View allAll Photos Tagged Bodyshell
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....
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 🇯🇵
1/32 resin slot car Lancia Stratos HF turbo Le Mans 1976. Driven to 20th place by Lella Lombardi & Christine Dacremont. Ghost Models ( www.proto-slot-kit.com/ghostmodels.html ) resin bodyshell and Slot Classic 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.
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.
Apparently this is scrap...I thought it would look good as an Objet d'Art in the garden :-)
Spotted on visit to Bridport Porsche Specialists Marque 21. www.marque21.co.uk/
Many thanks to Kieron & Samie for organising the visit :-))
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.
1/32 resin slot car Lancia LC1 Le Mans 1982. Driven by Piercarlo Ghinzani, Riccardo Patrese & Hans Heyer (DNF). Resin body kit from Hunaudieres Models with PCS32 chassis and Slot It wheels/inserts.
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 Porsche 356 Abarth 1600 GTL. Le Mans 1962 driven by Buchet & Schiller. Ghost Models resin kit and Slot Classis chassis.
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.
1/32 slot car Volvo PV544 1960 Monte Carlo rally. Driven by Arve Andersen & Ulrich Moller-Halvorsen to 60th place. OCAR resin bodyshell, PCS32 chassis, MRRC wheel inserts & MRRC figures.
This Stingray was built for this years Bordeaux Vintage slot meeting. The theme was 1966 +67 Le Mans. This was my build using a Revell bodyshell which I modified like the real car.
Sold For £29,400
From H&H Catalogue:
Reg Number:NLR200F
Chassis Number:CA2571047131A
Engine Number:9FSAY46950
Cc:1275
Body Colour: White
Trim Colour:Grey / Red
MOT Expiry Date:Jan 2014
According to its BMIHT certificate this late MK1 Cooper S was built on 30th August 1967 and road registered as `NLR 200F' under the home delivery export scheme. Extensively restored by the late Michael Sutton Esq between 2004 and 2007 using a suitable replacement bodyshell that is thought to date from the same month of production, the Mini nevertheless boasts matching chassis, engine and body numbers (the latter having been transposed). Subtly upgraded with a Swiftune Level 3 Road Rocket cylinder head, duplex timing chain kit, Aldon performance distributor, Maniflow stainless steel exhaust and oil cooler etc, the Austin passed a MOT test in January 2013 with no advisories. The circa £18,000 worth of accompanying receipts make no allowance for Mr Sutton's labour.
1976 Daimler Sovereign 4.2 auto coupe.
Last taxed in July 2007 and last MoT test expired in June 2007.
H&H classic car auction at Buxton. Catalogue description -
"Chassis Number:2H-1847BW
Engine Number:15684
Finished in Squadron Blue with blue leather upholstery, this particular Daimler Sovereign fixed head coupe has had its original 4.2 litre engine exchanged for a 3.4 litre unit and its original automatic transmission swapped for a five-speed manual gearbox (the latter taken from a Series III car). Based around a previously refurbished Series II bodyshell, 'PJD 150R' further benefits from a LPG conversion, electric fan and various Series III parts that have been fitted in the interests of "efficiency / reliability". Riding on alloy wheels, the Daimler is variously described by the vendor as being in "good for age" (bodywork), "good for year" (paintwork), "all working" (electrical equipment), or "good" (interior trim) condition. While, she states that the engine shows "good oil pressure" and that the gearbox suffers from "a slight whine in reverse on the over run". Summed up by the seller as a "classic Jaguar converted to become a usable very day vehicle", 'PJD 150R' is offered for sale with MOT certificate valid until June 6th 2007 and road tax until December 31st 2006."
Unsold.
After this car appeared in the background of my previous upload, I thought I'd upload a better picture of it. This was my Audi 100 Sport. It is basically a run out special edition for the pre-facelift bodyshell, and I'm told that only a few hundred were made making it quite a rare car. It has a 2.2 5-cylinder engine, a lovely sounding torquey motor. Other features of this model were Fuchs alloys which were unique to this model, sports seats and factory lowered suspension. This was a very original and straight car that I bought in late 2003 off an old school friend for £350. I had it for around 18 months before selling it on, I really wish I'd kept it. The handling was fantastic, easily the best front wheel drive car I've owned. If only I could get another one for the same price now!!
Brush's Hudswell Clarke 0-4-0DH works shunter D1341 (11079) "Sprite" shunts 92044 "Couperin" into position to be hooked up to 60002 "Graham Farish 50th Anniversary 1970-2020".
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
1/32 resin slot car Porsche 907 Le Mans 1970. Driven by Wicky & Handrioud. Ghost Models resin kit and Slot Classic chassis.
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 🇯🇵
1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.
The 1989 200 series was probably the best car to be made during Rover's partnership with Honda. It shared a bodyshell with the Concerto, but with Rover's K series engines.
The 220i Turbo was the high performance model in the range, with a 16 valve 1994cc engine turbocharged to produce 197bhp.
K310WOL was an unissued Birmingham registration, common on publicity pictures.
The MGB is a sports car launched by MG Cars in May 1962, replacing the MGA. Introduced as a four-cylinder roadster, a coupé with 2+2 seating was added in 1965. In addition. the six-cylinder MGC was launched in 1967, and a later derivative fitted with the Buick-based Rover V8 replaced it from 1973 to 1976.
MGB/MGC production continued until October 1980 by the British Motor Corporation and its successors, British Motor Holdings and British Leyland Motor Corporation.
The bodyshell was reprised in modified form with a limited run of 2,000 MG RV8 roadsters, built between 1993 and 1995.
2014 "Dodge Challenger SRT" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Anders Fjordbach (DK)
Racing class: Auto-G DTC
Race number: 62
Race results in 2014 event:
Training (fri.): 2 (of 18)
Qualifying (sat.): 2 (of 19)
Heat 1 (sat): 5 (of 19)
Heat 2 (sun.): 6 (of 18)
Heat 3, final (sun.): 14, RET (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.
Chassis n° RE 40-00
Alain Prost
Estimated : € 300.000 - 500.000
Sold for € 361.200
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Alain Prost’s car at the 1983 United States Grand Prix at Long Beach
- Used almost exclusively by Alain Prost for private testing on the world’s greatest circuits
- One of the most accomplished Renault single-seaters of the period
The first Renault single-seater with a carbon fibre bodyshell, the RE 40 was a particularly accomplished design and enabled Renault to enjoy its best ever season! Alain Prost finished second in the 1983 World Championship, narrowly missing out on the title. This outstanding result was based on the expertise the French firm had built up in turbocharging, a technology of which it had an excellent command and which allowed it to obtain – depending on how the engine was set up – peak power of 650–750bhp from the twin-turbo V6, at more than 11,000rpm.
This car, one of the seven RE40s produced by Renault Sport, of which six have stayed with Renault Sport since they were built, made a major contribution to this success, as it was used extensively by Prost for testing throughout the first half of the season and also competed in the United States Grand Prix in March at Watkins Glen. Exceptionally, the car comes with its logbook from the period, in the form of a handwritten binder recording each time the car was taken out on track, with the settings used, the changes made and the drivers’ comments ... A document which is as precious as it is moving, where the notes made with a pen or pencil are in sharp contrast to the computer data that is the rule in Formula 1 today. It supplements the information in the excellent book Renault F1, Les années turbo (1991, Jean-Louis Moncet, Bernard Dudot, Jean Sage).
This car first took to the track on 20 January at Montlhéry for a short private session of some 40km. It was then sent to Rio de Janeiro in Brazil, for three days of private testing at the Jacarepaguá circuit on 25, 28 and 29 January, driven by Prost. His first comments were: “Seat not right, hot air in the cockpit, front spoiler touching the ground, good grip, gearbox oil temperature 88°, then 110°!!!” Over the first two days, Prost knocked the rough edges off the new car, and everything was reviewed. He did this over a series of short sets of laps, covering 57 laps in all, before testing the tyres on the third day, trying eight different combinations over 81 laps.
The car was then sent to Willow Springs in the US, for private testing on 23 March, ahead of the Long Beach Grand Prix scheduled for the 27th. On the 25th, it took part in the official tests and Prost commented: “The brakes are locking up at the front, the car is good in tight corners, but lacks traction.” Things were scarcely any better the second day and Prost set the seventh-fastest time, finishing eleventh on the day of the race, driving this very car.
In preparation for the Grand Prix de France, RE 40-00 made its way to the Paul Ricard track on 8/9 April for private testing. The engineers focused on the poor running of the engine, the electronics for which were possibly affected by interference from the carbon fibre used in the new bodyshell. Despite their efforts, Prost concluded on the first day: “No better. Undriveable.” Fortunately, things improved the next day and Prost carried out tests on the suspension and aerodynamics. The car then took part in the second day of testing for the Grand Prix de France with Eddie Cheever, but did not compete in the race itself. Driving another RE 40, Prost won the Grand Prix!
For RE 40-00, the private test sessions continued on 22/23 April at Spa-Francorchamps. Prost concentrated on the tyres, suspension and aerodynamics, while Cheever took over for a series of short sets of laps before rain set in at the end of the afternoon. On 3/4 May, the team was in Dijon to resume testing, with Prost trying different spoilers and side pods. In readiness for the British Grand Prix, to be held at Silverstone on 16 July, RE 40-00 headed to the circuit for testing from 21–23 June. Prost methodically fine-tuned the car’s set-up on the track, working on the aerodynamics as well as the suspension and tyres. At the end of three intense days, during which he covered 936km, he declared: “Performs well, no longer understeers, quick to respond, brakes marginal." His efforts were crowned with success, as he won the race driving another RE 40.
The final mission for RE 40-00 would be the two days it spent at Hockenheim on 28/29 June, ahead of the German Grand Prix, to be held on 7 August. Prost carried out the overall set-up of the car, with tests on the transmission, engine and aerodynamics.
At the conclusion of its official career, it had covered a total of 5,450km. Its contribution to Renault’s excellent results in 1983 is clear, making it an important car in the company’s history in Formula 1.
After joining the collection in January 1984, it was the subject of a cosmetic restoration and is presented in its original livery in Prost’s colours, with his racing number 15. The V6 is in situ at the rear but is incomplete, missing its cylinder heads, turbos and inlet components.
This car deserves a proper mechanical restoration so that it can take to the track again at historic events, where it is sure to fascinate spectators who can recall the success these yellow and black machines enjoyed.
Sheer elegance personified. A 4.0 litre, V8 engine developing 469bhp wrapped in a sleek, classic coupe bodyshell and every option known to man available at a price. What's not to like? Only the price - from £106,230 on the road for the 'entry level' coupe, or add another £36,000 for the 612bhp AMG S63 Cabriolet version. Of course, you can always have one on Personal Contract Hire over 48 months for £1189pm.
1975 Alfa Romeo Giulia GTA 1300 Junior Stradale
US$225,000 - US$275,000 - No Sale
From the catalog:
Coachwork by Bertone
Chassis no. AR776050
1,750cc DOHC Twin-plug 4-Cylinder Engine
2 Twin-choke Weber Carburetors
Est 150 bhp at 6,200 rpm
5-Speed Manual Transmission
4-Wheel Hydraulic Disc Brakes
*Recent, comprehensive nut and bolt restoration performed
*Treasured in current enthusiast ownership for more than 3 decades
*Exceedingly rare and desirable 'Stradale' version of the legendary GTA
*Pampered example with excellent pedigree and original Bertone bodywork
*Offered with original rebuild engine and 'Centro Documentazione Alfa Romeo' certificate
THE ALFA ROMEO GTA
Introduced in 1966, the GTA (the 'A' stood for Alleggerita - lightened) was the official competition version of the Giulia Sprint GT and was produced in both road and race variants. The latter, as usual, was the responsibility of the factory's Autodelta competitions department, which had been founded in 1961 as an independent company by Carlo Chiti and Ludovico Chizzola, and subsequently absorbed by Alfa Romeo.
Visually almost indistinguishable from the road-going Sprint GT, the GTA differed by virtue of its aluminum body panels, Plexiglas side and rear windows, and lightened interior fittings and trim. As a result, the GTA tipped the scales at around 200 kilograms lighter than the stock steel-bodied car. Alfa's classic twin-cam 1,570cc four underwent extensive modification for the GTA, the angle between the valves being reduced from 90 to 80 degrees and the valve sizes substantially increased; there no longer being room between them for a central spark plug, a change was made to twin-plug ignition. In road trim the revised engine produced 115bhp, with up to 170 horsepower available in race tune.
The GTA made its racing debut on 20th March 1966 at Monza where Andrea de Adamich and Teodoro Zeccoli triumphed in the Jolly Club Four-Hour Race. From then on, the Autodelta-prepared GTAs enjoyed outstanding success, winning the European Touring Car Championship three years running from 1966-68. The Championship's 1,300cc class had long been the preserve of the Mini Cooper but that would all change in 1968 with the arrival of the GTA 1300 Junior, which for the next few years would enjoy dominance equal to that of the Mini in the early '60s. Unique to the model, the GTA 1300 Junior's engine combined the Giulia's 78mm bore with a 67.5mm-stroke crankshaft. Equipped with the GTA's twin-plug 'head and revving to more than 9,000rpm, this little gem of an engine produced 150bhp plus. A little over 400 GTA 1300 Juniors had been constructed when production ceased in 1975.
THE MOTORCAR OFFERED
Offered here is a stunning example of the Giulia GTA 1300 Junior in the rare 'Stradale' road-going configuration, benefitting from having been retained and cared-for by the consignor – a renowned life-long collector of spectacular European sports cars – for more than three decades. According to the Alfa Romeo's historical division 'Centro Documentazione Alfa Romeo' and the Alfa Romeo factory records, GTA s/n AR776050 was produced during the Spring of 1975 to be completed on April 14, 1975, and finished as it appears today in very appropriate and 'Biancospino' color with green script over a black interior.
Under the current, long-term ownership a bare metal restoration was carried out about a decade and a half ago, of which photos documents a very clean and original aluminum Bertone bodyshell, which then received a ground-up restoration. During this time a high-performance twin-plug 1,750cc engine was built by Alfa Romeo G production champion, John Anderson of Jon Norman Racing and fitted in the car, while the original engine was retained, rebuild, 'pickled', crated and is offered with the car today. Kept in an impressive collection while used occasionally and 'kept on the button' this GTA Junior Stradale today presents in beautifully restored condition throughout, with a clean and detailed undercarriage, engine compartment and interior. The car runs on appropriate Pirelli Centurato tires and is offered with books, tools, and a comprehensive restoration album. Although exercised on classic car rallies and shown at Concours d'Elegance events, the GTA Junior Stradale does not appear to have been raced or wrecked like so many of these delicate Italian sports cars, and a recent compression check proved very strong and consistent pressure across all four cylinders. Treasured in current enthusiast ownership for more than 3 decades, this exceedingly rare and desirable 'Stradale' version of the legendary GTA is a pampered example with excellent pedigree.
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It's Bonhams day!
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
2014 "Ford Mustang" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Henrik Ziegler (DK)
Racing class: Auto-G DTC
Race number: 666
Race results in 2014 event:
Training (fri.): 16 (of 18)
Qualifying (sat.): 19 (of 19)
Heat 1 (sat): 12 (of 19)
Heat 2 (sun.): 15 (of 18)
Heat 3, final (sun.): 16, RET (of 18)
Driver of "the beast" (car 666), Henrik Ziegler, lining up for a publicity photo shoot in front of his car for his sponsors Hertz rental.
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 cat Alfa Romeo Giulia Ti Portugese rally. PSR resin bodyshell and PCS32 chassis with a Mabuchi motor.
Brush's Hudswell Clarke 0-4-0DH works shunter D1341 (11079) "Sprite" shunts 92044 "Couperin" into position to be hooked up to 60002 "Graham Farish 50th Anniversary 1970-2020".
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
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.
Registered as a TX Tripper suggesting it once wore a Tripper bodyshell and has subsequently been re-bodied. Badged as a Caterham Super 7.
1599cc and based on a 1972 donor vehicle.
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/ ).
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 combination of powerful twin-cam engine, immaculate style and affordable price made the Alfa Romeo Giulia irresistible to the post-war audience. From 1962 to 1977, the Giulia’s range of bodywork variants and engine options combined to sell one million units around the world.
1962-1966 ALFA ROMEO Giulia Sprint | Production: 21,850
A hot little number right now, the ‘step front’ Giulia coupé is very much in demand because of its good looks, driving experience and ease of tuning. Values have increased significantly in recent years, bolstered by the desirability of the GTA. When launched, the twin-cam 1600 versions were quick from the box, but subsequent versions (1750 and 2000) added even more excitement to the mix. Offered in a bewildering array of models, the advice is to go for the example with the best body you can find and worry about the mechanicals after that.
1962-1971 ALFA ROMEO Giulia 1300/1600 Ti/Super | Production: 836,323
The boxy 105-Series Giulia might not look like the most exciting saloon on the planet, but underneath that plain-Jane exterior beats the heart of a truly sporting saloon. Given the lusty twin-cam engines, five-speed gearbox and well set-up chassis, it’s easy to see why Alfa Romeo was so annoyed by the way its cars were depicted being outrun by the Mini-Coopers in The Italian Job. Despite its rarity today, the Giulia was a massive success when new, with much of that founded on it being so good to drive. Well worth seeking out.
1965-1969 ALFA ROMEO Giulia Sprint GTA
The GTA might look like your standard Sprint GT, but it makes extensive use of aluminium body panels. The reason for this was simple – the GTA was built for racing and, wherever possible, weight-saving was applied. The A in its name means Alleggerita, Italian for ’lightened’, and even the sump, camshaft cover, timing cover and clutch housing were replaced by featherweight magnesium alloy items, just to save a few extra kilos. For additional performance, the engine gained a new twin-plug cylinder head. In 1965, Alfa Romeo introduced the Giula GTA model designed by Bertone. 500 cars were produced for homologation purpose to race in the European Touring Championship. Autodelta, directed by Carlo Chiti, prepared these racing GTA's. A legend.
1966-1968 ALFA ROMEO Spider 1600 Duetto | Production: 6325
Forever associated with Dustin Hoffman in The Graduate, the stylish little Duetto didn’t hang around for long at all. The pretty little Pininfarina-styled roadster appeared in 1966 as the final genuinely new variant on the 105-Series platform and was marked out by its enclosed headlamps and boat-tail rear end. Powered by the 1570cc twin-cam, it was a gem to drive with great handling, sharp steering and excellent all-round disc braking.
1966-1977 ALFA ROMEO Giulia GT Junior 1300/1600 | Production: 92,053
Due to the complexity of the 105-Series Giulia range the easiest way of relating to the GT Junior is to think of it as the entry-level model. That means it initially came with a 1300cc engine and simplified interior, and gave sporting Italians the chance to own a Giulia Sprint GT lookalike without the fiscal implications. Over time it was developed in parallel with the larger-engined cars and, in 1970, it lost its characteristic step-front. In 1972 a 1600cc Junior was introduced to close the gap in the range to the 2000cc GTV.
1967-1969 ALFA ROMEO 1750/2000 GTV | Production: 44,269/37,459
To ally itself with the launch of the 1750 Berlina, the Giulia Sprint was facelifted to become the 1750 GTV coupé. It retained the original GT1300/GT Junior 1.6 bodyshell but gained a quad-headlight front end and cleaner external trim details (as well as losing the step-front). The revised interior was an ergonomic improvement, although purists prefer the older design. The 1779cc four cylinder was now the base power unit for the non-Junior line, meaning lusty performance. These later models are considered to be the easiest cars to live with.
1967-1971 ALFA ROMEO Spider 1750 Veloce | Production: 8701
After only 18 months in production, the gorgeous little Duetto was discontinued to make way for the 1750 Spider Veloce. The newer car wasn’t a radical change and really just heralded the arrival of the more potent twin-carb engine and uprated suspension and braking set-up. New wheels and tyres, though, made this one a bit of a spotter’s favourite. Although the Duetto name had been dropped in favour of the more traditional Spider moniker, it was very much a case of more of the same. The bigger changes would follow later.
1969-1982 ALFA ROMEO Spider 2000 S1/S2 | Production: 22,059
Alfa Romeo couldn’t leave its cars alone during the 1960s and ‘70s, and after just three years in production, revised the 1750 Spider Veloce to become the 2000 Spider. Unlike last time, when the beautiful Pininfarina styling was largely left alone, the 1970 restyle came at the price of an exterior upgrade, as well as the fitment of the lustier 2000cc twin-cam. The boat-tail gave way to a much longer Kamm tail, while the front end saw the removal of the plastic headlamp covers. The overall effect conspired to make the Spider look less streamlined.
1970-1975 ALFA ROMEO 1300/1600 Junior Z | Production: 1108/402
An appealing Italian ‘bitza’ that somehow transcends the sum of its parts. Created by Zagato using the chassis from the Spider and the five-speed gearbox from the Giulietta, the Junior Zagato was an arresting-looking coupé that added real variety to the Alfa Romeo line-up. 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. It was lighter and more aerodynamic than the standard cars so it was usefully quicker too.
1982-1993 ALFA ROMEO Spider 2000 S3/S4 | Production: 18,456
The final restyle of the Spider took place at the beginning of 1990 – and Pininfarina was given the honour of preparing the Spider for its final days. The car was rounded off with smoother bumpers and slimmer rear light clusters. By this point the Spider was almost 30 years old, but the new fuel-injected engines, along with power-assisted steering, prolonged its life for three years. North American sales of the S4 Spider remained strong right to the end, with more than 75% of the production run ending up in the USA.
1975 Alfa Romeo Giulia GTA 1300 Junior Stradale
US$225,000 - US$275,000 - No Sale
From the catalog:
Coachwork by Bertone
Chassis no. AR776050
1,750cc DOHC Twin-plug 4-Cylinder Engine
2 Twin-choke Weber Carburetors
Est 150 bhp at 6,200 rpm
5-Speed Manual Transmission
4-Wheel Hydraulic Disc Brakes
*Recent, comprehensive nut and bolt restoration performed
*Treasured in current enthusiast ownership for more than 3 decades
*Exceedingly rare and desirable 'Stradale' version of the legendary GTA
*Pampered example with excellent pedigree and original Bertone bodywork
*Offered with original rebuild engine and 'Centro Documentazione Alfa Romeo' certificate
THE ALFA ROMEO GTA
Introduced in 1966, the GTA (the 'A' stood for Alleggerita - lightened) was the official competition version of the Giulia Sprint GT and was produced in both road and race variants. The latter, as usual, was the responsibility of the factory's Autodelta competitions department, which had been founded in 1961 as an independent company by Carlo Chiti and Ludovico Chizzola, and subsequently absorbed by Alfa Romeo.
Visually almost indistinguishable from the road-going Sprint GT, the GTA differed by virtue of its aluminum body panels, Plexiglas side and rear windows, and lightened interior fittings and trim. As a result, the GTA tipped the scales at around 200 kilograms lighter than the stock steel-bodied car. Alfa's classic twin-cam 1,570cc four underwent extensive modification for the GTA, the angle between the valves being reduced from 90 to 80 degrees and the valve sizes substantially increased; there no longer being room between them for a central spark plug, a change was made to twin-plug ignition. In road trim the revised engine produced 115bhp, with up to 170 horsepower available in race tune.
The GTA made its racing debut on 20th March 1966 at Monza where Andrea de Adamich and Teodoro Zeccoli triumphed in the Jolly Club Four-Hour Race. From then on, the Autodelta-prepared GTAs enjoyed outstanding success, winning the European Touring Car Championship three years running from 1966-68. The Championship's 1,300cc class had long been the preserve of the Mini Cooper but that would all change in 1968 with the arrival of the GTA 1300 Junior, which for the next few years would enjoy dominance equal to that of the Mini in the early '60s. Unique to the model, the GTA 1300 Junior's engine combined the Giulia's 78mm bore with a 67.5mm-stroke crankshaft. Equipped with the GTA's twin-plug 'head and revving to more than 9,000rpm, this little gem of an engine produced 150bhp plus. A little over 400 GTA 1300 Juniors had been constructed when production ceased in 1975.
THE MOTORCAR OFFERED
Offered here is a stunning example of the Giulia GTA 1300 Junior in the rare 'Stradale' road-going configuration, benefitting from having been retained and cared-for by the consignor – a renowned life-long collector of spectacular European sports cars – for more than three decades. According to the Alfa Romeo's historical division 'Centro Documentazione Alfa Romeo' and the Alfa Romeo factory records, GTA s/n AR776050 was produced during the Spring of 1975 to be completed on April 14, 1975, and finished as it appears today in very appropriate and 'Biancospino' color with green script over a black interior.
Under the current, long-term ownership a bare metal restoration was carried out about a decade and a half ago, of which photos documents a very clean and original aluminum Bertone bodyshell, which then received a ground-up restoration. During this time a high-performance twin-plug 1,750cc engine was built by Alfa Romeo G production champion, John Anderson of Jon Norman Racing and fitted in the car, while the original engine was retained, rebuild, 'pickled', crated and is offered with the car today. Kept in an impressive collection while used occasionally and 'kept on the button' this GTA Junior Stradale today presents in beautifully restored condition throughout, with a clean and detailed undercarriage, engine compartment and interior. The car runs on appropriate Pirelli Centurato tires and is offered with books, tools, and a comprehensive restoration album. Although exercised on classic car rallies and shown at Concours d'Elegance events, the GTA Junior Stradale does not appear to have been raced or wrecked like so many of these delicate Italian sports cars, and a recent compression check proved very strong and consistent pressure across all four cylinders. Treasured in current enthusiast ownership for more than 3 decades, this exceedingly rare and desirable 'Stradale' version of the legendary GTA is a pampered example with excellent pedigree.
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It's Bonhams day!
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
1/32 slot car March 721x c.1972 Monaco grand prix. Driven by Ronnie Peterson. PP resin bodyshell and nickel chassis.
As with the preceding 404, Peugeot had Pininfarina design a two-door coupé and cabriolet variant which were first introduced at the Geneva Salon in March 1969. Aside from designing them, Pininfarina also built the bodyshells. The two-door 504s have a 190 mm (7.5 in) shorter wheelbase and also a wider rear track. The shells were built in Turin and then sent to Peugeot's Sochaux plant for assembly.
Mechanically, the 504 Coupé and Cabriolet were largely identical to the saloons, sharing the 1.8-liter four (upgraded to two litres for 1970) with no additional performance enhancements. Once the 604 arrived, however, the sportier 504s finally got an engine to match their looks: the 2.7-litre V6 PRV engine, producing 136 PS (100 kW) was fitted beginning in September 1974 and the four-cylinder variants discontinued. This was also time for a facelift (2nd series), with redesigned bumpers and interior, and with single, wide headlights replacing the initial twin units. The triple taillights were also changed for wider, single units. The V6 was not a strong seller in fuel crisis Europe, however, and the 2.0 was reintroduced in October 1977, by which time about 27,000 examples had been built by Pininfarina. The V6 Cabriolet was discontinued but the V6 Coupé gained a five-speed manual transmission and Bosch K-Jetronic fuel injection, with power increased to 144 PS (106 kW).
68153 is a Sentinel CE shunting engine built for the LNER, who classed it as Class Y1/2, in the late 1920s. It has spent the past few years being overhauled; these photos are of its bodyshell.
Copyright - Modern Railways
Administrator Jack Sullivan inspecting the completed bodyshell at Leyland's Workington factory (circa August 1981)
Taken 23/10/19: have I mentioned it was foggy?
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
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.
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.
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/ ).