View allAll Photos Tagged Bodyshell
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.
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.
2014 "Ford Mustang" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Marius Nakken (N)
Racing class: Auto-G DTC
Race number: 1
Race results in 2014 event:
Training (fri.): 18 (of 18)
Qualifying (sat.): 7 (of 19)
Heat 1 (sat): 4 (of 19)
Heat 2 (sun.): 3 (of 18)
Heat 3, final (sun.): 4 (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.
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.
Proud owner, designer and engineer Dave Eaton fields questions about his wonderful creation, the Icon 917. Starting with a bodyshell mould of David Piper's 917K-010, Dave and John Hartland have spent 8 years recreating this marvellous car that has always been intended to run on road and track. Fully IVA-compliant, it has a 3.6 flat-six engine with 280bhp and is only distinguishable from the original by small details necessary for it to run on the road. There is another car in the pipeline for collaborator John Hartland, and for more details see the comprehensive article in the July 2019 issue of Octane magazine.
The obligatory Default outfit photoset with Aqua.
I actually dont like her as a character, and mainly got the doll because the faceup was the first tolerable from volks in a while, and as a minor surprise bonus the new DD F3 V2.0 body.
All poses are done without supports, and none of the poses are anything new that I havent done before, even with a DD2.
The V2.0 is still mostly the same style F3 frame underneath, with its irritations in a tweaked bodyshell, and the only real improvement has come from the neck notch, which has been a known retrofit for previous bodies since the DD2.
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.
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
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
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.
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.
Looks who's back! Back on the road after a "rest" of more than 5 years after snapping the rear axle! I bought the car on February 6th1995 and drove it on the day of my 21st birthday! It got a brand new heritage bodyshell in 1998 which took 9th months to rebuild.
Bodyshell and separate underframe WSF from Shapeways, Bogie Grey resin from Form 2, underframe tanks PLA from Blaco printer, Bodyside grills HDA from Shapeways
The obligatory Default outfit photoset with Aqua.
I actually dont like her as a character, and mainly got the doll because the faceup was the first tolerable from volks in a while, and as a minor surprise bonus the new DD F3 V2.0 body.
All poses are done without supports, and none of the poses are anything new that I havent done before, even with a DD2.
The V2.0 is still mostly the same style F3 frame underneath, with its irritations in a tweaked bodyshell, and the only real improvement has come from the neck notch, which has been a known retrofit for previous bodies since the DD2.
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.
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.
Along with the Gremlin the Pacer was an attempt by American Motors to make a car to compete with the Ford Pinto, Chevrolet Vega & the increasing number of imports to the USA when gas prices shot up in the early 1970s.
It was intended to use GM's rotary engines, which were cancelled late in development, so the design was reworked to use AMC's existing engines.
The bodyshell was oddly styled with lots of glass and the right hand door longer for easier passenger access.
It had faded into bangerdom in the decade after being dropped in 1980, but the use of one Wayne's World helped make them a kitsch thing to own.
Update:
Thanks to the Glass's Index of Suffix Marks I've been able to find the registrations.
Swindon registration KHR650P is listed as white Rambler Unknown 4200cc, which only lasted until 1 November 1983
Legends car racing is a style of race car sanctioned by INEX. Designed primarily to promote exciting racing and to keep costs down, the specifications are closely regulated to keep the cars similar. The bodyshells are 5/8-scale replicas of American sedans and coupess from the 1930s and 1940s, powered by a Yamaha 1200cc motorcycle engine. Total price cannot exceed $12,995. Some of these cars are driven by racers who are still to young to attain a driver's license for the street.
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.
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
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...
My 1962 Ashley Sportiva, built with an Ashley Laminates "Sportiva" bodyshell and Ford Prefect modified mechanics.
If you know where this car is now please contact me at ashley.sportiva@yahoo.com.au or leave a comment.
To get the complete story goto www.ashleysportiva.weebly.com my story and much, much more.
The Dolomite 1300 replaced the Toledo as the basic model in the range. The body was identical except for the lengthened body giving the larger boot of the original Dolomites. The 1300 retained the single square headlamps of the Toledo however there was no two-door option as there had been for the Toledo and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included a reclining front seats, cigar lighter, fasten seat belt warning light, driver's door mirror, twin reversing lights and a dipping rear view mirror. There was no overdrive or automatic transmission option with the 1300.
1979 MGB
The MGB is a two-door sports car manufactured and marketed by the British Motor Corporation (BMC), later British Leyland, as a four-cylinder, soft-top roadster from 1962 until 1980. Its details were first published on 19 September 1962.[3] Variants include the MGB GT three-door 2+2 coupé (1965–1980), the six-cylinder roadster and coupé MGC (1967–1969), and the eight-cylinder 2+2 coupé, the MGB GT V8 (1973–1976).
Replacing the MGA in 1962, production of the MGB and its variants continued until 1980. Sales for the MGB, MGC and MGB GT V8 combined totaled 523,836 cars. The MGB bodyshell was reprised in modified form with a limited run of 2,000 MG RV8 roadsters (1993–1995).
1/32 resin slot car Frazer-Nash Sebring Le Mans 1957. Driven by Peter Jopp & Dickie Stoop (DNF). GMC Slot kit with PCS32 chassis and PSR wheel/tyres/inserts.
Or is it a Testarotta. even a Testa-Rat-a. But I may be disrespecting the guy of course, built form a bodyshell and lots of boxes of bits imported from America
New Year's Day 2019 Brooklands gathering - Post 1986 Sports and Supercars Parking
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
1/32 resin slot car Citroen DS 19 Monte Carlo rally 1962 driven to 107th place by Pierre Maurel & Claude Courbe. A2M resin bodyshell, PCS32 chassis and ali rims with resin inserts.
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.
W111
Chassis n° 111 027 12 002 266
- Mercedes-Benz's flagship model
- Matching numbers (Chassis, Engine and Gearbox)
- Only two owners and 71,800 kilometres from new
- Unrestored and outstandingly original
- Fully documented from new; all invoices available
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 260.000 - 280.000
Sold for € 258.750
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
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 the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 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.
The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.
According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.
A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.
Ford Anglia body shell in the sales corral, it did find a new owner...
I took a trek up the highway to Red Deer for their annual Automotive Flea Market... Not nearly as big as anything in the eastern part of the continent (I so miss times spent at the Barrie Auto Flea Market *sigh*), but still a fun day...
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.
In Denmark the ADO16 bore the Morris Marina name. The MG models were sold as the MG Sports Sedan there, as it was in North America from 1962, and was available with a two-door bodyshell that would not be available in the UK until 1968.
Slot car Porsche 911 RS 1974 East African Safari Rally driven by Björn Waldegård & Hans Thorszelius. MRRC body-shell, MRRC Sebring chassis & slimline motor, ali rims & resin inserts.
1/32 slot car renault Dauphine Gordini c.1962 track car. A2M resin bodyshell and modified Scalextric chassis with a Mabuchi motor.
Plenty of patronage for sister Class 313s 313055 & 313054 as they roll into Harringay with the 11.13 Hertford North to London Kings Cross on August 1st 2015. Using the same design of bodyshell the 313s were the genesis for the 507s that followed them from BREL York in 1978.
The build to this design which encompassed the Class 313/314/315/507 & 508s eventually totalled 755 individual cars and kept the production line at York Works busy until 1982.
At many times in their history Triumph offered a large number of variations on a small number of basic designs.
Here the Herald formed the basis of the Vitesse, and the 2000 & 2.5 used the same bodyshell.
All the registrations are Coventry issues.
No trace of LDU465F from August 1967.
PKV556H was actually a Triumph 2000, 1992cc last taxed on 1 March 1985.
No trace of PKV537H which like the above an issue of August 1969.
MWK669G was a Triumph Vitesse 1998cc last taxed on 1 January 1994. The registration was an issue of August 1968.
Peugeot 205 'Look' 1.0 L. After the 1.0L engine gave up, I got MMC to fit a secondhand 1360cc unit from a Citroen AX GT. I fitted the genuine Peugeot wheel arch extensions and side mouldings, despite being told by Morrison Motors that it could not be done to a non GTi bodyshell. Brian sourced the front and rear valances, the Devil exhaust and secondhand alloys. I refurbished the alloys and Brian fitted the Renault Clio rear wiper arm.