View allAll Photos Tagged Bodyshell
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 204E Mark 2 Consul and Zephyr had a common central bodyshell. It was in production from 1956 to 1962.
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.
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 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.
Estimated : € 6.000 - 10.000
Sold for € 44.548
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Replica inspired by the runner-up in the 1989 Supertouring Championship
- Displayed at the 1991 Bangkok Motor Show
Started in 1976, the Production, then Superproduction and Supertouring Championship quickly became very popular as the saloons competing looked similar to the standard production versions. In 1987, Renault decided to enter it with its newly introduced 21 Turbo. Totally modified, the car received a partly tubular chassis, a lighter body, four-wheel drive and an engine prepared by Sodemo, taking its power from 175 to 430 bhp. Driven by Jean Ragnotti and Jean-Louis Bousquet, the R21 brazenly dominated the 1988 season, Ragnotti winning the title and the two drivers together notching up six wins over the ten rounds that year.
The following year, changes to the regulations led to the engine being installed longitudinally rather than transversely. The car was no longer in Renault’s colours but those of Philips Car Stereo, and despite a difficult start to the season, it finished as the runner-up with 11 pole positions out of 14.
The car offered today is a display model inspired by car number 21 from the 1988 season, with a stripped-out steel bodyshell, roll cage, bucket seat and the running gear from a standard R21. It was displayed at the 1991 Bangkok Motor Show before joining the collection at a very early stage. With no engine, it represents an absolutely spectacular show car for any Supertouring fan.
Chassis n° RE 30-B9
René Arnoux
Estimated : € 250.000 - 350.000
Sold for € 313.040
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Driven during the 1982 season by René Arnoux and Alain Prost
- Driven by René Arnoux in the 1982 British Grand Prix
- Sold directly by the manufacturer, with its period logbook!
- Heart-stirring original condition
Ten pole positions and four victories! A superb set of results for the 1982 season, the best Renault had achieved since the start of its foray into turbocharging. The company owed this success to the RE30 B, an evolution of the RE30, which had appeared the previous year and had demonstrated its superior performance, in particular in comparison to naturally-aspirated engines, in the hands of René Arnoux and a new arrival at the company, Alain Prost. The turbo was definitely the right choice, as the rest of the story would confirm.
RE30-B9 presented here is an interim version of this outstanding machine, before the RE 40 in 1983. Based on the RE 33 from 1981 and introduced in June 1982, it was used for numerous tests, driven by both Arnoux and Prost, before competing in its first Grand Prix, the British GP in September.
Exceptionally, the car comes with its racing binder, a logbook in the true sense of the term recording each time the car was taken out on track, the distance covered, the set-up used and the drivers’ comments. It provides an extremely valuable common thread, which is rarely (if ever) available and offers a precise account of the car’s career in testing and in racing, supplementing the information in the excellent book Renault F1, Les années turbo (1991, Jean-Louis Moncet, Bernard Dudot, Jean Sage). At the end of the British Grand Prix, the logbook records a total of 2887km.
RE30-B9 first took to the track on 24 June 1982 at the Brands Hatch circuit in England, for private testing. Arnoux covered 43 laps for all kinds of set-up work. The tests continued the following day, focusing on the set-up of the spoilers and suspension.
Next came a change of scene, when the car went to the Paul Ricard track for further private testing from 28–30 June. This time, Prost was at the wheel, but on the first day he suffered from various engine problems which led him to conclude that “it runs, but picks up poorly after braking.” The following day was given over to calibrating the suspension and testing tyres, and the car was timed at 316kph on the Mistral straight. On the third day of this session, Prost carried out endurance tests, covering a total of 77 laps.
After Paul Ricard, it was off to Hockenheim, where RE30-B9 was once again driven by Prost, from 5–7 July. The car was fitted with carbon brake discs and pads, causing Prost to remark: “The brakes are OK, but surprising.” After testing the suspension and spoilers, he concentrated on the brakes and then tried out various tyres. On the second day, he continued the tyre tests, before embarking on numerous adjustments to the suspension and shock absorbers, racking up an impressive total of 83 laps.
Finally, the last circuit at which the RE30-B9 appeared was Brands Hatch, where this time Arnoux took the wheel for the British Grand Prix. Some improvements had been made to the car, but Arnoux spent part of the first day of testing, on 17 July 1982, trying to overcome its excessive understeer. The next day, he finally had a car with “a bit less understeer” and his best time put him in sixth place on the grid, ahead of his team-mate Prost, who was eighth. Unfortunately, the race was not kind to him and he suffered a collision at the start with Riccardo Patrese and Teo Fabi, seriously damaging the car.
RE30-B9 entered the collection at the end of the 1982 season and was restored to go on static display; it is presented as it raced in the British Grand Prix, driven by Arnoux, with the racing number 16 and its blue nose-cone. With its riveted aluminium bodyshell, (incomplete) 1.5-litre twin-turbo V6 no. 99T, Hewland gearbox, fibreglass bodywork and various mechanical components, its authenticity is undeniable. The dashboard makes do with a handful of switches next to a rev counter reading up to 12,000rpm and a turbo boost gauge, behind a steering wheel which shows signs of being used in competition.
Thanks to the numerous tests it was involved in with the team’s two drivers, RE30-B9 contributed to the success of the RE 30 B and to the rise of the Renault team during the 1982 season. It represents a rare chance to acquire a single-seater from the glory years of the turbos, a car which is remarkably authentic, sold directly by the manufacturer, which has looked after it meticulously since the end of its racing career.
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
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.
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.
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.
there's a abandoned car repair yard & garage about a mile from my house, this morning i had some spare time so i thought id go & have a look round, down the side of the garage are two reliant robin bodyshells this yellow one on it's side appears to be in better shape then the other one
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 BMW 328 Le Mans 1939 driven by Willi Briem & Rudolf Scholz to 9th place. AA Bodies resin shell, Slot Classic chassis with Cartrix rims.
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.
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
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 Hermann Lang and Fritz Riess (winner). Resin bodyshell with MRRC Sebring chassis and slimline motor.
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.
Audi stellte den SUV Q5 2008 vor. Seine Stahlkarosserie besteht aus etwa 1/3 Tiefziehstählen und 2/3 hoch-, höher- und höchstfesten Stählen. Gefügt wird die Karosserie mit gut 5000 Widerstandsschweißpunkten und mehr als 80 m 2-Komponenten Klebstoffnähten. Auch Laserschweißen und Löten kommen als Fügetechniken zum Einsatz.
Tonbridge Driver "Spud" Taylor some way from his usual stomping ground as he waits by 60002 inside Brush Loughborough. Spud was involved to keep an eye on the 92 being brought out.
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.
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
56037 the bodyshell of 66048 & a curiously scrawled number 56902 on 56069 at EMD Longport. Sat 24.11.2018.
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.
The Peugeot 104 Coupe/Z- series was introduced in 1973 with the Citroen LN using the same bodyshell from 1975. Initially the LN used the 602cc air-cooled 2CV engine.
In 1982, the LN became the LNA, still available with the air-cooled unit, but also the 954 and 1124cc engines used in the 104.
The Talbot Samba was sold from 1981 to 1986, replacing the stopgap Sunbeam. The Samba used a stretched 104/LNA bodyshell with more modern bumpers and headlights from the later Sunbeam. Despite the similar appearance, the bonnet and tailgate are the only interchangeable body panels fitted to the Samba.
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.
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.
1/32 slot cat Alfa Romeo Giulia Ti Portugese rally. PSR resin bodyshell and PCS32 chassis with a Mabuchi motor.
1/32 slot car resin Ferrari Dino 246GT c.1972. PSR resin bodyshell and GOM chassis with Slot It wheels and inserts.
Brush's Hudswell Clarke 0-4-0DH works shunter D1341 (11079) "Sprite" shunts 92044 "Couperin" into position to be hooked up to the tow loco.
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.
999600 is seen at Leeds in as delivered livery. It was a purpose built Track Recording unit built in a Class 150 bodyshell. It is seen with it's permanent partner 999601.
The assembled bodyshell has had the doors refitted and the upper windscreen and rooflights fitted. The joint between the upper and lower sections of the dashboard has been fitted, sanded and repainted as it is visible through the windscreen
1/32 resin slot car Peugeot 203 c.1959 in BSCC livery. Resin bodyshell, Slot Classic chassis, ali rims and resin inserts.
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
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.
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.
-Lotus 340R *
- Lotus 340R .. *
The 340R is a special edition of the Lotus Elise. Just 340 were built, and all were sold before they were manufactured. It uses a custom built bodyshell with no roof or doors. All cars came with a silver and black colour scheme. Special A038R tyres were developed for the 340R in collaboration with Yokohama.
While road-legal in the UK, most of the surviving cars are used for racing, track use, or demonstrations..
see more @ en.wikipedia.org/wiki/Lotus_340R
Brooklands - Weybridge ..