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Porsche (996) GT3 (1997-05) Engine 3600cc H6 335bhp
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 996 was introduced in 1997 for the 1998 model year, replacing the Porsche 993, designed by Pinky Lai under chief designer Harm Lagaay, with an all new body and interior The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.
The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296bhp. Initially
The 996 platform was used as the basis for two lightweight GT variants called GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped for weight saving. The GT3 used the bodyshell of the four-wheel-drive Carrera 4, which incorporated additional front-end stiffening, it also featured stiffer suspension and upgraded brakes. Introduced in 1999 it featured a naturally aspirated 3.6-litre flat-six engine generating a maximum power output 355bhp
996.2
The early 996 had the same front end as the entry-level Boxster, but customer resistance led to a redesigned headlight in 2002 unique to the 996 thus separating the appearance of the two models engine capacity was also increased to 3.6 litres increasing the output of the naturally aspirated gars by 15bhp and the Targa model was added to the model range
The 996 Carrera was superceeded by the 997 for the 2005 model year, though the 996 versions of the Turbo S, GT2 and GT3 models continued into 2005 and 2006 The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6 L engine from the MK.I, now rated at 375bhp
Diolch am 78,260,639 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,260,639 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1378
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.
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.
The world may consider the Volkswagen Golf GTi as the worlds most influential Hot Hatchback, but it wasn't the first. That distinction went to the Chrysler Sunbeam. A Talbot bodyshell powered by 155 of Chryslers finest Brake-Horsepowers, producing an astonishing top speed of 125mph and a 0-60mph of 8.3 seconds.
It truly was the first of the many practical but powerful cars that would come to shape motoring in the 1980's, killing off the traditional sports car and giving new meaning to the anarchistic times just around the corner. More often than not you'd find Hot Hatchbacks in the hands of hoodlums who would use them for Ram-Raiding Supermarkets and generally causing mischief. So much so that eventually insurance rates on cars such as these were forced higher so as to deter youths from buying them.
Took a different road into the neighborhood today...somebody's got a new Summer project
Correct me please but I am going to say that is a '73 Javelin
1/32 slot car March 721x c.1972 Monaco grand prix. Driven by Ronnie Peterson. PP resin bodyshell and nickel chassis.
Coachwork by Heuliez
Renault 25 Phase 1 converted into Phase 2
Estimated : € 8.000 - 12.000
Sold for € 20.468
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Rare armoured version
- Particularly luxurious finish and equipment
- Used by Raymond Lévy, CEO of Renault
Keen to add a luxurious, extended-wheelbase version of the 25 to its range, Renault turned to the coachbuilder Heuliez, based in Cerizay, which had experience of working on models for other manufacturers. The version produced by Heuliez, which was lengthened by 23cm from the B-pillar back, was presented at the 1984 Paris Motor Show as the Renault 25 Limousine. Entirely built by Heuliez, some 830 Limousines were produced, making it a rare model.
The Limousine presented here is even more exceptional, as it is an armoured version with a reinforced bodyshell and special glazing, used in period by Raymond Lévy, Renault’s CEO. It should be noted that the vehicle registration document does not mention the armouring and that there has been no change to the gross vehicle weight rating.As well as having additional space and a small folding seat fitted as an extension to the centre console and facing the rear passengers, it features all the refinements specific to this very up-market model: separate rear seats in quilted leather, footrests, special lighting, wide armrests and special storage compartments ...
Externally, it is a phase 1 model which has been converted into a phase 2 version by replacing the front of the car; the Heuliez logo appears on the wide central pillar and the front bumper is fitted with two small flag holders, but the wheels (apparently from a Safrane) aren’t consistent with the original model. Its history file includes a note from the communications department, allocating the car in October 1995 to the Heritage department, although at the time it was still in the management car pool. We know that in June 1993 it had covered 45,151km. The odometer was reset to zero when the car was partially restored, and it still has its original registration document from 26 September 1985 in the name of ‘RNUR’ (the state-owned holding company for Renault) as well as its original registration number 7704 NK 92.
In decent condition and needing a service before being driven again, this very special Renault 25 will certainly appeal to lovers of rare and original models.
Registered as a TX Tripper suggesting it once wore a Tripper bodyshell and has subsequently been re-bodied. Badged as a Caterham Super 7.
1599cc and based on a 1972 donor vehicle.
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/ ).
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
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.
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.
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.
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)
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 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 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.
Frazer-Nash Sebring 1955 Le Mans. Driven by Marcel Becquart & Dickie Stoop to 10th place. Modified AA resin bodyshell and PCS32 chassis.
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
1/32 resin slot car Porsche 356A Outlaw c.1959 track car in bespoke livery. George Turner resin body and chassis.
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 slot car Vauxhall Viva c.1965 track car in Broadspeed livery. Modified Airfix bodyshell and modified Scalextric chassis.
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.
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.
A custom-built traditionalist hot rod/rat rod built on a chassis belonging to a 1947 Wolseley, registration “JKN 700”. 1928-’31 Ford Model A bodyshell. 1956 Chevy 3100 and ‘80s Dodge Ram also in-pic. Seen at the annual ‘Race The Waves’ hot rod racing event opening/registration/scrutineering pre-race gathering on Church Green, Old Town, Bridlington, Yorkshire, UK, 13/06/25.
1/32 slot car Vauxhall Viva c.1965 track car in Broadspeed livery. Modified Airfix bodyshell and modified Scalextric chassis.
1/32 resin slot cars Lancia LC1 Team Le Mans 1982. Hunaudieres Models Resin body kits and PCS32 chassis.
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 MGB Roadster c.1967 road car. Airfix bodyshell and modified Scalextric chassis with a Mabuchi motor.
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 Ferrari Dino 246GT Le Mans c.1972 driven by J.Laffeach and G.Doncieux. Resin bodyshell and GOM chassis, MRRC wheels & tyres.
Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The success of the MX-5 had given Rover confidence that the market for 2 seater roadsters had re-emerged, and the decision was taken in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8.
The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers.
A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. In the UK, 330 RV8s were sold initially. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000 and 2010.
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 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and chassis.
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).
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.
Austin Allegro (Ser.1) 1100DL (1973-76) 1098cc S4 Tr.
Registration Number LVD 620 P (Luton)
www.flickr.com/photos/45676495@N05/albums/72157623759808208/
The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982
Diolch am 79,668,287 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 79,668,287 amazing views, every one is greatly appreciated.
Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-499