipal operator as these had platform doors. Hand made bodyshell from light metal with resin parts.
Very proud that this model picked up second prize in class at the Model Bus Federation AGM Show.
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/?...
Nosram Pearl ISTC ESC
Novak 8.5 Brushless Motor
KO Propo PS-2173 FET Servo
Futaba Receiver
Yuntong 5000MAh 20C LIPO Battery
1/32 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and chassis.
Bertone's designer Marcello Gandini finally had the oppotunity to translate his 'signature' wedge styling concepts onto a production car with the Countach; clothing a totally-new production spaceframe chassis from Lamborghini, drawn up by Paolo Stanzini. The chassis housed a reversed in-line V12 with ZF transmission, and Gandini's bodyshell was stunningly outrageous, yet just about practival enough for full-scale production.
Launched at the 1971 Geneva Show, it would be three years before the first cars were delivered. Rear vision was always a problem, not helped by the huge rear spoliers that festooned the later LP400S models, although the trademark scissor doors and wide padded sills at least gave the careful manoeuvrer a comfy perch.
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Cartier Style et Luxe, Goodwood Festival of Speed 2013
P1000302_edited-1
50040 was unlucky not to be saved but at least it did manage to escape Booths yard when it was moved to the Coventry Railway Centre in May 2000. Unfortunately, by this time it was in such a poor state that it was only fit for scrap so the bodyshell was eventually carted off to Sims Metals scrapyard at Halesowen and scrapped there in June 2008. It had originally been removed from traffic at Laira in August 1989 and cannibalised for spares to keep the other's going.
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
Haymarket, Newcastle upon Tyne, England
Wedding car
Beauford is a British automobile company originally based in Upholland, Lancashire but later moving to Stoke on Trent. The cars are supplied in kit form.
The first cars were made in 1985 and used a Mini bodyshell as the passenger compartment later replaced by a glass fibre moulding. This was mounted on a ladder chassis. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s luxury car. A variety of power units could be ordered including Ford, Nissan and Rover. The suspension can be sourced from the Ford Sierra.
Both open and closed bodies were made. The cars became popular as wedding transport.
2008 Chrysler 300C 5.7L V8 Touring
The Chrysler 300C has been a strong seller in North America, however here in New Zealand we receive a bodystyle unseen in the home market - literally the Dodge Magnum bodyshell with the 300C's frontal treatment and interior.
Furthermore, the 300C for our market is built in Graz, Austria and is right hand drive. It makes an interesting alternative from its Holden Commodore and Ford Falcon rivals - thinking further now it takes up a place of Chrysler's New Zealand lineup vacated many years ago by the Australian Valiant range...
As for the location, this photograph is now "historic" - if one took a photograph at this spot, the background carpark has since gained several storeys...
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