Chassis n° RE 40-00

Alain Prost

Estimated : € 300.000 - 500.000

Sold for € 361.200

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Alain Prost’s car at the 1983 United States Grand Prix at Long Beach

- Used almost exclusively by Alain Prost for private testing on the world’s greatest circuits

- One of the most accomplished Renault single-seaters of the period

The first Renault single-seater with a carbon fibre bodyshell, the RE 40 was a particularly accomplished design and enabled Renault to enjoy its best ever season! Alain Prost finished second in the 1983 World Championship, narrowly missing out on the title. This outstanding result was based on the expertise the French firm had built up in turbocharging, a technology of which it had an excellent command and which allowed it to obtain – depending on how the engine was set up – peak power of 650–750bhp from the twin-turbo V6, at more than 11,000rpm.

This car, one of the seven RE40s produced by Renault Sport, of which six have stayed with Renault Sport since they were built, made a major contribution to this success, as it was used extensively by Prost for testing throughout the first half of the season and also competed in the United States Grand Prix in March at Watkins Glen. Exceptionally, the car comes with its logbook from the period, in the form of a handwritten binder recording each time the car was taken out on track, with the settings used, the changes made and the drivers’ comments ... A document which is as precious as it is moving, where the notes made with a pen or pencil are in sharp contrast to the computer data that is the rule in Formula 1 today. It supplements the information in the excellent book Renault F1, Les années turbo (1991, Jean-Louis Moncet, Bernard Dudot, Jean Sage).

This car first took to the track on 20 January at Montlhéry for a short private session of some 40km. It was then sent to Rio de Janeiro in Brazil, for three days of private testing at the Jacarepaguá circuit on 25, 28 and 29 January, driven by Prost. His first comments were: “Seat not right, hot air in the cockpit, front spoiler touching the ground, good grip, gearbox oil temperature 88°, then 110°!!!” Over the first two days, Prost knocked the rough edges off the new car, and everything was reviewed. He did this over a series of short sets of laps, covering 57 laps in all, before testing the tyres on the third day, trying eight different combinations over 81 laps.

The car was then sent to Willow Springs in the US, for private testing on 23 March, ahead of the Long Beach Grand Prix scheduled for the 27th. On the 25th, it took part in the official tests and Prost commented: “The brakes are locking up at the front, the car is good in tight corners, but lacks traction.” Things were scarcely any better the second day and Prost set the seventh-fastest time, finishing eleventh on the day of the race, driving this very car.

In preparation for the Grand Prix de France, RE 40-00 made its way to the Paul Ricard track on 8/9 April for private testing. The engineers focused on the poor running of the engine, the electronics for which were possibly affected by interference from the carbon fibre used in the new bodyshell. Despite their efforts, Prost concluded on the first day: “No better. Undriveable.” Fortunately, things improved the next day and Prost carried out tests on the suspension and aerodynamics. The car then took part in the second day of testing for the Grand Prix de France with Eddie Cheever, but did not compete in the race itself. Driving another RE 40, Prost won the Grand Prix!

For RE 40-00, the private test sessions continued on 22/23 April at Spa-Francorchamps. Prost concentrated on the tyres, suspension and aerodynamics, while Cheever took over for a series of short sets of laps before rain set in at the end of the afternoon. On 3/4 May, the team was in Dijon to resume testing, with Prost trying different spoilers and side pods. In readiness for the British Grand Prix, to be held at Silverstone on 16 July, RE 40-00 headed to the circuit for testing from 21–23 June. Prost methodically fine-tuned the car’s set-up on the track, working on the aerodynamics as well as the suspension and tyres. At the end of three intense days, during which he covered 936km, he declared: “Performs well, no longer understeers, quick to respond, brakes marginal." His efforts were crowned with success, as he won the race driving another RE 40.

The final mission for RE 40-00 would be the two days it spent at Hockenheim on 28/29 June, ahead of the German Grand Prix, to be held on 7 August. Prost carried out the overall set-up of the car, with tests on the transmission, engine and aerodynamics.

At the conclusion of its official career, it had covered a total of 5,450km. Its contribution to Renault’s excellent results in 1983 is clear, making it an important car in the company’s history in Formula 1.

After joining the collection in January 1984, it was the subject of a cosmetic restoration and is presented in its original livery in Prost’s colours, with his racing number 15. The V6 is in situ at the rear but is incomplete, missing its cylinder heads, turbos and inlet components.

This car deserves a proper mechanical restoration so that it can take to the track again at historic events, where it is sure to fascinate spectators who can recall the success these yellow and black machines enjoyed.

1/32 slot car Triumph Vitesse 6 2000cc c.1967. Modified Airfix bodyshell & PCS32 chassis, ali' rims & resin inserts.

Sheer elegance personified. A 4.0 litre, V8 engine developing 469bhp wrapped in a sleek, classic coupe bodyshell and every option known to man available at a price. What's not to like? Only the price - from £106,230 on the road for the 'entry level' coupe, or add another £36,000 for the 612bhp AMG S63 Cabriolet version. Of course, you can always have one on Personal Contract Hire over 48 months for £1189pm.

1975 Alfa Romeo Giulia GTA 1300 Junior Stradale

US$225,000 - US$275,000 - No Sale

From the catalog:

Coachwork by Bertone

Chassis no. AR776050

1,750cc DOHC Twin-plug 4-Cylinder Engine

2 Twin-choke Weber Carburetors

Est 150 bhp at 6,200 rpm

5-Speed Manual Transmission

4-Wheel Hydraulic Disc Brakes

*Recent, comprehensive nut and bolt restoration performed

*Treasured in current enthusiast ownership for more than 3 decades

*Exceedingly rare and desirable 'Stradale' version of the legendary GTA

*Pampered example with excellent pedigree and original Bertone bodywork

*Offered with original rebuild engine and 'Centro Documentazione Alfa Romeo' certificate

THE ALFA ROMEO GTA

Introduced in 1966, the GTA (the 'A' stood for Alleggerita - lightened) was the official competition version of the Giulia Sprint GT and was produced in both road and race variants. The latter, as usual, was the responsibility of the factory's Autodelta competitions department, which had been founded in 1961 as an independent company by Carlo Chiti and Ludovico Chizzola, and subsequently absorbed by Alfa Romeo.

Visually almost indistinguishable from the road-going Sprint GT, the GTA differed by virtue of its aluminum body panels, Plexiglas side and rear windows, and lightened interior fittings and trim. As a result, the GTA tipped the scales at around 200 kilograms lighter than the stock steel-bodied car. Alfa's classic twin-cam 1,570cc four underwent extensive modification for the GTA, the angle between the valves being reduced from 90 to 80 degrees and the valve sizes substantially increased; there no longer being room between them for a central spark plug, a change was made to twin-plug ignition. In road trim the revised engine produced 115bhp, with up to 170 horsepower available in race tune.

The GTA made its racing debut on 20th March 1966 at Monza where Andrea de Adamich and Teodoro Zeccoli triumphed in the Jolly Club Four-Hour Race. From then on, the Autodelta-prepared GTAs enjoyed outstanding success, winning the European Touring Car Championship three years running from 1966-68. The Championship's 1,300cc class had long been the preserve of the Mini Cooper but that would all change in 1968 with the arrival of the GTA 1300 Junior, which for the next few years would enjoy dominance equal to that of the Mini in the early '60s. Unique to the model, the GTA 1300 Junior's engine combined the Giulia's 78mm bore with a 67.5mm-stroke crankshaft. Equipped with the GTA's twin-plug 'head and revving to more than 9,000rpm, this little gem of an engine produced 150bhp plus. A little over 400 GTA 1300 Juniors had been constructed when production ceased in 1975.

THE MOTORCAR OFFERED

Offered here is a stunning example of the Giulia GTA 1300 Junior in the rare 'Stradale' road-going configuration, benefitting from having been retained and cared-for by the consignor – a renowned life-long collector of spectacular European sports cars – for more than three decades. According to the Alfa Romeo's historical division 'Centro Documentazione Alfa Romeo' and the Alfa Romeo factory records, GTA s/n AR776050 was produced during the Spring of 1975 to be completed on April 14, 1975, and finished as it appears today in very appropriate and 'Biancospino' color with green script over a black interior.

Under the current, long-term ownership a bare metal restoration was carried out about a decade and a half ago, of which photos documents a very clean and original aluminum Bertone bodyshell, which then received a ground-up restoration. During this time a high-performance twin-plug 1,750cc engine was built by Alfa Romeo G production champion, John Anderson of Jon Norman Racing and fitted in the car, while the original engine was retained, rebuild, 'pickled', crated and is offered with the car today. Kept in an impressive collection while used occasionally and 'kept on the button' this GTA Junior Stradale today presents in beautifully restored condition throughout, with a clean and detailed undercarriage, engine compartment and interior. The car runs on appropriate Pirelli Centurato tires and is offered with books, tools, and a comprehensive restoration album. Although exercised on classic car rallies and shown at Concours d'Elegance events, the GTA Junior Stradale does not appear to have been raced or wrecked like so many of these delicate Italian sports cars, and a recent compression check proved very strong and consistent pressure across all four cylinders. Treasured in current enthusiast ownership for more than 3 decades, this exceedingly rare and desirable 'Stradale' version of the legendary GTA is a pampered example with excellent pedigree.

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It's Bonhams day!

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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.

2014 "Ford Mustang" in the paddocks of the 2014 CRAA classic race in Aarhus.

Driver: Henrik Ziegler (DK)

Racing class: Auto-G DTC

Race number: 666

Race results in 2014 event:

Training (fri.): 16 (of 18)

Qualifying (sat.): 19 (of 19)

Heat 1 (sat): 12 (of 19)

Heat 2 (sun.): 15 (of 18)

Heat 3, final (sun.): 16, RET (of 18)

Driver of "the beast" (car 666), Henrik Ziegler, lining up for a publicity photo shoot in front of his car for his sponsors Hertz rental.

Photo taken after heat 1.

DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.

Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"

After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.

Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.

Most drivers are danish, but there's always a few norwegians in the pack as well.

The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.

At the end of each season, a driver's 3 worst results get discarded to get the final overall result.

The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.

There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)

DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.

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

Le Mans Classic 2018

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.

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.

Registered as a TX Tripper suggesting it once wore a Tripper bodyshell and has subsequently been re-bodied. Badged as a Caterham Super 7.

1599cc and based on a 1972 donor vehicle.

1/32 resin slot car Lancia Stratos HF turbo Le Mans 1977. Driven by Christine Dacremont & Marianne Hoepfner DNF. Resin bodyshell, slot classic chassis, Le Mans Decals sheet (www.lemansdecals.com/tienda/es/ ).

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.

As with the preceding 404, Peugeot had Pininfarina design a two-door coupé and cabriolet variant which were first introduced at the Geneva Salon in March 1969. Aside from designing them, Pininfarina also built the bodyshells. The two-door 504s have a 190 mm (7.5 in) shorter wheelbase and also a wider rear track. The shells were built in Turin and then sent to Peugeot's Sochaux plant for assembly.

Mechanically, the 504 Coupé and Cabriolet were largely identical to the saloons, sharing the 1.8-liter four (upgraded to two litres for 1970) with no additional performance enhancements. Once the 604 arrived, however, the sportier 504s finally got an engine to match their looks: the 2.7-litre V6 PRV engine, producing 136 PS (100 kW) was fitted beginning in September 1974 and the four-cylinder variants discontinued. This was also time for a facelift (2nd series), with redesigned bumpers and interior, and with single, wide headlights replacing the initial twin units. The triple taillights were also changed for wider, single units. The V6 was not a strong seller in fuel crisis Europe, however, and the 2.0 was reintroduced in October 1977, by which time about 27,000 examples had been built by Pininfarina. The V6 Cabriolet was discontinued but the V6 Coupé gained a five-speed manual transmission and Bosch K-Jetronic fuel injection, with power increased to 144 PS (106 kW).

68153 is a Sentinel CE shunting engine built for the LNER, who classed it as Class Y1/2, in the late 1920s. It has spent the past few years being overhauled; these photos are of its bodyshell.

Copyright - Modern Railways

Administrator Jack Sullivan inspecting the completed bodyshell at Leyland's Workington factory (circa August 1981)

1/32 slot car March 721x c.1972 Monaco grand prix. Driven by Ronnie Peterson. PP resin bodyshell and nickel chassis.

Taken 23/10/19: have I mentioned it was foggy?

According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.

These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.

The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."

First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise

Chassis n° RE 60-01

Alain Prost

Estimated : € 200.000 - 300.000

Sold for € 228.760

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Single-seater from the fascinating turbo era

- Perfect history, owned by Renault from new

- Used until 2007 by Erik Comas

- Very interesting recommissioning project

At the end of the 1984 season, the Renault team was rather shaken, following disappointing results and the departures of Gérard Larrousse and then of Michel Têtu for Ligier. It left journalists asking questions, as Gérard Flocon did in L'Automobile Magazine: “Is this a dead end or, on the contrary, should we expect a fresh start?” The answer was given by Max Mangenot, CEO of Renault Sport: “After Kyalami [in 1983, when Prost lost the title to Piquet], we could simply have stopped. That would have been the easiest thing to do, but we chose not to, as we felt that Formula 1 remained an essential objective for Renault.” This was confirmed by Gérard Toth, who took over from Larrousse as the head of Renault Sport: “In 1985, we had to reach the highest level.”

Renault did not therefore throw in the towel, and in January 1985 it took the wraps off its new racing car, the RE 60, assigned to its two drivers, Patrick Tambay and Derek Warwick. With an attractive streamlined shape similar to the RE 50, it had differently placed radiators: these were no longer angled in relation to the ground, but in relation to the centreline of the car, allowing the hot air to escape at the sides without obstructing the flow of air over the rear spoiler. The suspension was completely reworked and, above all, the car had a new engine, the EF15, which Bernard Dudot, speaking of its ultimate version in 1986 (the EF15C), described as “the best of all the Renault F1 turbo engines”. In qualifying trim, the V6 could produce 1000bhp, but to begin with, the cars had to make do with the EF4B engine, an interim version which benefitted from many of the changes made to the EF15.

The 1985 season did not, however, live up to the expectations of the Renault-Elf team and its best results were two third-place finishes for Tambay: on 21 April at the Portuguese Grand Prix, in the rain, and on 9 May at Imola. In the other rounds, the team failed to deliver, whether in testing or in the race itself, the car suffering from inadequate performance and patchy reliability. It was all the more frustrating as the Lotus team, using the same Renault EF15 engine, achieved better results. Ayrton Senna claimed eight pole positions and two victories, in Portugal and Belgium, while his team-mate Elio De Angelis also won one race, at San Marino.

The consequences of these results would be felt well before the end of the year: on 27 August 1985, Georges Besse, Renault’s chairman, announced its withdrawal from competition in Formula 1. It was both a disappointment and a paradox: Renault, the pioneer in using turbocharged engines in F1, pulled out just as all the other teams had adopted the technology introduced by the French manufacturer.

Its sporting vocation nonetheless remained firmly rooted in Renault’s culture, and in 1986 it continued to supply its V6 turbo engines to Lotus, Ligier and Tyrrell, before returning in 1989 with another innovative engine, a naturally-aspirated V10. But that’s another story ...

RE 60-01B presented here is one of the eight RE 60s built by Renault Sport, all of which remained with the manufacturer, except for two bodyshells supplied to Henri Julien, the founder of AGS, who used them to produce two F1 single-seaters. The RE 60B first appeared at the French Grand Prix in July; it was 30kg lighter and featured various modifications, such as lower side pods, different front wheels, a new aero screen, a narrower rear engine cover, differently placed oil coolers and a new transmission.

This car was primarily used for development work, with numerous tests carried out by the team’s drivers, Tambay and Warwick.

Once its racing career was over, the RE 60-01B was delivered by Renault Sport at the end of 1985 to Renault's Public Relations department, and it has remained with the manufacturer ever since. It was used for demonstrations, with its last outing in 2007 during the World Series, driven by Erik Comas. Having suffered on this occasion from a failure of the V6 turbo, which has never been repaired, it has been immobilized since then and still has the same engine today. It is otherwise virtually complete mechanically and has all its ancillaries; it bears Patrick Tambay’s name and racing number 15 and sports the black and yellow colour scheme characteristic of Renault’s racing cars at the time. It would make a rare and valuable basis for a restoration enabling it to take part in historic demonstration events, where it would undoubtedly be one of the stars. Although it failed to reach the very highest level, it remains a racing car with an advanced design, an invaluable witness to one of the most fascinating chapters in the history of Formula 1.

The FD bodyshell managed to produce these two variations on the Victor theme.

The Ventura had the Cresta engine squeezed in along with a high trim level, while the VX 4/90 had a tuned up 1975cc engine.

No trace of XXD395H & WXE547H, which were both Luton registrations of September 1969.

1/32 slot car Pegaso Enasa Z102 Berlinetta c.1952. A2M resin bodyshell and PCS32 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 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.

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

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

Frazer-Nash Sebring 1955 Le Mans. Driven by Marcel Becquart & Dickie Stoop to 10th place. Modified AA resin bodyshell and PCS32 chassis.

1/32 resin slot car Porsche 356A Outlaw c.1959 track car in bespoke livery. George Turner resin body and chassis.

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.

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.

Wakefield Museum, Burton Street, Wakefield, West Yorkshire.

Charles Roberts & Co Ltd, Builders, Wakefield.

Maker's Plate, 1934.

Brush's Hudswell Clarke 0-4-0DH works shunter D1341 (11079) "Sprite" shunts 92044 "Couperin" into position to be hooked up to 60002 "Graham Farish 50th Anniversary 1970-2020".

A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".

The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.

This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.

This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.

Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.

GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.

60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.

1/32 slot car Bugatti Type 59-50B c.1939, car #3 Prescott International meeting, driver J.P. Wimille. PP resin bodyshell and nickel chassis.

F30-series Leopard bodyshell dropped onto the floorpan and running gear of a Group N racing Skyline R32.

1/32 resin slot cars Lancia LC1 Team Le Mans 1982. Hunaudieres Models Resin body kits and PCS32 chassis.

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.

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.

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/ ).

1/32 slot car Vauxhall Viva c.1965 track car in Broadspeed livery. Modified Airfix bodyshell and modified Scalextric chassis.

1/32 slot car MGB Roadster c.1967 road car. Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.

1/32 slot car Vauxhall Viva c.1965 track car in Broadspeed livery. Modified Airfix bodyshell and modified Scalextric chassis.

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.

Stored D1561, stripped of its bodyshell, cab and engine at Forrestfield Works.

The 5 locos in WAGR's D Class (D1561-1566) were built in 1971 by Clyde Engineering, Granville, NSW (2,000hp, Co-Co, 110tons, 90kmh).

20 more locos (DA1571-1577 and DB1581-1593) were built to similar designs until 1983.

Used on the narrow gauge lines throughout WA, many have been sold on to private operators or exported.

As at the end of 2021, only 3 are still with WAGR's new owner Aurizon.

Just one of the class has been scrapped so far - which happens to be this loco.

First build of the Class (Works No. 70-723), it was completed in February 1971 at Clyde Engineering's Granville, NSW works.

It was scrapped 23/09/2011 at Perth, WA (was stripped at Forrestfield and the hulk removed for scrapping at a local scrapdealers).

NB: Should have become D2351, but was stored instead as a source of spare parts.

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

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...

Restoration project, anyobody?....you've got a great 2.5 litre Air Cooled V8

Here's a couple pictures of my original 1970 Meyers Manx fiberglass Dune Buggy. The kit car was built using the Manx bodyshell coupled with the VW Volkswagen Beetle bug frame and 1500 engine.

CLICK HERE FOR MORE INFORMATION ABOUT THE MEYERS MANX

1/32 resin slot car Austin 1100. Modified A2M resin bodyshell and GOM chassis with Mabuchi motor.

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

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.

1975 Alfa Romeo Giulia GTA 1300 Junior Stradale

US$225,000 - US$275,000 - No Sale

From the catalog:

Coachwork by Bertone

Chassis no. AR776050

1,750cc DOHC Twin-plug 4-Cylinder Engine

2 Twin-choke Weber Carburetors

Est 150 bhp at 6,200 rpm

5-Speed Manual Transmission

4-Wheel Hydraulic Disc Brakes

*Recent, comprehensive nut and bolt restoration performed

*Treasured in current enthusiast ownership for more than 3 decades

*Exceedingly rare and desirable 'Stradale' version of the legendary GTA

*Pampered example with excellent pedigree and original Bertone bodywork

*Offered with original rebuild engine and 'Centro Documentazione Alfa Romeo' certificate

THE ALFA ROMEO GTA

Introduced in 1966, the GTA (the 'A' stood for Alleggerita - lightened) was the official competition version of the Giulia Sprint GT and was produced in both road and race variants. The latter, as usual, was the responsibility of the factory's Autodelta competitions department, which had been founded in 1961 as an independent company by Carlo Chiti and Ludovico Chizzola, and subsequently absorbed by Alfa Romeo.

Visually almost indistinguishable from the road-going Sprint GT, the GTA differed by virtue of its aluminum body panels, Plexiglas side and rear windows, and lightened interior fittings and trim. As a result, the GTA tipped the scales at around 200 kilograms lighter than the stock steel-bodied car. Alfa's classic twin-cam 1,570cc four underwent extensive modification for the GTA, the angle between the valves being reduced from 90 to 80 degrees and the valve sizes substantially increased; there no longer being room between them for a central spark plug, a change was made to twin-plug ignition. In road trim the revised engine produced 115bhp, with up to 170 horsepower available in race tune.

The GTA made its racing debut on 20th March 1966 at Monza where Andrea de Adamich and Teodoro Zeccoli triumphed in the Jolly Club Four-Hour Race. From then on, the Autodelta-prepared GTAs enjoyed outstanding success, winning the European Touring Car Championship three years running from 1966-68. The Championship's 1,300cc class had long been the preserve of the Mini Cooper but that would all change in 1968 with the arrival of the GTA 1300 Junior, which for the next few years would enjoy dominance equal to that of the Mini in the early '60s. Unique to the model, the GTA 1300 Junior's engine combined the Giulia's 78mm bore with a 67.5mm-stroke crankshaft. Equipped with the GTA's twin-plug 'head and revving to more than 9,000rpm, this little gem of an engine produced 150bhp plus. A little over 400 GTA 1300 Juniors had been constructed when production ceased in 1975.

THE MOTORCAR OFFERED

Offered here is a stunning example of the Giulia GTA 1300 Junior in the rare 'Stradale' road-going configuration, benefitting from having been retained and cared-for by the consignor – a renowned life-long collector of spectacular European sports cars – for more than three decades. According to the Alfa Romeo's historical division 'Centro Documentazione Alfa Romeo' and the Alfa Romeo factory records, GTA s/n AR776050 was produced during the Spring of 1975 to be completed on April 14, 1975, and finished as it appears today in very appropriate and 'Biancospino' color with green script over a black interior.

Under the current, long-term ownership a bare metal restoration was carried out about a decade and a half ago, of which photos documents a very clean and original aluminum Bertone bodyshell, which then received a ground-up restoration. During this time a high-performance twin-plug 1,750cc engine was built by Alfa Romeo G production champion, John Anderson of Jon Norman Racing and fitted in the car, while the original engine was retained, rebuild, 'pickled', crated and is offered with the car today. Kept in an impressive collection while used occasionally and 'kept on the button' this GTA Junior Stradale today presents in beautifully restored condition throughout, with a clean and detailed undercarriage, engine compartment and interior. The car runs on appropriate Pirelli Centurato tires and is offered with books, tools, and a comprehensive restoration album. Although exercised on classic car rallies and shown at Concours d'Elegance events, the GTA Junior Stradale does not appear to have been raced or wrecked like so many of these delicate Italian sports cars, and a recent compression check proved very strong and consistent pressure across all four cylinders. Treasured in current enthusiast ownership for more than 3 decades, this exceedingly rare and desirable 'Stradale' version of the legendary GTA is a pampered example with excellent pedigree.

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It's Bonhams day!

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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.