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The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
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.
Coachwork by Henri Chapron
One of the last examples built
The Zoute Sale - Bonhams
Estimated : € 275.000 - 325.000
Unsold
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until relatively recently on top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron.
Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Citroën's own cabriolet were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. Technical developments proceeded in step with those of the saloon; thus in 1966 the convertible gained the DS21 engine and in 1969 the faired-in directional headlamps. DS convertible sales progressively declined as the years passed, and production finally ceased in 1971. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971.
Despite the demise of the factory-built soft-top, Henri Chapron continued to build his version in small numbers, on request, first on the DS21 chassis and then the DS23. These Chapron-built convertibles, coming after the end of the factory-built cars, are easily recognised by their sills with a single jacking point, production saloon taillights and the coachbuilder's chromium-plated signature on the lower side of the front wings.
The five-speed example offered here is one of the last convertibles built by Henri Chapron. Its basis is the DS21 with the electronic fuel-injection engine, the final variation of this model, which revived the title 'Queen of the Road' enjoyed by the former 15/6 Traction. This exclusive car is one of only four convertibles constructed on the DS21 platform and equipped with electronic fuel injection. The lower part of the dashboard is trompe l'oeil painted, imitating varnished walnut. The coachbuilder's logo is on the boot and the name is on the front wings. There are two rear fog lights. The vendor advises us that the tyres are new.
The beautiful Citroën convertible offered here was purchased by the current owner in 2003 from a coachbuilder in the Champagne area; it was completely original and ripe for restoration. The restoration began in 2008 and was finished in 2015 when the car was issued with a Contrôle Technique. In the course of the rebuild the mechanicals and hydropneumatic suspension were overhauled using many new-old-stock parts; the interior re-trimmed; and the body repainted (in 2015). The car has covered only some 7,500 kilometres since the restoration's completion eight years ago. The accompanying file contains copies of Chapron's documents dating from 1973; a French Carte Grise; and numerous invoices relating to its restoration.
This extremely rare Chapron convertible - comprehensively restored including coachwork, engine and interior - is worthy of the closest inspection.
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
Here's a couple pictures of my original 1970 Meyers Manx fiberglass Dune Buggy. The kit car was built using the Manx bodyshell coupled with the VW Volkswagen Beetle bug frame and 1500 engine.
50017, 50007, 08220, 66048 (Bodyshell) EMD, Longport 25/05/16
Copyright Neil Altyfan 2016 - No Unauthorised Use Please.
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
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)
F30-series Leopard bodyshell dropped onto the floorpan and running gear of a Group N racing Skyline R32.
I'm probably going to be corrected here, but my recollection is that this generation of Sunny pioneered the current common practise of producing distinctly different bodyshells for 3- and 5- door variants. The 5 door's "fastback" shape gives way to an upright tail on the 3 door.
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.
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 world may consider the Volkswagen Golf GTi as the worlds most influential Hot Hatchback, but it wasn't the first. That distinction went to the Chrysler Sunbeam. A Talbot bodyshell powered by 155 of Chryslers finest Brake-Horsepowers, producing an astonishing top speed of 125mph and a 0-60mph of 8.3 seconds.
It truly was the first of the many practical but powerful cars that would come to shape motoring in the 1980's, killing off the traditional sports car and giving new meaning to the anarchistic times just around the corner. More often than not you'd find Hot Hatchbacks in the hands of hoodlums who would use them for Ram-Raiding Supermarkets and generally causing mischief. So much so that eventually insurance rates on cars such as these were forced higher so as to deter youths from buying them.
1/32 resin slot car Porsche 356 Abarth 1600 GTL. Le Mans 1962 driven by Buchet & Schiller. Ghost Models resin kit and Slot Classis chassis.
Estimated : € 6.000 - 10.000
Sold for € 44.548
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Replica inspired by the runner-up in the 1989 Supertouring Championship
- Displayed at the 1991 Bangkok Motor Show
Started in 1976, the Production, then Superproduction and Supertouring Championship quickly became very popular as the saloons competing looked similar to the standard production versions. In 1987, Renault decided to enter it with its newly introduced 21 Turbo. Totally modified, the car received a partly tubular chassis, a lighter body, four-wheel drive and an engine prepared by Sodemo, taking its power from 175 to 430 bhp. Driven by Jean Ragnotti and Jean-Louis Bousquet, the R21 brazenly dominated the 1988 season, Ragnotti winning the title and the two drivers together notching up six wins over the ten rounds that year.
The following year, changes to the regulations led to the engine being installed longitudinally rather than transversely. The car was no longer in Renault’s colours but those of Philips Car Stereo, and despite a difficult start to the season, it finished as the runner-up with 11 pole positions out of 14.
The car offered today is a display model inspired by car number 21 from the 1988 season, with a stripped-out steel bodyshell, roll cage, bucket seat and the running gear from a standard R21. It was displayed at the 1991 Bangkok Motor Show before joining the collection at a very early stage. With no engine, it represents an absolutely spectacular show car for any Supertouring fan.
1975 MGB roadster.
H&H classic car auction at Buxton. Catalogue description -
"Chassis Number:GHN5-367949G
Engine Number:1368
Finished in red with black cloth / vinyl upholstery, this particular example is described by the vendor as being in "as new" condition with regard to its engine, four-speed manual plus overdrive gearbox, electrical equipment, interior trim, chassis, bodywork, paintwork and wheels / tyres. Beginning life as a 'rubber bumper' roadster, 'LVT 379P' is said to have undergone extensive restoration work between 1992 and 1994 that not only saw it fitted with a replacement Heritage 'chrome bumper' bodyshell but also benefit from a thorough overhaul of its running gear and ancillaries (which were reconditioned or replaced as necessary). Riding on Rostyle wheels, this appealingly reconfigured MGB is offered for sale with MOT certificate valid until May 10th 2007 and road tax valid until August 31st 2007."
Sold for £5200.
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.
The lower-spec model, with 5742 reaching UK shores badged as Nissan. Unfortunately I don't have figures for the Alfa versions, which included a 1.3-engined model and a 5dr which Nissan didn't offer.
Esssentially this model married the Alfa's flat-four engine and gearbox to the bodyshell of the Cherry. It included the Italian suspension and double bulkhead arrangement, and at the very least different hubs on the back to allow fitment of the Alfa wheels.
There were sufficient differences for Nissan to give it a different model code, 920 instead of N12.
This location with a distinctive belt of trees on the golfcourse was used for numerous PR photos at the time. More to come!
1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
Or is it a Testarotta. even a Testa-Rat-a. But I may be disrespecting the guy of course, built form a bodyshell and lots of boxes of bits imported from America
New Year's Day 2019 Brooklands gathering - Post 1986 Sports and Supercars Parking
Gaydon, British Motor Museum
The Metro was launched just before the 1980 Motor Show. It was intended to be the 'new Mini', except BL kept the ever green Mini in production and made the Metro a rather bigger car or 'supermini'.
In engineering terms, the Metro was similar to previous small Austins. The three door hatchback bodyshell, however, was all new with styling developed in the Longbridge design studio.
This then top-line Metro 1.3 HLS was one of 300 pre-production models built in May 1980 and formed the centrepiece of Austin Rover’s stand at the 1980 Motor Show. Not long after it was formally presented to the Trust's collection.
1 fibreglass shell, only requiring many mechanical bits (likely sourced from a car wreckers) to complete...
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.
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.
1/32 slot car Porsche 917 c.1969. Driven to 1st place in the Kyalami 9hr race by David Piper and Dickie Attwood. Resin bodyshell & chassis.
The Orange Collection
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 80.500
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
Launched in 2003 as successor to the DB7, the DB9 was the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness.
The DB9 was powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage producing 470bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 306km/h (190mph) with 60mph attainable from a standing start in a neck-snapping 4.8 seconds. The aluminium engine was mounted as far back as possible in the chassis, while the transmission/final drive was positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options were a six-speed manual or six-speed 'Touchtronic 2' semi-automatic.
Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more.
After a dozen-or-so years in production, the DB9 bowed out with its final edition: the DB9 GT. Introduced in 2015, the GT had a power output of 540bhp and maximum torque of 457lb/ft; acceleration times improved marginally while the DB9's top speed remained unchanged. Production ceased in 2016.
Commissioned from Aston Martin by our vendor, the DB9 offered here is one of eight different models forming the Orange Special Limited Edition Collection, all of which are finished in unique Orange No.1 paintwork. Built to Swiss specifications, the car comes with a certificate of authenticity from Aston Martin; a copy of the sales invoice; a (photocopy) Swiss Carte Grise; photocopy EC Certificate of Conformity; and a detailed list of its money-no-object specification. The DB9 has recently benefited from recommissioning by noted marque specialists Stratton Motor Company.
It's an impromptu class ᴮ∕₂ unit! The A trucks from this class B are good, so they're tucked under a bodyshell to keep them out of the weather.
1967 MGB GT (restored with a roadster bodyshell).
10 previous keepers. Fitted with a 1950cc engine. H&H classic car auction, Buxton -
"Chassis Number: 121196
Engine Number: 18V347H078510
Finished in Primrose Yellow with black leather upholstery (piped in yellow), this particular example is described by the vendor as being in "good" condition with regard to its engine, four-speed manual plus overdrive gearbox, electrical equipment, interior trim, chassis and wheels / tyres (while, he considers the bodywork and paintwork to be "excellent"). Beginning life as a GT, 'SAN 661F' is said to have been refurbished using "a brand new Roadster bodyshell in 1994". Riding on wire wheels, this smart MG B is offered for sale with assorted receipts (including one for the bodyshell) and MOT certificate valid until June 14th 2008."
Unsold.
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.
Class 442. 2424. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Seen stored at the rear of Eastleigh Works.
Or is it a Testarotta. even a Testa-Rat-a. But I may be disrespecting the guy of course, built form a bodyshell and lots of boxes of bits imported from America
New Year's Day 2019 Brooklands gathering - Post 1986 Sports and Supercars Parking
The FD bodyshell managed to produce these two variations on the Victor theme.
The Ventura had the Cresta engine squeezed in along with a high trim level, while the VX 4/90 had a tuned up 1975cc engine.
No trace of XXD395H & WXE547H, which were both Luton registrations of September 1969.
GERMANY: The first two TW3000 high-floor light rail vehicles entered passenger service on Route 7 in Hannover on March 15th 2015.
The two-section bidirectional air-conditioned articulated vehicles are 25 m long and 2 650 mm wide. They will replace the TW6000 cars, which are 30 years old. They will initially operate on Route 7 and then on Route 3. These are cross city stadtbahn (tram) routes with a tunnelled section with stations in the city centre.
City transport operator Üstra placed an initial order for 50 LRVs from a consortium led by Vossloh Kiepe and including Alstom Transport in 2011. Around half of the €126m cost was funded from Land transport agency LNVG.
The contract includes an option for 96 LRVs, and Üstra ordered a further 50 in 2013 for €90m.
Vossloh Kiepe provided electrical equipment and Alstom has supplied specially designed compact bogies. The bodyshells were built in Salzgitter by Bozankaya, with other components coming from Düsseldorf. Final assembly was undertaken by HeiterBlick in Leipzig.
The first TW3000 LRV was presented to the public in March 2014.The LRVs entered service on Line 7 beginning with the 16.00 journey from Misburg to Wettbergen.
The LRVs were due to enter service on Line 7 last year. However, defective welds were discovered on the first batch of 20 vehicles, which required repair, although endoscopic examination by TÜV Nord revealed that the last two vehicles did not require any work after all.
The new vehicle will shape the region over the next decades. The 25 meter long light rail vehicles are characterized by its modern vehicle concept and high level of passenger comfort. They meet current higher safety requirements
Seats: up to 54
Standing: up to 121
Doors: 4 per car
Vehicle length: 25.16 m
Vehicle width: 2.65 m
Vehicle height: 3.75 m
Weight: 44 tons
Drive: 4 x 125 kW
Maximum speed: 80 km / h
The acquisition of new vehicles was facilitated by a 50% percent funding contribution by the national transport funding authority, the Niedersachsen mbH (LNVG).
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.
1/32 slot car Jaguar C-type c.1953 Le Mans winner. Driven by Duncan Hamilton and Tony Rolt. Resin bodyshell and PCS32 chassis.
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
With future sales forecasts likely to remain low, Chrysler had planned on discontinuing the Imperial at the end of the 1973 model year. While image and appearance were an important part of luxury car appeal, without sales Chrysler could not afford to build an Imperial with a unique bodyshell.
A front-end design envisioned for the next Imperial penned by Chrysler/Imperial exterior studio senior stylist Chet Limbaugh came to the attention of Elwood Engel. It featured a "waterfall" grille with thin vertical chrome bars separated by a body-colored band running through the center, which started on top of the nose and flowed down.
To save money the 1974 model would use the same body panels as the Chrysler New Yorker except for the front end clip and trunk lid. This meant that for the first time as a separate marque, the Imperial would share the same wheelbase as a production Chrysler.
With the full effects of the 1973 oil crisis being solidly felt, a bad year for both the U.S. economy and its auto industry was in store for 1974 - cruel timing for Chrysler's 50th anniversary year. The "by Chrysler" script was removed from the car for 1974. The Imperial's electronic ignition system was a U.S. market first, as was the optional car alarm.
While total sales were down from 1973, Chrysler was pleased with the 14,483 Imperials produced, given the poor economy in 1974 and a retail price of $7,230 for the sedan.
1/32 resin slot car Alfasud ti in Jagermeister ETCC livery c.1978. Resin bodyshell by Joeslot and PCS32 chassis.
DRS operated Brush/GM Class 57 'Bodysnatcher' number 57 307 'LADY PENELOPE' seen stabled at Carlisle Railway Station on the West Coast Mainline. This locomotive used the bodyshell of 47 225.
Interestingly on my last two visits to Carlisle Railway Station this very same locomotive has been stabled in the same location.
1/32 resn slot car Ford Cortina mk3 2.5 litre V6 in BTCC Motorcraft livery c.1975. Modified PSR resin bodyshell with PCS32 chassis & resin inserts.
Vauxhall were still offering a fair range of cars using the HC bodysheel, considering there was a fair amount of overlap with both the Chevette & Cavalier. Vauxhall liked to mix & match monocoques & engines to give themselves a bigger range when they were only building 2-3 different bodyshells.
Compared to the ribbon dash & vinyl seated Viva E, the interior of the Magnum looks a lot more up to date & inviting.
1/32 resin slot car Porsche 356 Speedster. Winner of the 1957 Liege-Rome-Liege rally. Driven by Claude Storez & Robert Buchet. Resin bodyshell and PCS32 chassis.
The obligatory Default outfit photoset with Aqua.
I actually dont like her as a character, and mainly got the doll because the faceup was the first tolerable from volks in a while, and as a minor surprise bonus the new DD F3 V2.0 body.
All poses are done without supports, and none of the poses are anything new that I havent done before, even with a DD2.
The V2.0 is still mostly the same style F3 frame underneath, with its irritations in a tweaked bodyshell, and the only real improvement has come from the neck notch, which has been a known retrofit for previous bodies since the DD2.
This belongs to one of my best friends who now lives in in Jordan (he`s a motoring journalist for a mens magazine there).
Its a UR Quattro Turbo that, with a large hybrid turbo & a variety of other mods, puts out around 250bhp at the wheels, well it did until someone came out of a side road without stopping & crashed into the side of him, twisting the entire bodyshell & breaking the gearbox casing....
Unfortunately its only one of 2 UR`s in Jordan so it may not ever get repaired. Import taxes on cars are huge in Jordan (based on the equivalent cars new price, not current value), so he cant just buy a spares car in from another country.
If you have a half decent UR Quattro shell, please let me know!
The next picture is of it shortly before the accident.
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.
This early (1975) Escort MK II was captured 'travelling' northbound on the M6 motorway.
Launched in 1975, the new Escort MK II was more modern looking than its predecessor. The new bodyshell had squarer lines. A range of models were offered: the base L, GL, Sport and a top-of-the-range Ghia. Two and four door saloons were available and a two door estate version.
As with the Mk I, there was a choice of 1.1 and 1.3 litre engines and now, a 1.6 litre unit. Automatic transmission was also available.
The MK II Escorts were sparsely equiped but more than 600,000 cars were built before the end of the range in 1980.