View allAll Photos Tagged Bodyshell
Frazer-Nash Sebring 1955 Le Mans. Driven by Marcel Becquart & Dickie Stoop to 10th place. Modified AA 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 slot car Ferrari Dino 246GT Le Mans c.1972 driven by J.Laffeach and G.Doncieux. Resin bodyshell and GOM chassis, MRRC wheels & tyres.
1/32 resin slot cars Lancia LC1 Team Le Mans 1982. Hunaudieres Models Resin body kits and PCS32 chassis.
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.
Taken 29/01/20: According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
The class 150/0 requires the sliding single leaf door to be spliced from a class 150/2 bodyshell into the model. Here the section to be inserted is shown next to the separated class 150/1 cab.
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 Ferrari Dino 246GT Le Mans c.1972 driven by J.Laffeach and G.Doncieux. Resin bodyshell and GOM chassis, MRRC wheels & tyres.
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.
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.
With future sales forecasts likely to remain low, Chrysler had planned on discontinuing the Imperial at the end of the 1973 model year. While image and appearance were an important part of luxury car appeal, without sales Chrysler could not afford to build an Imperial with a unique bodyshell.
A front-end design envisioned for the next Imperial penned by Chrysler/Imperial exterior studio senior stylist Chet Limbaugh came to the attention of Elwood Engel. It featured a "waterfall" grille with thin vertical chrome bars separated by a body-colored band running through the center, which started on top of the nose and flowed down.
To save money the 1974 model would use the same body panels as the Chrysler New Yorker except for the front end clip and trunk lid. This meant that for the first time as a separate marque, the Imperial would share the same wheelbase as a production Chrysler.
With the full effects of the 1973 oil crisis being solidly felt, a bad year for both the U.S. economy and its auto industry was in store for 1974 - cruel timing for Chrysler's 50th anniversary year. The "by Chrysler" script was removed from the car for 1974. The Imperial's electronic ignition system was a U.S. market first, as was the optional car alarm.
While total sales were down from 1973, Chrysler was pleased with the 14,483 Imperials produced, given the poor economy in 1974 and a retail price of $7,230 for the sedan.
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.
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.
1/32 slot car Ferrari 512 BB Le Mans c.1984 driven by R. Marazzi, M. Micangeli & D. Lacaud. Resin bodyshell and chassis.
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 Ford Falcon Sprint c.1964 in SCCA livery. Modified GTM resin kit with resin inserts.
1/32 resin slot car Morris Marina 1.8 TC in Castrol British Saloon Car Championship livery c.1971. Modified PSR resin body with PCS32 chassis.
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).
Estimated : € 30.000 - 40.000
Sold for € 48.160
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Genuine Laguna BTCC
- Car probably driven by Alain Menu, 1994 BTCC runner-up
- Kept as if it had just finished its last race
Seeing racing as an excellent promotional tool, Michel Gigou, head of Renault’s UK subsidiary, decided to enter the Laguna in the British Touring Car Championship (BTCC), as soon as the model came out in 1994. Straightaway, it proved faster than the Renault 19 that preceded it and scored several victories in the hands of Tim Harvey and, especially, Alain Menu, who finished second in the championship. The following year, Renault joined forces with Williams and won the Manufacturers’ title, ahead of Vauxhall, Volvo and Ford. A success reaffirmed in 1997, with both the Manufacturers’ and Drivers’ titles (the latter for Alain Menu), thus confirming the qualities of the Laguna BTCC.
The car in the auction today is a genuine Laguna from the 1994 season. It is probably the car used by Alain Menu, whose name appears on the rear windows and which had the racing number 10 that season. Furthermore, that year Menu won two races, tallying with the two small laurel wreath stickers on the right front door. Still fitted with its period running gear, the car is well preserved and appears quite complete, with the exception of the engine and gearbox assembly. It has the Matter bodyshell number 430.
This historic racing car is sure to appeal to those who enthusiastically followed the BTCC races, whose fame extended well beyond the UK borders. Its racing successes also made a major contribution to the sales across the Channel of this comfortable saloon, which could turn into a star on track.
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
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
1/32 resin Triumph Spitfire Mk2 c.1965 in SCCA livery. Modified PSR resin bodyshell with PCS32 chassis.
92037 "Sullivan" glides past Elmsfield with 4M63 Mossend-Hams Hall as per usual the 12x45ft boxes mounted on the rear of the train.
Procor UK who built the class 60 and 92 bodyshells must of used a quality two pack paint as many of the loco's now 18+years old still retain as built paintwork.
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
Demonstration bodyshell of the then forthcoming Virgin 390 fleet. I remember wondering why the windows were so small, and how claustrophobic the interior might be......
1/32 resin slot car Iso Grifo A3C Bizzarrini Le Mans 1964. Driven to 14th place by Pierre Noblet & Edgar Berney. Modified GTM resin body and chassis.
Two-plus-two cars had the 4.2 litre engine, a longer bodyshell and wheelbase and a steeper raked windsceen. They were also 3 inches taller than the FHC. Another easy spot feature is the chrome strip along the waistline on the doors.
1/32 slot car Ferrari 250LM Reims 12hr race c.1964. Driven to 1st place by Graham Hill & Joakim Bonnier. Airfix bodyshell and Scalextric chassis with rear mounted transverse Mabuchi motor to allow a full depth interior.
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 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.
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.
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.
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
During the 1950s the styling of Vauxhalls were very American.
The modle range was quite simple at first, being based around the E-type bodyshell.
This was replaced in 1957 by the F and P types.
MNM194 Bedford
313AMJ Bedford
KGD196 Glasgow
Leicestershire registered blue SAY310 is a Vauxhall Cresta 2262cc that is currently taxed,
1/32 slot car renault Dauphine Gordini c.1962 track car. A2M resin bodyshell and modified Scalextric chassis with a Mabuchi motor.
Model loosely fitted together for photograph. The Massey cab tapers towards the screen pillar therefore the glazing will need to butt end on to the windscreen pillar. A hidden retaining stop will help achieve the correct body profile. Glazing on all windows designed to be from the inside. For those interested in such things, the basic bodyshell is made of 30thou sheet backed partly by 20thou sheet. Radiator, wheels, steering wheel, lights from MBF shop, wiper and mirror from Mark Hughes.
Went to the local "train and toy" show (because I know a good time) and picked up a few nice Matchbox cars.
The jingoistic "streaker" model.
I had this one already, but this model is in much nicer condition...
In real life, this was a bizarre (but cool) car:
freespace.virgin.net/dr.dean/who1/othersivas.htm
"The 'S160' began life as a project for Marcos as a GT with a Hillman Imp engine. However, Marcos dropped the concept and SIVA re-designed it into the SIVA S160 Spyder. The car debuted in the 1971 Racing Car Show. The 'Spyder' was based on a VW beetle floorpan. The Spyder was unique in that all the car switchgear was housed in the driver's door. A bare bodyshell was available for £525 or a completed car was available for £895. There were 12 'S160 Spyder' produced in total."
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.
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
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.