View allAll Photos Tagged Bodyshell
1/32 resin slot car Triumph Stag hard top BRSCC c.1977 in BP livery. PSR bodyshell, PCS32 chassis and front steering unit by Chase Slot Cars.
1/32 slot car Datsun 2000GT Fairlady c.1969 Monte Carlo rally. Driven by Risto Virtapuro & Charles Lindholm. ARii bodyshell and MRRC chassis with slimline motor.
1/32 resin slot car Mercedes Benz 300SL 1952 Le Mans. Driven by Kark Kling and Hans Klenk (DNF electrical problem). Resin bodyshell with MRRC Sebring chassis and slimline motor.
1/32 resn slot car Ford Cortina mk3 2.5 litre V6 in BTCC Motorcraft livery c.1975. Modified PSR resin bodyshell with PCS32 chassis & resin inserts.
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.
1/32 resin slot car MG Magnette ZB c.1958 in BSCC racing livery. PSR resin bodyshell, full depth interior & modified full length MRRC driver. MRRC Sebring chassis and slimline motor. A2M ali rims with 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).
An early Volkswagen Sharan - P713 JKE - utilising the same bodyshell as the Ford Galaxy is seen here in September 2020. New on 13th January 1997 and a rare survivor, at it's last MOT in September 2020 it had travelled 212,000 miles and looked pretty clean for that high mileage.
The red & silver 'Warbonnet' livery has long been recognised as a classic. Unfortunately, the red has a tendency to weather to a heavily-mottled, bleached pink. Initially, I tried to replicate this by spraying IPA onto the surface after it had been coated with Testors 'Dullcote'. The paint did 'bloom' as expected, but did not look right. In the end, I painted the pink by hand and then softened it with the usual washes. The dark 'sooty' areas were enhanced with weathering powders. The brief for this project was to make it look pretty care-worn. There are plenty of examples on the internet of locomotives in this livery that look, at least superficially, very neglected. As a result, I wasn't short of source material.
This photograph, unfortunately, shows the problem with acetyl plastic handrails - they distort VERY easily. I absolutely LOATHE them. The reason for their use, given by one manufacturer, is that they are less vulnerable than metal and their flexibility enables them to withstand rougher treatment. THIS IS COMPLETE AND UTTER B****KS. You only have to look at the damn things and they distort before your very eyes. Once they have distorted - that's it. They easily break, and to try and remove them for weathering or even remove the body-shell, without causing damage, is nigh on impossible. There is absolutely no reason why they can't have rigid plastic stanchions clipping onto metal handrails. I believe MTH have done it with some of their models, and Athearn has done it with their U50. I really think this is an issue the NMRA should be taking up with manufacturers, together with making shell removal easier in general. Some models nowadays are so highly detailed that damage during bodyshell removal is almost inevitable.
The 204E Mark 2 Consul and Zephyr had a common central bodyshell. It was in production from 1956 to 1962.
The Travelling Post Office trains ceased as long ago as January 2004.
The vehicles were based on the Mark 1 bodyshell and had the TOPS code of NS. In this case supplemented by "A" to signify an air braked only vehicle dating from around 1977.
The Australian Morris 1100 and its 1275 cc counterpart, the Morris 11S were replaced in mid-1969 by the Morris 1500 as expensive reworking of the A-series engine would have been required for tightening exhaust emissions. The car was effectively a hybrid car developed (in the UK) specifically for the Australian market, and using a lightly-modified MkII ADO16 bodyshell but with the 1500cc E-series engine of the Austin Maxi. Interestingly, the automatic version of this car retained the 1275cc A-series engine, as was thus known as the Morris 1300.
Auf diesem Transporterfahrgestell wurde gezeigt, welche Aufbauten möglich sind, vom Rettungswagen über den klassischen Transporter hin zum Wohnmobil. Die fehlenden Seitenverkleidungen erlauben einen guten Einblick und Rückschlüsse auf die Konstruktionsweise.
This uses the Airfix bodyshell and is mounted on a Penelope pitlane chassis. I've built the car for the 2013 Sprite proxy race.
1/32 resin slot car Nardi Bisiluro Le Mans 1955. Driven by Mario Damonte and Roger Crovetto. Resin bodyshell with PP nickel clubman chassis.
1/32 slot car March 721x c.1972 Monaco grand prix. Driven by Ronnie Peterson. PP resin bodyshell and nickel chassis.
Early style Alexander body as fitted to Glasgow LA1. The main bodyshell here was still incomplete and still has to undergo roof profiling. There were options for three alternative front panels.
Brightening up a gloomy day... 2Q08 from Derby RTC to Three Bridges. Purpose built track assessment DMU based on the Class 150/1 body-shell
My original idea was to keep the standard bodyshell, but Arthur Wolstenholme said that I should change the body shape, as being fibreglass, it was fairly easy to do.
My initial reaction was to dismiss this idea, but then it began to dawn on me, well, perhaps I could, and in any case, the Elite does not look good from all angles. So, I started to come up with ideas.
Above is a copy of my initial idea of how to improve the appearance of the Elite. Basically, it is a Reliant Scimitar rear side.
Although, I liked the idea, using different shaped glass and chrome profiles made me think twice.
Mike Taylor told me how much better car the Excel was over the Elite, then I bought Classic Car magazine, which had an article on the Lamborghini Urraco, and so one thing lead to another, and so on. (184)
1/32 slot car Datsun 2000GT Fairlady c.1969 Monte Carlo rally. Driven by Risto Virtapuro & Charles Lindholm. ARii bodyshell and MRRC chassis with slimline motor.
Coachwork by Henri Chapron
One of the last examples built
The Zoute Sale - Bonhams
Estimated : € 275.000 - 325.000
Unsold
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until relatively recently on top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron.
Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Citroën's own cabriolet were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. Technical developments proceeded in step with those of the saloon; thus in 1966 the convertible gained the DS21 engine and in 1969 the faired-in directional headlamps. DS convertible sales progressively declined as the years passed, and production finally ceased in 1971. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971.
Despite the demise of the factory-built soft-top, Henri Chapron continued to build his version in small numbers, on request, first on the DS21 chassis and then the DS23. These Chapron-built convertibles, coming after the end of the factory-built cars, are easily recognised by their sills with a single jacking point, production saloon taillights and the coachbuilder's chromium-plated signature on the lower side of the front wings.
The five-speed example offered here is one of the last convertibles built by Henri Chapron. Its basis is the DS21 with the electronic fuel-injection engine, the final variation of this model, which revived the title 'Queen of the Road' enjoyed by the former 15/6 Traction. This exclusive car is one of only four convertibles constructed on the DS21 platform and equipped with electronic fuel injection. The lower part of the dashboard is trompe l'oeil painted, imitating varnished walnut. The coachbuilder's logo is on the boot and the name is on the front wings. There are two rear fog lights. The vendor advises us that the tyres are new.
The beautiful Citroën convertible offered here was purchased by the current owner in 2003 from a coachbuilder in the Champagne area; it was completely original and ripe for restoration. The restoration began in 2008 and was finished in 2015 when the car was issued with a Contrôle Technique. In the course of the rebuild the mechanicals and hydropneumatic suspension were overhauled using many new-old-stock parts; the interior re-trimmed; and the body repainted (in 2015). The car has covered only some 7,500 kilometres since the restoration's completion eight years ago. The accompanying file contains copies of Chapron's documents dating from 1973; a French Carte Grise; and numerous invoices relating to its restoration.
This extremely rare Chapron convertible - comprehensively restored including coachwork, engine and interior - is worthy of the closest inspection.
This Stingray was built for this years Bordeaux Vintage slot meeting. The theme was 1966 +67 Le Mans. This was my build using a Revell bodyshell which I modified like the real car.
Based on the Mini City bodyshell,the car was fitted with an MG Metro Turo engine,a full body styling kit,revised suspension and new interior.The result was a modern equivalent of the much-loved 1960's Mini Cooper S.
1/32 resin slot car Mercedes Benz 300SL 1952 Le Mans. Driven by Hermann Lang and Fritz Riess (winner). Resin bodyshell with MRRC Sebring chassis and slimline motor.
1/32 resin slot car Renault Dauphine 1958 Monte Carlo rally winner. Driven to 1st place by Guy Monraisse & Jacques Feret. Resin bodyshell with PCS32 chassis, 14" PSR ali rims and 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
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.
92 028 works 1M16, a diverted Up Caledonian Sleeper south through Huntingdon, 136 minutes late.
She was built by Brush, with the bodyshell supplied pre-painted by Procor, Horbury. She entered service in March 1995.
TOPS info:-
92028 GBSL WN K M E AA.
The stock was, for those interested:-
15008
15108
15212
15336
15325
15319
15339
15335
15003
15102
15207
15302
15338
15329
15311
15204
1/32 resin slot car Alfa Romeo Giulietta Sprint Veloce Spider c.1960 race car. Resin bodyshell, MRRC Sebring chassis, ali rims and slimline motor.
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.
GB Railfreight's class 69 diesel locomotive 69 003 'The Railway Observer' coupled to class 66 diesel locomotive 66 721 'Harry Beck' in its distinctive all-over London Underground map decals make for an interesting sight shortly after their arrival at the eastern end of platform 3 at Clapham Junction on the superb late morning of Tuesday 18th March 2025 with both locomotives operating the 0Y48 light locomotive movement from Eastleigh East Yard to Hoo Junction Up Yard in North Kent. Although both the class 66 and class 69 differ in terms of their design, their country of build and external appearance the only thing these locomotives have in common is that they are both fitted with the iconic and powerful General Motors EMD 710 diesel engine inside their bodyshells.
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.
Doncaster Railway Station South Yorkshire Virgin East Coast Japanese Hitachi Azuma Train passing the EMPTY factory where Sir Nigel Gresley used to build the finest BRITISH Steam Trains in the world. Virgin Trains should be ashamed at buying Foreign Trains.
VTEC plans to take delivery of its first four Azumas from Hitachi in 2018. The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom based on the Hitachi A-train design. They have been built by Hitachi. These trains are being assembled at the Hitachi Newton Aycliffe facility from bodyshells shipped from the Kasado plant in Japan; NO body construction takes place in the UK.
A Trainspotting Nightmare these Japanese trains have NO NUMBERS. To add insult to injury they have Japanese writing. Shame on VTEC
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
After Jaguar acquired Daimler (1960) they decided to fit Daimler's revered 2.5 litre V8 engine into the Jaguar MkII bodyshell. In doing so they produced one of the most desirable saloons of the 1960s, and in its seven year production run almost 18,000 were sold (an average of nearly 50 a week). Early models were badged as the 2.5 litre, with later cars (1967+) called the V8-250. Personally, I think this is one of the best looking British saloons of all time.
GERMANY: The first two TW3000 high-floor light rail vehicles entered passenger service on Route 7 in Hannover on March 15th 2015.
The two-section bidirectional air-conditioned articulated vehicles are 25 m long and 2 650 mm wide. They will replace the TW6000 cars, which are 30 years old. They will initially operate on Route 7 and then on Route 3 .These are cross city stadtbahn (tram) routes with a tunnelled section with stations in the city centre.
City transport operator Üstra placed an initial order for 50 LRVs from a consortium led by Vossloh Kiepe and including Alstom Transport in 2011. Around half of the €126m cost was funded from Land transport agency LNVG.
The contract includes an option for 96 LRVs, and Üstra ordered a further 50 in 2013 for €90m.
Vossloh Kiepe provided electrical equipment and Alstom has supplied specially designed compact bogies. The bodyshells were built in Salzgitter by Bozankaya, with other components coming from Düsseldorf. Final assembly was undertaken by HeiterBlick in Leipzig.
The first TW3000 LRV was presented to the public in March 2014; however, entry into service was delayed because of weld defects.
1/32 resin slot car Porsche 356 Speedster. Winner of the 1957 Liege-Rome-Liege rally. Driven by Claude Storez & Robert Buchet. Resin bodyshell and PCS32 chassis.
1/32 resin slot car Morris Oxford MkIII 1955 Monte Carlo rally driven by Edwin Lambert & Norman Millican to 263rd place. PSR modified resin bodyshell, PCS32 chassis and aluminium rims with resin inserts.
This is the third of the four Champions at the collection. the bodyshell is interesting in it's construction and design. The symmetrical design meant that the whole body could be made fron five pressings..
The infamous ZT 260 with the 4.6-litre V8 engine from the Ford Mustang and rear-wheel drive, but the same bodyshell as the standard FWD ZT as MG Rover supposedly spent so much money on re-engineering the floorpan to fit this drivetrain that there wasn't enough left for a new body.
The body shell already has a cavity in the license plate light; part of the molding process.
All that was needed to illuminate the license plate was to drill a hole and mount a 0805 size SMD LED.
Later we painted the inside and outside black, which got rid of the stray light shining through the plastic.