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Some simple decals for this one. The Caetano logo above the rear window was taken from a Google image, made into a negative image and re-scaled. The writing is all made using different fonts in appropriate sizes. The white 'Viana' name on the skirt panel is printed onto white decal paper with a black border - black being one of the very few colours where ink and paint colours match! The side fleetnames, which are a silvery white on both the black and yellow parts will be a little more difficult to create successfully.
This shot also shows the replacement Mark Hughes rear seat, which has been positioned tpo check clearance within the bodyshell. It replaced a 4-seat unti supplied with the kit. The skateboard wheels are now crying out to be replaced! The new white metal wheels will need the track shortened slightly, and being slightly smaller diameter will bring the ground clearance down a little too.
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 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
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 fibreglass shell, only requiring many mechanical bits (likely sourced from a car wreckers) to complete...
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.
Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The success of the MX-5 had given Rover confidence that the market for 2 seater roadsters had re-emerged, and the decision was taken in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8.
The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers.
A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. In the UK, 330 RV8s were sold initially. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000 and 2010.
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
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.
Redundant Mark 3 TF 41043 is a spare Class 321 driving trailer bodyshell. This was built after the 1996 Watford Junction collision as a spare after the only other spare had been used in returning 321420 service. In recent times the spare was used for demonstrating the new First Great Eastern corporate livery would look when applied to the class 360s. The spare vehicle is sitting on accommodation bogies.
The Bodyshell of Ealing crash loco 1007 Western Talisman is in the yard at Swindon Works awaiting cutting up. 19/10/1974.
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission
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.
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.
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.
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
RDB975874, also known as LEV 1 was the first of five prototype four-wheel vehicles developed jointly by British Leyland and the British Rail Research Division. These consisted of double-ended Leyland National bus bodyshells (chosen for their strength and cost-effective manufacturing) mounted on top of simple 2-axled railway chassis, which were a derivative of those used on the High Speed Freight Vehicle (HSFV.). LEV 1 was initially constructed as an unpowered trailer and used for testing on the West Coast Mainline at speeds of up to 100 miles per hour. In 1979, it was converted to a self-propelled vehicle using a Leyland 510 diesel engine and was then tested at Old Dalby Test Track. In January 1980, it was shipped to the US and was tested on the Northeast Corridor between Boston and Attleboro and the Boston and Maine Railroad between Lowell and Concord. After returning to the UK, it was then tested in passenger service, primarily in East Anglia. It carried its last passengers in July 1983 and was withdrawn in 1987, when it was given to the National Railway Museum. In 2004, it moved to North Norfolk Railway and was restored, returning to passenger service in 2010. In 2012, it was moved to Wensleydale Railway via Locomotion Museum, Shildon where it stayed until 2024, before moving back to Shildon..
collection.sciencemuseumgroup.org.uk/objects/co205881/exp...
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 resin slot car Alfasud ti in Jagermeister ETCC livery c.1978. Resin bodyshell by Joeslot and PCS32 chassis.
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.
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.
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.
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.
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.
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.
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.
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
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.
The fleet of 24 class 442 EMUs were ground-breaking in many ways as they were the first BR Southern Region EMUs to be built for operation at a maximum speed of 100 mph (most BR Southern Region express EMUs back in the late 1980s had a maximum speed of 90 mph). The class 442 EMUs were also the first ever five-car EMUs to be built for British Rail and they were also the first multiple units to be built on the 75-foot long bodyshell of the Mark 3 carriage, with the units being fitted with another first in the form of sliding plug passenger doors. Also when introduced in 1988 the class 442 EMUs were the first trains to enter service with Network SouthEast fitted with an onboard British Telecom Payphone located in the vestibule of the former Buffet/Lounge carriage.
1/32 slot car Ferrari Dino 246GT Le Mans c.1972 driven by J.Laffeach and G.Doncieux. Resin bodyshell and GOM chassis, MRRC wheels & tyres.
On October 5, GWR Class 800/0 Intercity Express Programme (IEP), 800005/800006 passes Camden Road London Overground station on the North London Line. 800005 and 800006 built by Hitachi in Newton Aycliffe, UK 🇬🇧 Bodyshells built in Kasado, Japan 🇯🇵
Porsche (996) GT3 (1997-05) Engine 3600cc H6 335bhp
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 996 was introduced in 1997 for the 1998 model year, replacing the Porsche 993, designed by Pinky Lai under chief designer Harm Lagaay, with an all new body and interior The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.
The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296bhp. Initially
The 996 platform was used as the basis for two lightweight GT variants called GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped for weight saving. The GT3 used the bodyshell of the four-wheel-drive Carrera 4, which incorporated additional front-end stiffening, it also featured stiffer suspension and upgraded brakes. Introduced in 1999 it featured a naturally aspirated 3.6-litre flat-six engine generating a maximum power output 355bhp
996.2
The early 996 had the same front end as the entry-level Boxster, but customer resistance led to a redesigned headlight in 2002 unique to the 996 thus separating the appearance of the two models engine capacity was also increased to 3.6 litres increasing the output of the naturally aspirated gars by 15bhp and the Targa model was added to the model range
The 996 Carrera was superceeded by the 997 for the 2005 model year, though the 996 versions of the Turbo S, GT2 and GT3 models continued into 2005 and 2006 The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6 L engine from the MK.I, now rated at 375bhp
Diolch am 78,260,639 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,260,639 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1378
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.
Alfa Romeo Junior Z
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
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
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.