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1/32 slot car resin Ferrari Dino 246GT c.1972. PSR resin bodyshell and GOM chassis with Slot It wheels and inserts.
Sold For £12,320
From H & H Catalogue:
Reg Number: NSU 368
Chassis Number:HAN9-71982
Engine Number: 16205
Cc:1275
Body Colour: Green
Trim Colour:Black
MOT ExpiryDate:Jan 2014
Archer's Garage of Oldbury are renowned for their Sprinzel Sebring Sprite Evocations and were commissioned by the late Michael Sutton Esq. to do much of the preparation work on `NSU 368' including modifying a new Heritage bodyshell to accept authentic-looking GRP bonnet, fastback roof and rear shroud assemblies plus aluminium-skinned doors. Intended for `fast road' use, the Austin-Healey had its 1310cc A-Series engine and four-speed close-ratio gearbox overhauled / uprated by Peter May Engineering Ltd. Sporting a Safety Devices rollover bar, Radtec alloy radiator, bucket seats and upgraded front discs, the two-seater passed its most recent MOT test (January 2013) with no advisories. The four years (2001-2005) and circa £22,700 that Mr Sutton spent on the project are chronicled in two accompanying files.
1/32 slot car Porsche 917 c.1969. Driven to 1st place in the Kyalami 9hr race by David Piper and Dickie Attwood. Resin bodyshell & chassis.
GERMANY: The first two TW3000 high-floor light rail vehicles entered passenger service on Route 7 in Hannover on March 15th 2015.
The two-section bidirectional air-conditioned articulated vehicles are 25 m long and 2 650 mm wide. They will replace the TW6000 cars, which are 30 years old. They will initially operate on Route 7 and then on Route 3. These are cross city stadtbahn (tram) routes with a tunnelled section with stations in the city centre.
City transport operator Üstra placed an initial order for 50 LRVs from a consortium led by Vossloh Kiepe and including Alstom Transport in 2011. Around half of the €126m cost was funded from Land transport agency LNVG.
The contract includes an option for 96 LRVs, and Üstra ordered a further 50 in 2013 for €90m.
Vossloh Kiepe provided electrical equipment and Alstom has supplied specially designed compact bogies. The bodyshells were built in Salzgitter by Bozankaya, with other components coming from Düsseldorf. Final assembly was undertaken by HeiterBlick in Leipzig.
The first TW3000 LRV was presented to the public in March 2014.The LRVs entered service on Line 7 beginning with the 16.00 journey from Misburg to Wettbergen.
The LRVs were due to enter service on Line 7 last year. However, defective welds were discovered on the first batch of 20 vehicles, which required repair, although endoscopic examination by TÃœV Nord revealed that the last two vehicles did not require any work after all.
The new vehicle will shape the region over the next decades. The 25 meter long light rail vehicles are characterized by its modern vehicle concept and high level of passenger comfort. They meet current higher safety requirements
Seats: up to 54
Standing: up to 121
Doors: 4 per car
Vehicle length: 25.16 m
Vehicle width: 2.65 m
Vehicle height: 3.75 m
Weight: 44 tons
Drive: 4 x 125 kW
Maximum speed: 80 km / h
The acquisition of new vehicles was facilitated by a 50% percent funding contribution by the national transport funding authority, the Niedersachsen mbH (LNVG).
This belongs to one of my best friends who now lives in in Jordan (he`s a motoring journalist for a mens magazine there).
Its a UR Quattro Turbo that, with a large hybrid turbo & a variety of other mods, puts out around 250bhp at the wheels, well it did until someone came out of a side road without stopping & crashed into the side of him, twisting the entire bodyshell & breaking the gearbox casing....
Unfortunately its only one of 2 UR`s in Jordan so it may not ever get repaired. Import taxes on cars are huge in Jordan (based on the equivalent cars new price, not current value), so he cant just buy a spares car in from another country.
If you have a half decent UR Quattro shell, please let me know!
The next picture is of it shortly before the accident.
What have I let myself in for I hear you ask...?
Well, I've been asked to scratch build a HO scale Portuguese Alstom diesel of the 1931 class as no kit or ready to run models are available.
Well, here's the first completed part - A side, No.2 end bodyside grille. This has taken 3 hours of swearing, sweat and tears to get this far. A mirror image grille is required for the B side of the locomotive.
The angled shape of the cabs is easy enough, a new Roco CC72000 bodyshell acquired off Ebay will provide the cabs and basic bodyshell - albeit the length shortened. A Atlas SD24 will provide the running gear.
More updates as and when I get time...
Has to be completed by 17th April so it can be delivered to the Lisboa paintshop for completion in time for exhibition at the Bachmann model railway show at Butterley in August.
Registration YAE205V
Make OPEL
Model KADETT
Description CITY SPECIAL
Fuel Type Petrol
CO2 (g/km) Not Available
VRT % Rate
At the end of May 1975 the "Kadett City" was added to the Opel Kadett range. This was a three door hatchback intended to compete on price (though not on space efficiency) with the Ford Fiesta, launched in Germany in the same month. The concept had first originated on the Kadett C's Vauxhall sister car the Chevette which was launched first. The unique panelwork for the Kadett City was in fact produced at Vauxhall's Ellesmere Port plant and exported to Bochum for assembly into finished bodyshells. The Kadett City sat on the same wheelbase as the other Kadett Cs, but the rear overhang was shortened. The fuel tank was positioned under the floor of the luggage compartment at the back, as on the Caravan bodied cars, but the fuel tank on the "Kadett City" had a capacity of only 37 litres as against 43 litres for the slightly longer "Kadett Caravan". Both models featured rear seats that could be folded forward to give a long and relatively unimpeded load area. 263,090 "Kadett City" bodied cars were produced, representing more than 15% of the Kadett Cs produced by Opel Germany.
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
Network Rail Class 950 forming the 2Z08 Derby RTC - Euston Test Train, passing through Knuston Spinney, Irchester, Northants.
The British Rail Class 950 is a diesel multiple unit that was purpose-built for departmental use as a track assessment unit. It was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986.
It was originally classified as a Class 180 test unit, but since this designation is now used by the new First Great Western "Adelante" units, it has been reclassified into the departmental series.
The unit is formed of two driving motor vehicles.
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.
One of the great "could have beens" of the motoring world.
The smooth looks and Wankel rotary engine should have been been a winner, but NSU's inability to solve the rotor tip wear problems was their downfall.
Many surviving examples have Ford V4 or V6 engines transplanted in, and ones with a rotary engine are real collectors items.
NSU ended up being bought up by Volkswagen, and apart from the short lived conventional engined VW K70 based on the same bodyshell it was quickly absorbed.
Oddly Kent registered TKM523N is only on the DVLA system, listed as blue NSU 1999cc last taxed on 1 August 1982, with the most recent V5C issued on 19 March 2013.
1/32 resn slot car Ford Cortina mk3 2.5 litre V6 in BTCC Motorcraft livery c.1975. Modified PSR resin bodyshell with PCS32 chassis & resin inserts.
Rochdale cars were a series of mainly glass fibre bodied British sports car made by Rochdale Motor Panels and Engineering in Rochdale, Greater Manchester, England between 1948 and 1973. The company is best remembered for the Olympic coupé made between 1959 and 1973.
The Rochdale company was founded in 1948 by Frank Butterworth and Harry Smith in an old mill building in Hudson Street, Rochdale. They performed general motor repairs and made themselves some alloy bodies, usually single-seaters, for racing Austin 7s and other cars. They went on to sell the bodies as the Mk II.
In 1954 Rochdale launched the Mark IV, using a glass fibre, two-door, two-seater body that was supplied as a bare shell. It was offered with several wheelbases, ranging from 81 inches, primarily intended for the Austin 7 chassis, up to 108 inches. In addition to a suitable chassis, the purchaser/builder had to provide all the interior fittings and the brackets to locate the mechanical components. The body cost £47 10 shillings (£47.50) and was available until 1961. About 150 were made
The breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker and only the third glass fibre monocoque bodied car to enter production (after the Berkeley and Lotus Elite). This featured a closed coupé style bodyshell with the provision for 2+2 seating but the rear seats were very cramped and many builders left them out. Unlike many sports and low production cars of the time, wind down windows were installed.
Production started in 1960 using a Riley, twin-carburettor version, of the 1.5 litre BMC B-series engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs
Wikipedia link below
1/32 resin slot car Alfa Romeo Giulietta Sprint Veloce Spider c.1960 race car. Resin bodyshell, MRRC Sebring chassis, ali rims and slimline motor.
This track assessment unit was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. It was originally classified as a Class 180 test unit, but it has been reclassified into the departmental series.
It is based in Derby and is operating as 262A 08.18 Derby R.T.C.(Network Rail) to Laira T.& R.S.M.D , passing through Yatton at 12.26.
Back in the mid 1980s I built a Domino Pimlico, 1275cc Austin Mini based kit-car for my then girlfriend. After we split up I sold the car to a lovely girl from Fulbourn, Cambridge who ran it for some time.
The reg number was DOE401C and it had a grey soft top.
I found a colour negative dating back to the time of build and scanned it.
It was a magnificent car to drive in the summer months with a serious turn of speed. I quite regretted selling it.
I believe it is no longer on the road, but if anyone recognises the number plate or the description please let me know.
This pic is the bodyshell being fitted out in the tiny garage I had in my old house near Nottingham.
As you will see from the next two pics, I now have another Pimlico to restore in my old age!
Brush's Hudswell Clarke 0-4-0DH works shunter D1341 (11079) "Sprite" shunts 92044 "Couperin" into position to be hooked up to the tow loco.
The demic shell of withdrawn Class 73, 73134 "Woking Homes 1885-1995" can be seen in the background.
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.
Coachwork by Henri Chapron
Chassis n° 4219414
The 1961 Paris Salon de l'Automobile show car
The Zoute Sale - Bonhams
Estimated : € 180.000 - 250.000
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'. The newcomer's startling appearance had been determined by the requirements of aerodynamic efficiency, while beneath the shark-like, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, and the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension is demonstrated by its survival in top-of-the-range models until relatively recently.
Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible). One of the most stylish cars of the 1960s, the latter was the creation of that most celebrated Parisian coachbuilder, Henri Chapron, who called his first such model 'La Croisette'. A native of Nouan-le-Fuzelier in the Sologne region of France, Henri Chapron founded his coachbuilding company in 1919 at Levallois-Perret, Paris. Unlike so many fashionable French coachbuilders, Chapron carried none of the mental baggage that came from having graduated to cars from building horse-drawn carriages; consequently, his work had a freshness and innate sense of proportion that was well suited to chassis of quality.
Chapron's interpretations of the Citroën DS and ID were quite different from the regular production versions. Chapron added fins to the rear wings as early as 1965 and launched his own version of an upmarket DS at the Porte de Versailles Salon de l'Auto in October 1964 using the name 'Majesty'. At first, Chapron's décapotable conversion was not approved by Citroën, forcing him to buy complete cars rather than rolling chassis, but eventually the factory relented and went on to produce its own usine version on the longer chassis of the ID Break (estate) model.
Chapron continued to build his own Le Caddy and Palm Beach cabriolets together with various limousines and coupés. Chapron's second take on a soft-top DS, Le Caddy first appeared in 1959 and represented a considerable improvement over La Croisette. Whereas the latter had used saloon-type rear wings, necessitating a covering strip for the join between the wing and the redundant rear 'door' panel, Le Caddy used a much neater one-piece wing. The saloon's front doors were used until 1960 when longer ones were adopted, resulting in a further improvement in the design's proportions. Only 28 examples of the Le Caddy cabriolet were built between 1959 and 1968. Needless to say, they are all highly desirable.
In August 1961 this DS19 was despatched by Citroën to Henri Chapron for it to be modified into a 'Le Caddy' convertible to model-year 1962 specification, and the completed car was duly exhibited at the 48th Paris Auto Show from Thursday 5th to Sunday 15th August 1961. According to the Chapron certificate on file, this chassis was delivered to Henri Chapron, 114-116 rue Aristide Briand, on 4th August 1961.
When it arrived at the factory in Levallois-Perret, the car was given the Chapron number '7459 '.
This car is the 10th 'Le Caddy' cabriolet out of the 28 built by Henri Chapron. The car was originally painted in 'Or Longchamp' ('16288') and had a 'Sweet Calf Peggy' interior, black soft-top and soft-top cover in 'Sweet Calf Peggy', same as the interior. After the Paris Auto Show, the car was delivered to a Mr Ricard who lived in Paris. In accordance with his order, the car came with a hardtop, 'Radiomatic' radio, and a mirror on each of the two front wings. (The hardtop is no longer with the car).
Fully restored some time ago, the DS is now presented in the Chapron colour 'Bleu Royal', while the interior is trimmed in natural leather. The current vendor purchased the car around 12 years ago. Sold with a French Carte Grise de Collection and a Chapron certificate, this stylish Le Caddy represents a wonderful opportunity to own a superb example of Citroën's and Chapron's 20th Century motoring icon.
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 slot car Bugatti Type 59-50B c.1939, car #3 Prescott International meeting, driver J.P. Wimille. PP resin bodyshell and nickel chassis.
Alfa Romeo Junior Z
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Henrik Kristensen (DK)
Racing class: Auto-G DTC
Race number: 60
Race results in 2014 event:
Training (fri.): 15 (of 18)
Qualifying (sat.): 18 (of 19)
Heat 1 (sat): 10 (of 19)
Heat 2 (sun.): 10 (of 18)
Heat 3, final (sun.): 17, 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.
W111
Chassis n° 111026-12-001948
Zoute Sale - Bonhams
Estimated : € 80.000 - 120.000
Sold for € 143.750
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE coupé/cabriolet and 300 SEL saloon were chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. Thus equipped, the Coupé/Cabriolet was good for 205km/h (127mph) with 100km/h reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. Although the equivalent SEL saloon used the 'New Generation' bodyshell, the Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmission, air conditioning, power windows and stereo radio as standard. Significantly, the 280 SE 3.5 was to be the final model to feature this long-established and much admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
One of only 3,720 Coupé examples produced, of which 3,025 were left-hand dive, this most elegant Mercedes-Benz, the top-of-the line 280 SE 3.5 V8 Coupe, was originally delivered to the United States and ordered in the stunning 'Tobacco Brown' colour scheme it is presented in today. It was bought by the immediately preceding owner - a UK-based enthusiast - for his impressive private collection in France. While there the car was maintained by his personal mechanic and saw only very limited use. The current vendor purchased the Mercedes in October 2016, since when it has benefited from considerable refurbishment. In 2017 the body was thoroughly restored and treated to a full professional respray at a cost of €12,490, photographs and details of which are on file. In 2021 various electrical and mechanical repairs plus a service were carried out at a cost of some €6,680. Early 2023 ignition and fuel injection systems were inspected and repaired at a cost of €4,385. Repairs have also been made to the air conditioning, suspension, interior, etc at a cost of €9,990, while the overhauled Becker Europa stereo is now functioning correctly. The total spend on the aforementioned works was approximately €35,000. The related invoices are on file together with various smaller bills. It should be noted that the Mercedes has been professionally converted to European specification, not only deleting the reflectors but also installing a km/h speedometer, etc. The replacement automatic gearbox had been installed already before the 1990s it is believed.
Beautifully finished in a most attractive colour combination of dark brown and sumptuous tan leather interior, this stunning Mercedes-Benz comes with the desirable options of automatic transmission (column-mounted change), air conditioning, and electric tinted windows all round.
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
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 photographed on 13 May 1990.
The prototype bodyshell 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.
From Bonham's Catalogue:
Estimate:£7,000 - 9,000
€8,700 - 11,000
US$ 11,000 - 14,000
Footnotes
Outstandingly successful despite, or perhaps because of, its relative simplicity, the perennially popular MGB remained in production for 18 years while rivals came and went. Conceived in the late 1950s and launched in 1962, the MGB was mechanically similar to the preceding MGA, though with unitary construction bodyshell instead of its forebear's separate chassis. To compensate for the newcomer's increased weight, the existing four-cylinder B-Series engine was stretched to 1,798cc, while the MGB's aerodynamically efficient lines made the most of the 95bhp available to achieve a top speed which just bested the magic 'ton'. A 'right first time' design that changed little over the years, the MGB had enjoyed sales totalling in excess of 500,000 cars by the time production ceased in 1980.
This MGB roadster benefits from some £15,000 spent on its renovation for his own use by the professional, garage-owning vendor. Completely rebuilt with all new panels and interior, 'LSM 503P' has just completed a 640-mile tour of the South of France and is described as in generally good condition; it is only being sold because of the owner's advancing years. Finished in Tartan Red with black interior, the car is offered with current road fund licence, MoT to June 2013 and Swansea V5 registration document. The substitution of chromed bumpers for the impact-resistant originals is the only notified deviation from factory specification.
Lot heading
1975 MGB Roadster
Registration no. JSM 503P
Chassis no. GHN5-378144G
Engine no. 5627
Gaydon, British Motor Museum : Jaguar Daimler Heritage Trust
This particular DS420 was originally supplied to Her Majesty the Queen Mother, replacing an earlier car of the same model that Her Majesty had used, and while in her ownership it was registered NLT 2, one of several NLT numbers found on cars owned by The Queen Mother. This car, finished in the traditional Royal colours of black over claret, was in fact the second from last of the DS420 range.
The Queen Mother decided that her Jaguar and Daimler cars should eventually return to the Jaguar Company’s museum, which duly happened after Her Majesty passed away in 2002.
When Jaguar merged with the British Motor Corporation in 1966, both companies manufactured limousine models, the ageing Daimler Majestic Major and the Vanden Plas Princess 4 litre. It was decided to replace both of these older models with a single new limousine, which would bear the Daimler name and would be based on Jaguar components, but which would be assembled in the Vanden Plas factory at Kingsbury in London.
The result was the DS420 which was launched in 1968 and co-incidentally became the first new model of the newly-merged British Leyland company. It was based on an extended floorpan from the Jaguar 420G, which made the DS420 the biggest ever British car with unitary body construction. The engine was the well-known Jaguar XK in 4.2 litre form, with an automatic gearbox as standard. The semi-razor-edged style of the body was probably inspired by some of the classic Hooper bodies on Daimler chassis.
The basic bodyshell was supplied by Motor Panels in Coventry and mechanical components were fitted by Jaguar at Browns Lane, before the limousines were sent to Vanden Plas for final assembly and trim. When the Vanden Plas factory closed in 1979, final assembly and trim moved back to a special Limousine Shop in the Jaguar factory at Browns Lane.
Being both a limousine and having its Royal connection the Trust receives numerous requests to use this car, and while we are happy to keep it running and driving we are normally fairly selective about its use. We were happy in April 1991 to provide this to our local Army depot – CAD Kineton for the retirement of the Station Commander Lt Col J Williams RLC.
Without his knowledge, his Regimental Sergeant Major – RSM Banks RLC contacted us and asked us to provide this car so that he could be chauffeured off the Station for the final time, in style. We are always happy to support CAD Kineton as their staff do a lot of STEM education work with the British Motor Museum, so with military precision and secrecy, we delivered the car and hid it one of the service garages that the Lt Col would definitely not visit for a couple of days.
It was wheeled out on cue for his final journey and he was driven off the Station by Station Master Driver WO2 N Gillan.
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.
The sign on the side of the cab lists some instructions for the crew. It says:
IMPORTANT
WATER LEVEL should never be more than half glass
WHEN STARTING always open steam valve and blow through well before removing reversing lever from drain position
WHEN COASTING always bring reversing lever to "drain" immediately after closing stop valve and partly open steam valve again before moving lever to running position
Now looking a bit more like the picture I had in my mind. An old Llego Guy 'Big J' which I am usign for another project surrendered its resin coal load for recycling here. The tipper looked too empty. The resin plug needed shortened in width and length; doubtless all the airborne particles will affect my respiratory functions in later life. The give in the resin bodyshell has meant that there is an ever so slight outward bow in the tipper body - probably pretty prototypical. The postioning of the HGV 'L' board covers a little rip in the grille decal. In hindsight I should have painted the area behind that black too.
2014 "Chevrolet Camaro" returning to the paddocks of the 2014 CRAA classic race in Aarhus after crashing out in heat 2. The damages turned out to be too extensive to repair in time for the final a few hours later.
Driver: Elling Sebastian Aarvik (N)
Racing class: Auto-G DTC
Race number: 27
Race results in 2014 event:
Training (fri.): 17 (of 18)
Qualifying (sat.): 10 (of 19)
Heat 1 (sat): 18, RET (of 19)
Heat 2 (sun.): 18, RET (of 18)
Heat 3, final (sun.): DNS
Photo taken after heat 2.
One of the norwegian drivers, having a weekend to forget. After doing quite well in qualifying, he crashed instantly in heat one, retired early in heat two and did not make the start of heat three.
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.
5116 HN - Ian Ashfield's Fastback
(No.47 on the list of Sebring Replicas).
Built during 2010, Ian's fastback Sebring was completed just in time to take centre-stage on the Midget & Sprite Club stand at the Classic Car Show at the Birmingham N.E.C. in November, that year. Painted in metallic Arctic Blue, it has a Peter May 1,330cc balanced and modified engine with a Weber carburettor. The car was built-up using a new Wheeler and Davies bodyshell and a lot of second parts. It uses a Jack Knight close ratio, straight cut gearbox, has a Panhard rod fitted at the rear, and sports a three-mouth Monza bonnet. In June 2011 the car has only done a total of about 50 miles but will be on display at Midget 50.
1/32 slot car Ferrari Dino 246GT Le Mans c.1972 driven by J.Laffeach and G.Doncieux. Resin bodyshell and GOM chassis, MRRC wheels & tyres.
W.C.R. New Katni Jn. (NKJ) Conventional bodyshelled WAG-7 27922 Hauling Colorful Container Rakes Exits ROR Bridge at kopar Railway Station Which Might be Picked up From J.N.P.T. Container Depot and Heading Towards Vasai Road.
Alfa Romeo Junior Z
Around 1400 Produced
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
Austin Allegro (Ser.1) 1100DL (1973-76) 1275cc S4 Tr.
Registration Number KJW 395 P (Birmingham)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Allegro was designed by Harris Mann as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982
Diolch am 86,812,833 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 86,812,833 amazing views, every one is greatly appreciated.
Shot 05.09.2021 at Himley Hall, Himley, Wolverhampton Ref. 121-015
1/32 resin slot car Rover P6 2000TC 1965 Monte Carlo Rally. Driven by Roger Clark. Resin bodyshell (by Steve Francis), PCS chassis and front steering unit ( by Gareth Jones at www.chase-cars.com ).
A Polistil bodyshell on a Team Slot chassis with Ninco NC5 motor . This is the Walter Rohl/ Christian Geistdorfer version from the 1978 RAC Rally. Co-driver is positioned in the rear seat , the idea was to re distribute weight to thr rear of the car. It was banned after just one event.
TECHNICAL DATA PEUGEOT 207 SUPER 2000
MOTOR
Engine: EW 10 J4S
Location: Front – transverse
Capacity: 1998 cc
Number of cylinders: 4
Power (hp.DIN): 280
Torque (Nm): 250
Maximum engine speed: 8500
Injection: Magneti Marelli
Throttle: Single butterfly
Number of valves: 16
TRANSMISSION
Type: 4-wheel drive
Clutch: Twin disc
Gearbox: Sequential – 6 speed
Differential: 3 Autolocking
CHASSIS
Structure: Bodyshell + Tubular Roll Cage
Front suspension: Pseudo MacPherson Strut with Peugeot Dampers
Rear suspension: Pseudo MacPherson Strut with Peugeot Dampers
BRAKES / STEERING
Front brakes: Brembo 4 pistons
Diameter: 300mm (loose surface) 355mm (tarmac)
Rear brakes: Brembo 4 pistons
Diameter: 300mm (loose surface and tarmac)
Steering: Hydraulic assistance
Wheels loose surface: 18 inches
Wheels tarmac: 15 inches
DIMENSIONS
Length: 4.03 m
Width: 1.80m
Wheelbase: 2.56 m
Minimum weight: 1100 kg loose surface / 1150 kg tarmac
Fuel tank capacity:80 litres
1/32 resin slot car Morris Oxford MkIII 1955 Monte Carlo rally driven by Edwin Lambert & Norman Millican to 263rd place. PSR modified resin bodyshell, PCS32 chassis and aluminium rims with resin inserts.
1/32 slot car Riley 1.5 c.1964. Resin bodyshell & GOM chassis with mabuchi motor. MRRC driver and full interior.
Vauxhall were still offering a fair range of cars using the HC bodysheel, considering there was a fair amount of overlap with both the Chevette & Cavalier. Vauxhall liked to mix & match monocoques & engines to give themselves a bigger range when they were only building 2-3 different bodyshells.
Compared to the ribbon dash & vinyl seated Viva E, the interior of the Magnum looks a lot more up to date & inviting.
Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto
Registration Number AJW 767 M (Birmingham)
HALDANE ALBUM
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John Haldane launched Haldane Developements Ltd. in Glasgow in 1988 to produce automobiles and kits. In 1993 Brian Harrison and Alisdair Scott took over production until 1994. From 1994 Pilgrim cars took over production, retaining the Haldane name but moved the facilities from Glasgow to Henfield in West Sussex. Production finally ended in 2008 after around 136 vehicles had been produced.
The first model was the HD100 a model based on the Austin Healey 100, with a fibreglass body mounted on a chassis developed in house. The four cylinder engine came from the Vauxhall Chevette. From 1993 a revised chassis was released to accommodate Ford engines. Around 100 examples were built between 1988-1994.
In 1991 a second model, the HD3000 complemented the range, modeled on the Austin Healey 3000 it otherwise corresponded with the HD100 around 36 were built by 2008
This Austin Healey replica was built by Haldane before the Scottish company ceased trading. The rights are now with Pilgrim who are planning to return the car to production.
Styled on similar lines as the classic Austin Healey the car has a composite (GRP) monocoque bodyshell, powered by a modern engine with Ford Sierra suspension and a robust backbone chassis and Geoscan designed suspension. It will be supplied either as a kit priced between £13,900 to £16,900 dependant upon specification or factory built for £18,000 for one with used components to £ 27,000 for a top specification factory built car with new components
Diolch am 81,601,290 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 81,601,290 amazing views, every one is greatly appreciated.
Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-072
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