View allAll Photos Tagged Bodyshell
1/32 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and 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.
This is Network Rail's track recording DMU unit. It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters It was originally classified as a Class 180, but was reclassified into the departmental series. As part of the privatisation of British Rail, it passed to Railtrack in 1994 and then Network Rail in 2002
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.
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...
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
1/32 resin slot car 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.
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 "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.
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
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 1.
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.
Sport - a 2-seat Zagato rebody of Coupe with aluminium bodyshell and 1216 cc engine.
Sport 1.3 - An updated Sport with 1298 cc (818.302) engine producing 87 hp (65 kW) at 6000 rpm. Early versions still have all aluminium bodyshells (700 were produced with both 1216 cc & 1298 cc engines), but later ones were fitted with steel bodyshells with an aluminium bonnet and doors.
Sport 1.3s - An updated Sport 1.3 with 1298 cc (818.303) engine producing 92 hp (69 kW) at 6000 rpm. These Sports were normally fitted with brake servos.
Sport 1.3s 2nd series - An updated Sport 1.3 with 5 speed gearbox. Very early versions of these Series 2 cars were fitted with Series 1 'type' bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all steel bodyshells and no spare wheel hatch, and larger rear lights.
Sport 1600 - An updated Sport with 1584 cc engine producing 115 hp (86 kW). This version had electric front windows and was the fastest production Fulvia produced, with a top speed of 118 mph (190 km/h).
The Fulvia saloon was updated for 1969 with a 20 mm (0.8 in) longer wheelbase, new styling, and an updated interior. The Fulvia Coupe and Sport were updated in mechanics and styling in 1970.
RDB975874, also known as LEV 1 was the first of five prototype four-wheel vehicles developed jointly by British Leyland and the British Rail Research Division. These consisted of double-ended Leyland National bus bodyshells (chosen for their strength and cost-effective manufacturing) mounted on top of simple 2-axled railway chassis, which were a derivative of those used on the High Speed Freight Vehicle (HSFV.). LEV 1 was initially constructed as an unpowered trailer and used for testing on the West Coast Mainline at speeds of up to 100 miles per hour. In 1979, it was converted to a self-propelled vehicle using a Leyland 510 diesel engine and was then tested at Old Dalby Test Track. In January 1980, it was shipped to the US and was tested on the Northeast Corridor between Boston and Attleboro and the Boston and Maine Railroad between Lowell and Concord. After returning to the UK, it was then tested in passenger service, primarily in East Anglia. It carried its last passengers in July 1983 and was withdrawn in 1987, when it was given to the National Railway Museum. In 2004, it moved to North Norfolk Railway and was restored, returning to passenger service in 2010. In 2012, it was moved to Wensleydale Railway via Locomotion Museum, Shildon where it stayed until 2024, before moving back to Shildon..
collection.sciencemuseumgroup.org.uk/objects/co205881/exp...
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.
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
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.
So I've managed to manoeuvre halfway through the chicane. The exit around the gate and the bollard again requires full steering lock (which isn't very much: the turning circle is 11 metres) and dropping the outside front wheel onto the flowerbed, while trying not to scrape the bodyshell on either the bollard or the wall.
Original IMAG0632
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.
Copyright - Modern Railways
Administrator Jack Sullivan inspecting the completed bodyshell at Leyland's Workington factory (circa August 1981)
Frazer-Nash Sebring 1955 Le Mans. Driven by Marcel Becquart & Dickie Stoop to 10th place. Modified AA resin bodyshell and PCS32 chassis.
Jaguar Heritage Trust Collection - Gaydon 2017
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.
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.
Registration mark: K123 EYL
Chassis number: SAJDWATL3AA201629
1/32 resin slot car Morris Marina 1.8 TC in Castrol British Saloon Car Championship livery c.1971. Modified PSR resin body with PCS32 chassis.
Techno Classica Essen 2018 - It was born as an Auto-Union 1000 SP and received a body made by Devin Enterprises. It appears to be the SS bodyshell. Devins were sold as completed cars and you could also obtain kits.
1/32 resin slot car Ferrari 158 Monza Italian grand Prix 1964. Driven to 1st place by John Surtees. PP resin body and nickel chassis (from www.pendleslotracing.co.uk/ ). Additional rear suspension arms and driver legs.
1/32 slot car Vauxhall Viva c.1965 track car in Broadspeed livery. Modified Airfix bodyshell and modified Scalextric chassis.
The Ventora was produced in FE form from 1972 until it was dropped from the FE series in 1976. It used the Victor bodyshell, but had the Bedford derived 3294 cc straight six engine from the larger Cresta models. The Ventora was distinguished from the Victor by its 'egg crate' radiator grille, quad square headlights and improved trim levels.
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.
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.
Taken 29/01/20: According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
The class 150/0 requires the sliding single leaf door to be spliced from a class 150/2 bodyshell into the model. Here the section to be inserted is shown next to the separated class 150/1 cab.
The interior of the shell has had some of the dark red paint applied to where the areas where the upper deck will join the lower deck etc. A close look will show two sides of the rear window frame have been cut off and fitted round the interior window frame to allow the interior to be fitted from below. Part of the moulding between the staircase and the last nearside lower widnow has been fitted to the bodyshell rather than the lower deck to create a locking point for the interior to clip into. Also evident is that the inner skin for the rear (and front) dome have been dispensed with to create flat ceiling, rather than a stepped one as per the kit / instructions. The upper deck window frames just need painted grey before the upper deck windows go in.
1/32 slot car MGB Roadster c.1967 road car. Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
Demonstration bodyshell of the then forthcoming Virgin 390 fleet. I remember wondering why the windows were so small, and how claustrophobic the interior might be......
1/32 slot car AC Shelby Cobra 289 mk2 c.1963 in SCCA livery. Revell bodyshell, MRRC chassis with in-line Mabuchi motor and full-depth cockpit.
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.
Available body styles include three-door coupé / hatchback and five-door hatchback, plus a saloon version in certain markets. The saloon version is manufactured in Argentina, where it is sold alongside the three-door version; it is exported from there to Brazil and Hungary as the C4 Pallas, and to Spain as the C4 Berline. A four-door saloon version is also built and sold in China as the Citroën C-Triomphe.
A seven-seater compact MPV version, the Grand C4 Picasso, was introduced in 2006, while a five-seater called the C4 Picasso was introduced in 2007.
A panel van based on the coupé bodyshell is available in some markets, including Ireland.
Estimated : € 30.000 - 40.000
Sold for € 48.160
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Genuine Laguna BTCC
- Car probably driven by Alain Menu, 1994 BTCC runner-up
- Kept as if it had just finished its last race
Seeing racing as an excellent promotional tool, Michel Gigou, head of Renault’s UK subsidiary, decided to enter the Laguna in the British Touring Car Championship (BTCC), as soon as the model came out in 1994. Straightaway, it proved faster than the Renault 19 that preceded it and scored several victories in the hands of Tim Harvey and, especially, Alain Menu, who finished second in the championship. The following year, Renault joined forces with Williams and won the Manufacturers’ title, ahead of Vauxhall, Volvo and Ford. A success reaffirmed in 1997, with both the Manufacturers’ and Drivers’ titles (the latter for Alain Menu), thus confirming the qualities of the Laguna BTCC.
The car in the auction today is a genuine Laguna from the 1994 season. It is probably the car used by Alain Menu, whose name appears on the rear windows and which had the racing number 10 that season. Furthermore, that year Menu won two races, tallying with the two small laurel wreath stickers on the right front door. Still fitted with its period running gear, the car is well preserved and appears quite complete, with the exception of the engine and gearbox assembly. It has the Matter bodyshell number 430.
This historic racing car is sure to appeal to those who enthusiastically followed the BTCC races, whose fame extended well beyond the UK borders. Its racing successes also made a major contribution to the sales across the Channel of this comfortable saloon, which could turn into a star on track.
2014 "Dodge Challenger SRT" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: John Nielsen (DK)
Racing class: Auto-G DTC
Race number: 61
Race results in 2014 event:
Training (fri.): 3 (of 18)
Qualifying (sat.): 5 (of 19)
Heat 1 (sat): 3 (of 19)
Heat 2 (sun.): 4 (of 18)
Heat 3, final (sun.): 3 (of 18)
Photo taken after heat 1.
DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.
Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"
After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.
Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.
Most drivers are danish, but there's always a few norwegians in the pack as well.
The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.
At the end of each season, a driver's 3 worst results get discarded to get the final overall result.
The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.
There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)
DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.
1/32 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and chassis.
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.
This is a re-worked version of an image that I published several years ago. The Ulster Transport Authority pioneered the use of diesel railcars in the British Isles, replacing all its locomotive-hauled passenger trains with diesel multiple-units in the 1950s. The first units - some rebuilt from steam-hauled stock – featured bus-type diesel engines mounted below the floor and driving via mechanical gears. Whilst generally successful, NIR looked for a more robust solution for its second-generation units and adopted the above-floor engines and electric transmission that had proved successful on the Southern Region of British Railways. This fictional image suggests that, rather than develop its own design, NIR purchased examples of the BR Class 202. NIR did, in fact, turn to British Rail Engineering for its third generation DMUs, the Class 80 and 450, which utilised BR MK II and Mk II bodyshells respectively (10-Aug-23).
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