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NSU 368 - 1967 Austin-Healey Sebring Sprite Evocation
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.
Class 47 diesel-electric D1661 "North Star" leaves Blue Anchor on the West Somerset Railway with a service for Minehead during the 2010 Mixed Traffic Gala.
The class 47 locomotive was an evolution of the earlier British Railways "Peak" (class 44, 45 and 46) designs, using a lighter bodyshell. 512 of these ubiquitous type 4 diesels were built between 1962 and 1968 by Brush Traction and Crewe Works. Quite a number are still in service today (notably with WCRC and DRS).
D1661 was one of the few examples of the class to be named during the 1960s. In 1974, it took the TOPS number 47077 (the guise under which I first encountered it), before being again renumbered to 47613 in 1984 (following ETH conversion) and 47840 in 1989. Prior to preservation it had been leased to First Great Western.
For more information on the class 47 locomotives, please see en.wikipedia.org/wiki/British_Rail_Class_47.
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Patrick Egsgaard (DK)
Racing class: Auto-G DTC
Race number: 8
Race results in 2014 event:
Training (sat.): 11 (of 18)
Qualifying (sat.): 8 (of 19)
Heat 1 (sat): 15, RET (of 19)
Heat 2 (sun.): 8 (of 18)
Heat 3, final (sun.): 8 (of 18)
Photo taken after heat 1, where the car retired, so it's probably being towed out in the back for "surgery"
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.
Doncaster Railway Station South Yorkshire Virgin East Coast Japanese Hitachi Azuma Train passing the EMPTY factory where Sir Nigel Gresley used to build the finest BRITISH Steam Trains in the world. Virgin Trains should be ashamed at buying Foreign Trains.
VTEC plans to take delivery of its first four Azumas from Hitachi in 2018. The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom based on the Hitachi A-train design. They have been built by Hitachi. These trains are being assembled at the Hitachi Newton Aycliffe facility from bodyshells shipped from the Kasado plant in Japan; NO body construction takes place in the UK.
A Trainspotting Nightmare these Japanese trains have NO NUMBERS. To add insult to injury they have Japanese writing. Shame on VTEC
Withdrawn CP Whitcomb A1A-A1A 1310 stands dumped in the small compound at the rear of Barreiro depot, next to the bodyshell of 1809. 29th August 1990.
Subject Description: Introduced in 1966, the Hillman Hunter was part of the Rootes Group ‘Arrow’ family of cars, designed to replace an older generation of Hillman, Humber and Singer models. It was a ground-up re-design within a brand-new, three-box bodyshell that was a foretaste of the Ford Cortina Mkll that was to become its biggest rival. In model terms, the Hillman Hunter has been poorly represented with, prior to the recent announcement by Oxford Diecast, only Corgi’s 1:43 representation of the 1968 London to Sydney Rally car. Introduced in 1969, this was one of the final models from Corgi’s golden age. It was a strong seller, helped by publicity in the Daily Express, which sponsored the race. It came with stickers to allow purchasers to decorate the model with sponsorship logos themselves.
AI Notes: This is largely an AI creation as, whilst I have plenty of Hillman Hunter images, it was easier to simply tell AI what I wanted than to go round endless loops to get it to place my work into an appropriate scene. Whilst I can’t vouch for its accuracy, I’m not aware of any obvious howlers (05-Mar-26).
All rights reserved. Not to be posted on Facebook or anywhere else without my prior written permission. Comments on this image are welcome here but for everything else, please send a Flickr mail. Further information about my Flickr images can be found here:
www.flickr.com/photos/northernblue109/6046035749/in/set-7....
1/32 slot car Alfa Romeo Giulietta SV 1960 Targa Florio. Driven by Vito Coco & Vito Sabbia to 4th in class and 20th place overall. Resin bodyshell and PCS32 chassis.
Chassis n° RE 60-01
Alain Prost
Estimated : € 200.000 - 300.000
Sold for € 228.760
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Single-seater from the fascinating turbo era
- Perfect history, owned by Renault from new
- Used until 2007 by Erik Comas
- Very interesting recommissioning project
At the end of the 1984 season, the Renault team was rather shaken, following disappointing results and the departures of Gérard Larrousse and then of Michel Têtu for Ligier. It left journalists asking questions, as Gérard Flocon did in L'Automobile Magazine: “Is this a dead end or, on the contrary, should we expect a fresh start?” The answer was given by Max Mangenot, CEO of Renault Sport: “After Kyalami [in 1983, when Prost lost the title to Piquet], we could simply have stopped. That would have been the easiest thing to do, but we chose not to, as we felt that Formula 1 remained an essential objective for Renault.” This was confirmed by Gérard Toth, who took over from Larrousse as the head of Renault Sport: “In 1985, we had to reach the highest level.”
Renault did not therefore throw in the towel, and in January 1985 it took the wraps off its new racing car, the RE 60, assigned to its two drivers, Patrick Tambay and Derek Warwick. With an attractive streamlined shape similar to the RE 50, it had differently placed radiators: these were no longer angled in relation to the ground, but in relation to the centreline of the car, allowing the hot air to escape at the sides without obstructing the flow of air over the rear spoiler. The suspension was completely reworked and, above all, the car had a new engine, the EF15, which Bernard Dudot, speaking of its ultimate version in 1986 (the EF15C), described as “the best of all the Renault F1 turbo engines”. In qualifying trim, the V6 could produce 1000bhp, but to begin with, the cars had to make do with the EF4B engine, an interim version which benefitted from many of the changes made to the EF15.
The 1985 season did not, however, live up to the expectations of the Renault-Elf team and its best results were two third-place finishes for Tambay: on 21 April at the Portuguese Grand Prix, in the rain, and on 9 May at Imola. In the other rounds, the team failed to deliver, whether in testing or in the race itself, the car suffering from inadequate performance and patchy reliability. It was all the more frustrating as the Lotus team, using the same Renault EF15 engine, achieved better results. Ayrton Senna claimed eight pole positions and two victories, in Portugal and Belgium, while his team-mate Elio De Angelis also won one race, at San Marino.
The consequences of these results would be felt well before the end of the year: on 27 August 1985, Georges Besse, Renault’s chairman, announced its withdrawal from competition in Formula 1. It was both a disappointment and a paradox: Renault, the pioneer in using turbocharged engines in F1, pulled out just as all the other teams had adopted the technology introduced by the French manufacturer.
Its sporting vocation nonetheless remained firmly rooted in Renault’s culture, and in 1986 it continued to supply its V6 turbo engines to Lotus, Ligier and Tyrrell, before returning in 1989 with another innovative engine, a naturally-aspirated V10. But that’s another story ...
RE 60-01B presented here is one of the eight RE 60s built by Renault Sport, all of which remained with the manufacturer, except for two bodyshells supplied to Henri Julien, the founder of AGS, who used them to produce two F1 single-seaters. The RE 60B first appeared at the French Grand Prix in July; it was 30kg lighter and featured various modifications, such as lower side pods, different front wheels, a new aero screen, a narrower rear engine cover, differently placed oil coolers and a new transmission.
This car was primarily used for development work, with numerous tests carried out by the team’s drivers, Tambay and Warwick.
Once its racing career was over, the RE 60-01B was delivered by Renault Sport at the end of 1985 to Renault's Public Relations department, and it has remained with the manufacturer ever since. It was used for demonstrations, with its last outing in 2007 during the World Series, driven by Erik Comas. Having suffered on this occasion from a failure of the V6 turbo, which has never been repaired, it has been immobilized since then and still has the same engine today. It is otherwise virtually complete mechanically and has all its ancillaries; it bears Patrick Tambay’s name and racing number 15 and sports the black and yellow colour scheme characteristic of Renault’s racing cars at the time. It would make a rare and valuable basis for a restoration enabling it to take part in historic demonstration events, where it would undoubtedly be one of the stars. Although it failed to reach the very highest level, it remains a racing car with an advanced design, an invaluable witness to one of the most fascinating chapters in the history of Formula 1.
Bodyshell is almost complete now, just some minor bits to rectify. The job I’m not looking forward to is all the bare metal foil required for the window trims, door handles etc. It looks good once done, but does require some patience...
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 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.
The bodyshell on this is from the humble Airfix kit. It uses a PCS chassis, Ninco wire wheels which have been painted.
I've tried to make it look like a very early E type racer before the Lightweights came along.
he V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
W111
Chassis n° 111026-12-001948
Zoute Sale - Bonhams
Estimated : € 80.000 - 120.000
Sold for € 143.750
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE coupé/cabriolet and 300 SEL saloon were chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. Thus equipped, the Coupé/Cabriolet was good for 205km/h (127mph) with 100km/h reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. Although the equivalent SEL saloon used the 'New Generation' bodyshell, the Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmission, air conditioning, power windows and stereo radio as standard. Significantly, the 280 SE 3.5 was to be the final model to feature this long-established and much admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
One of only 3,720 Coupé examples produced, of which 3,025 were left-hand dive, this most elegant Mercedes-Benz, the top-of-the line 280 SE 3.5 V8 Coupe, was originally delivered to the United States and ordered in the stunning 'Tobacco Brown' colour scheme it is presented in today. It was bought by the immediately preceding owner - a UK-based enthusiast - for his impressive private collection in France. While there the car was maintained by his personal mechanic and saw only very limited use. The current vendor purchased the Mercedes in October 2016, since when it has benefited from considerable refurbishment. In 2017 the body was thoroughly restored and treated to a full professional respray at a cost of €12,490, photographs and details of which are on file. In 2021 various electrical and mechanical repairs plus a service were carried out at a cost of some €6,680. Early 2023 ignition and fuel injection systems were inspected and repaired at a cost of €4,385. Repairs have also been made to the air conditioning, suspension, interior, etc at a cost of €9,990, while the overhauled Becker Europa stereo is now functioning correctly. The total spend on the aforementioned works was approximately €35,000. The related invoices are on file together with various smaller bills. It should be noted that the Mercedes has been professionally converted to European specification, not only deleting the reflectors but also installing a km/h speedometer, etc. The replacement automatic gearbox had been installed already before the 1990s it is believed.
Beautifully finished in a most attractive colour combination of dark brown and sumptuous tan leather interior, this stunning Mercedes-Benz comes with the desirable options of automatic transmission (column-mounted change), air conditioning, and electric tinted windows all round.
5116 HN - Ian Ashfield's Fastback
(No.47 on the list of Sebring Replicas).
Built during 2010, Ian's fastback Sebring was completed just in time to take centre-stage on the Midget & Sprite Club stand at the Classic Car Show at the Birmingham N.E.C. in November, that year. Painted in metallic Arctic Blue, it has a Peter May 1,330cc balanced and modified engine with a Weber carburettor. The car was built-up using a new Wheeler and Davies bodyshell and a lot of second parts. It uses a Jack Knight close ratio, straight cut gearbox, has a Panhard rod fitted at the rear, and sports a three-mouth Monza bonnet. In June 2011 the car has only done a total of about 50 miles but will be on display at Midget 50.
321 311 is one of 66 4-car units were ordered from BREL York by Network SouthEast in 1987. The sets were based on the Mk.3 coach bodyshell, but unlike the earlier Class 317/318 design were not fitted with front-end gangways. The livery on the rear set identifies it as one of the ‘Renatus’ upgrades, undertaken by Eversholt Rail Group from 2013. This included a new livery, a completely refitted interior, air-conditioning, a First Class section, and a new Vossloh Kiepe traction package. A second upgraded set can be seen behind the formation, stabled in the carriage sidings.
The view is taken from the London end of Colchester’s Platform 3, with the train, 1Y.14, the 11.02 London Liverpool Street – Ipswich, passing the former diesel shed. This was refurbished in 2018 and was used to service DMUs for the Sudbury branch and diesel-operated services from Ipswich. The arrival of the FLIRTs may have changed this arrangement somewhat, but it was noted that a 32,000 litre fuel tank has been placed adjacent to the bay Platform 6, marked for the use of Class 755, so some servicing of the sets clearly continues at Colchester
1/32 slot car Vauxhall Viva HA track car c.1966. Modified and lowered Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
The Fiat 126 was introduced in October 1972 at the Turin Auto Show as a replacement for the Fiat 500. It never achieved the popularity of the 500.
The 126 used much of the same mechanical underpinnings and layout as its Fiat 500 rear-engined predecessor with which it shared its wheelbase, but featured an all new bodyshell closely resembling a scaled-down Fiat 127.
In Italy, the car was produced in the plants of Cassino and Termini Imerese until 1979. By this time 1,352,912 of the cars had been produced in Italy.
Note the details on this example. The broken rear lights, the large rear speakers and unequal roof rack.
Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6 282bhp
Registration Number N 366 EUE (Dudley)
Production 68,029
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 129-581
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.
1/32 slot car AC Shelby Cobra 289 mk2 c.1963 in SCCA livery. Revell bodyshell, MRRC chassis with in-line Mabuchi motor and full-depth cockpit.
Chatsworth House
Chatsworth is home to the 12th Duke and Duchess of Devonshire, and has been passed down through 16 generations of the Cavendish family.
Wedding Car
Beauford cars are supplied in kit form. The first cars were made in 1985 and used a Mini bodyshell mounted on a ladder chassis This compartment was later replaced by a glass fibre moulding. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s luxury car. Almost any power unit can be fitted. The suspension is sourced from the Ford Sierra. Both open and closed bodies are made.
The cars became popular as wedding transport leading to a "long-bodied" version being produced with a slightly shortened bonnet and narrower rear parcel shelf to give much roomier accommodation for rear seat passengers.
The Beauford company is British and located in Stoke on Trent.
chesterfieldweddingcars.co.uk/beauford
1 Of 31 made for the 1995 Judge Dread film.
Thirty-one 101s were converted by Land Rover with artistically styled bodyshells for the 1995 Sylvester Stallone film Judge Dredd. Land Rover is supposedly the world's only surviving vehicle manufacturer in 2139 when the film is set, and the green oval logo can be seen on the front of the vehicles, known as "City CABs". Several of these prop vehicles still exist in driveable condition and are often seen at Land Rover events.
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.
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.
This is the wooden plug used to create "proper" AC Cobra bodywork. The aluminium sheets are hand rolled over this. In the background of the previous picture you can see some of the bodyshells formed on this jig.
Original Cobras have hand formed aluminium bodywork, whereas cheaper replicas generally have bodyshells made from fibreglass.
This is Network Rail's track recording DMU unit. It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters It was originally classified as a Class 180, but was reclassified into the departmental series. As part of the privatisation of British Rail, it passed to Railtrack in 1994 and then Network Rail in 2002.
Seen here at Slateford Station about to head into the depot.
A pair of Class 465/2 cars are seen under construction at Metro Cammell Birmingham. The bodyshells used to arrive with no identification markings at all, and the numbers were only applied at the last minute before delivery to Slade Green.
W111
Chassis n° 111 027 12 002 266
- Mercedes-Benz's flagship model
- Matching numbers (Chassis, Engine and Gearbox)
- Only two owners and 71,800 kilometres from new
- Unrestored and outstandingly original
- Fully documented from new; all invoices available
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 260.000 - 280.000
Sold for € 258.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.
The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.
According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.
A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.
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
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 resin slot car Alfa Romeo Giulietta SS 1961 race car. Resin bodyshell, Slot Classic chassis, ali rims and resin inserts (from www.rsslotracing.com/ ).
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.
Some simple decals for this one. The Caetano logo above the rear window was taken from a Google image, made into a negative image and re-scaled. The writing is all made using different fonts in appropriate sizes. The white 'Viana' name on the skirt panel is printed onto white decal paper with a black border - black being one of the very few colours where ink and paint colours match! The side fleetnames, which are a silvery white on both the black and yellow parts will be a little more difficult to create successfully.
This shot also shows the replacement Mark Hughes rear seat, which has been positioned tpo check clearance within the bodyshell. It replaced a 4-seat unti supplied with the kit. The skateboard wheels are now crying out to be replaced! The new white metal wheels will need the track shortened slightly, and being slightly smaller diameter will bring the ground clearance down a little too.
Intended as a flagship sports car to replace the Austin-Healey 3000, the MG C was introduced in the autumn of 1967. Based around the two-door monocoque bodyshell of the humble MG B (albeit with a substantially altered engine bay and floorpan), the newcomer was powered by a 2912cc OHV straight-six engine allied to either a new heavy-duty, all-synchromesh, four-speed manual overdrive gearbox, or three-speed automatic transmission. Other mechanical differences included: a larger radiator, torsion-bar front suspension, telescopic dampers and lower geared rack and pinion steering. The C was visually distinguished from the B by its 'power bulge' bonnet and taller 15-inch wheels. While early road tests criticised the car's 'nose heavy' handling (the engine was 209 lbs heavier than the B's and the weight distribution was 53:47), later reports were kinder. With some 145 bhp and 170 lb ft of torque, the model could complete the 0-60 mph dash in around 10 seconds and hit 120mph flat out. Sadly, too readily confused with its smaller-engined brother, it was axed in 1969 after just 4,544 Roadsters and 4,458 GTs are understood to have been made. Now, 40 years later, the MG C's lack of period sales success only serves to make it more collectible.
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.
2014 "Ford Mustang" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Molly Pettit (N)
Racing class: Auto-G DTC
Race number: 28
Race results in 2014 event:
Training (fri.): 7 (of 18)
Qualifying (sat.): 15 (of 19)
Heat 1 (sat): 16, RET (of 19)
Heat 2 (sun.): 12 (of 18)
Heat 3, final (sun.): 9 (of 18)
Photo taken after heat 1.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
1/32 resin slot car Lancia Stratos HF turbo Le Mans 1977. Driven by Christine Dacremont & Marianne Hoepfner DNF. Resin bodyshell, slot classic chassis, Le Mans Decals sheet (www.lemansdecals.com/tienda/es/ ).
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.
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.
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.