... and .. considered for re-purchase I can now add. It is living proof that pre- 1994/5 ish Mini bodyshells age much, much better than later ones. It still does have its points of interest obviously: a 1991 old car is well, very well past it's point of no return in today's automotive world ..

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 :-))

The Citroën AX is a supermini car which was built by the French manufacturer Citroën from 1986 to 1998. It was launched at the 1986 Paris Motor Show to replace the Citroën Visa and Citroën LNA.

Development of this model started in 1983, and it was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand - coupled with the huge success of the new Peugeot 205 - had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production.

With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range.

The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads

In 1989, a naturally aspirated diesel AX, using the 1360 cc, all aluminium alloy TUD engine, managed a figure of 2.7 litres per 100 kilometres (100 mpg‑imp; 87 mpg‑US), totalling over 1,000 miles (1,609 km) from Dover to Barcelona. This was the longest ever distance travelled on 10 imp gal (45.5 L; 12.0 US gal) of fuel and earned it a place in the Guinness Book of Records as the most economical production car.

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.

- - -

It's Bonhams day!

- - -

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 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 Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.

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.

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 🇯🇵

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 slot car Pegaso Enasa Z102 Berlinetta c.1952. A2M resin bodyshell and PCS32 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.

Coachwork by Henri Chapron

One of the last examples built

The Zoute Sale - Bonhams

Estimated : € 275.000 - 325.000

Unsold

Zoute Grand Prix 2023

Knokke - Zoute

België - Belgium

October 2023

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until relatively recently on top-of-the-range models.

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron.

Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Citroën's own cabriolet were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. Technical developments proceeded in step with those of the saloon; thus in 1966 the convertible gained the DS21 engine and in 1969 the faired-in directional headlamps. DS convertible sales progressively declined as the years passed, and production finally ceased in 1971. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971.

Despite the demise of the factory-built soft-top, Henri Chapron continued to build his version in small numbers, on request, first on the DS21 chassis and then the DS23. These Chapron-built convertibles, coming after the end of the factory-built cars, are easily recognised by their sills with a single jacking point, production saloon taillights and the coachbuilder's chromium-plated signature on the lower side of the front wings.

The five-speed example offered here is one of the last convertibles built by Henri Chapron. Its basis is the DS21 with the electronic fuel-injection engine, the final variation of this model, which revived the title 'Queen of the Road' enjoyed by the former 15/6 Traction. This exclusive car is one of only four convertibles constructed on the DS21 platform and equipped with electronic fuel injection. The lower part of the dashboard is trompe l'oeil painted, imitating varnished walnut. The coachbuilder's logo is on the boot and the name is on the front wings. There are two rear fog lights. The vendor advises us that the tyres are new.

The beautiful Citroën convertible offered here was purchased by the current owner in 2003 from a coachbuilder in the Champagne area; it was completely original and ripe for restoration. The restoration began in 2008 and was finished in 2015 when the car was issued with a Contrôle Technique. In the course of the rebuild the mechanicals and hydropneumatic suspension were overhauled using many new-old-stock parts; the interior re-trimmed; and the body repainted (in 2015). The car has covered only some 7,500 kilometres since the restoration's completion eight years ago. The accompanying file contains copies of Chapron's documents dating from 1973; a French Carte Grise; and numerous invoices relating to its restoration.

This extremely rare Chapron convertible - comprehensively restored including coachwork, engine and interior - is worthy of the closest inspection.

1/32 resin slot car Porsche 907 Le Mans 1970. Driven by Wicky & Handrioud. Ghost Models resin kit and Slot Classic chassis.

www.ultimacars.com/

The obligatory Default outfit photoset with Aqua.

I actually dont like her as a character, and mainly got the doll because the faceup was the first tolerable from volks in a while, and as a minor surprise bonus the new DD F3 V2.0 body.

All poses are done without supports, and none of the poses are anything new that I havent done before, even with a DD2.

The V2.0 is still mostly the same style F3 frame underneath, with its irritations in a tweaked bodyshell, and the only real improvement has come from the neck notch, which has been a known retrofit for previous bodies since the DD2.

"The Porsche 911 R is a special lightweight homologation version of the original Porsche 911. Designed to take the then newly released 911 to its limits, the 911 R featured numerous weight saving measures, such as fibreglass bodyshell and panels fabricated by Karl Baur, lightweight windows and removal of numerous interior features. The car used the 2.0 901/22 flat-6 from the 906 and can be distinguished from other 911's by its flared wheel arches. Produced from 1967 to 1968 just 24 were produced".

A casting only launched last year as a premium release but now becomes a lot more accessible thanks to being in the new and less expensive National Icons series. This is its standard red colour though there is a spectraflame red Chase alternative which stupidly I didn't bother searching for it despite finding pegs full of this assortment at my nearest Smyths Toys.

Its a rather stunning little thing, not full on premium but detailed and finished well enough to just about justify its 4.00 price point.

Mint and boxed.

Display Car

Estimated : € 20.000 - 30.000

Sold for € 92.708

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Show car true to the Benetton B195

- Benetton’s best season in Formula 1

- In the colours of Michael Schumacher, 1995 World Champion

In 1995, the new FIA regulations imposed a reduction in engine size from 3.5 to 3 litres, in the hope of limiting the cars’ performance and, in so doing, the risks for the drivers. The new Renault V10 engine, the RS7, was supplied for the first time to the Benetton team and proved a brilliant combination with the B195 chassis designed by Ross Brawn and Rory Byrne. Add a gifted driver, Michael Schumacher, into the mix, and there you have it. The team run by Flavio Briatore had an exceptional season, with eleven victories (nine for Schumacher and two for his team-mate, Johnny Herbert), enabling it to claim both the Constructors’ and Drivers’ titles in the World Championship.

The car presented here is a show car, created for promotional purposes. Bearing Schumacher’s name and his racing number 1 (reserved for the reigning World Champion), it consists of a bodyshell built specially to this end and has no mechanical components other than those that can be seen. The cockpit has a bucket seat and steering wheel. It is a superb show car, in very good condition, and a reminder of the Benetton team’s best season in Formula 1, thanks in large part to the Renault engine.

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.

- - -

It's Bonhams day!

- - -

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.

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.

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/ ).

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.

1/32 slot cat Alfa Romeo Giulia Ti Portugese rally. PSR resin bodyshell and PCS32 chassis with a Mabuchi motor.

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.

Quite literally. The scrapmen have cut straight through the bodyshell of 33034.

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.

1/32 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and chassis.

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.

In 1990 Greater Manchester PTE exhibited a prototype bodyshell of one half of a Metrolink light rail vehicle beneath Manchester Piccadilly station. The bodyshell was built by Officine Casertane in Caserta, Italy (part of the Firema Consortium) and was originally painted in Greater Manchester PTE's orange and white livery. It was subsequently repainted in Metrolink light grey, dark grey and aquamarine livery, numbered 1000 and named The Larry Sullivan. It joined the collection of vehicles at the Museum of Transport, Greater Manchester in 1992 and was photographed at the museum on 15 October 2016.

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.

Saturday 21st April 2012.

Network Rail Class 950 at Crofton East Junction on a track assessment working from Derby to Doncaster (2Q08, 06:49 Derby Network Rail - Doncaster LIP).

The unit was purpose-built in 1987 for departmental use as a track assessment unit. It utilises the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. The unit is formed of It comprises of two driving motor vehicles (DM), 999600 and 999601.

This photo also appears in www.flickr.com/photos/eric_the_duck/sets/7215762958645393...

Wakefield Museum, Burton Street, Wakefield, West Yorkshire.

Charles Roberts & Co Ltd, Builders, Wakefield.

Maker's Plate, 1934.

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 car March 721x c.1972 Monaco grand prix. Driven by Ronnie Peterson. PP resin bodyshell and nickel chassis.

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.

An eBay purchase.

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/ ).

Le Mans Classic 2018

1/32 resin slot car Riley 1.5 1962 Monte Carlo rally driven to the finish by John Cotter & Alan Collinson. PSR resin body and GOM chassis with ali rims and RS Slot Racing resin inserts.

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.

Took a different road into the neighborhood today...somebody's got a new Summer project

Correct me please but I am going to say that is a '73 Javelin

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.

Estimated : € 8.000 - 12.000

Sold for € 43.344

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Display car

- Genuine Formula Renault 3.5 single-seater

- A springboard to Formula 1

- Impressive performance, Dallara chassis

- No reserve

Created in 2005, the Formula Renault 3.5 followed the Formula Renault V6 Eurocup and became the top World Series formula. This single-make series featured single-seaters close to Formula 1 in terms of their aerodynamics and the driving techniques required, and many talented drivers passed through its ranks on their way to success in F1, including Robert Kubica, Carlos Sainz Jr, Kevin Magnussen and Heikki Kovalainen. Renault Sport ran 11 seasons of the series before withdrawing in 2015.

The cars were powered by a 3.4-litre Zytek-Renault V8 developing 530bhp, mated to a six-speed gearbox. The regulations for the series allowed teams to limit the cost of taking part, with a quota of tyres each season, for example.

The car from the collection has its original Dallara T08 chassis no. 033 with its bodyshell, and appears to have been used in period, although its history is not known. It is in good condition and comes with a gearbox housing, but is missing its engine and pedal set. It is an interesting survivor of this 3.5 Series, which could be displayed as it is or serve as the basis for a restoration enabling it to be driven again on track.

Coachwork by Heuliez

Renault 25 Phase 1 converted into Phase 2

Estimated : € 8.000 - 12.000

Sold for € 20.468

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Rare armoured version

- Particularly luxurious finish and equipment

- Used by Raymond Lévy, CEO of Renault

Keen to add a luxurious, extended-wheelbase version of the 25 to its range, Renault turned to the coachbuilder Heuliez, based in Cerizay, which had experience of working on models for other manufacturers. The version produced by Heuliez, which was lengthened by 23cm from the B-pillar back, was presented at the 1984 Paris Motor Show as the Renault 25 Limousine. Entirely built by Heuliez, some 830 Limousines were produced, making it a rare model.

The Limousine presented here is even more exceptional, as it is an armoured version with a reinforced bodyshell and special glazing, used in period by Raymond Lévy, Renault’s CEO. It should be noted that the vehicle registration document does not mention the armouring and that there has been no change to the gross vehicle weight rating.As well as having additional space and a small folding seat fitted as an extension to the centre console and facing the rear passengers, it features all the refinements specific to this very up-market model: separate rear seats in quilted leather, footrests, special lighting, wide armrests and special storage compartments ...

Externally, it is a phase 1 model which has been converted into a phase 2 version by replacing the front of the car; the Heuliez logo appears on the wide central pillar and the front bumper is fitted with two small flag holders, but the wheels (apparently from a Safrane) aren’t consistent with the original model. Its history file includes a note from the communications department, allocating the car in October 1995 to the Heritage department, although at the time it was still in the management car pool. We know that in June 1993 it had covered 45,151km. The odometer was reset to zero when the car was partially restored, and it still has its original registration document from 26 September 1985 in the name of ‘RNUR’ (the state-owned holding company for Renault) as well as its original registration number 7704 NK 92.

In decent condition and needing a service before being driven again, this very special Renault 25 will certainly appeal to lovers of rare and original models.

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.

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

162.020 waits time at Ústí whilst working the 17:53 Masarykovo nádraží to Děčín on 10th October 2016. The 162 has the standard Škoda bodyshell of which 408 were built as classes 162, 163, 263, 361, 362, 363, 371, 372 and the former DB 180’s. between 1980 and 1992. They operate all over the former Czechoslovaka regions and known as “Persing’s” a name derived from the missile of the same name.