View allAll Photos Tagged Bodyshell
Keighley & Worth Valley Railway.
DRS.
Direct Rail Services.
Class 37, 37087.
English Electric.
Remains of the bodyshell was taken to Booth's of Rotherham for scrapping on 11th February 2013. The name plate had already been removed.
Taken on the 15th June 2010.
1/32 resin slot car Lotus 11 Le Mans 1956 driven by Colin CHapman & Herbert MacKay-Fraser (DNF). Hunaudieres Models (Pedro Sanchez) resin body and Slot Classic chassis.
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 Class 67 locomotives are a class of Bo-Bo diesel electric mainline locomotives which were built for the English Welsh & Scottish Railway (EWS) between 1999 to 2000 by Alstom at Meinfesa in Valencia, Spain. The bodyshell is a monocoque load bearing Alstom design,[7][8] the bogies are an "H" frame Alstom design,[7] The engine, traction motors and control electronics are GM-EMD products, and the same as used in the British Rail Class 66. Power output is 2,386 kW (3,200 bhp), with a top speed of 200kph (124 mph).
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.
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.
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
As always we used thin enameled wire to supply power to the LEDs. After wiring was done we painted them white so that they become invisible when one looks inside the window.
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 Ferrari 206 SP Dino Coupe c.1967. Le Mans style livery, resin bodyshell with PCS32 chassis, aluminium rims with resin inserts.
1938 Ford custom truck...
A recently completed truck, the 1938 cab is mounted on a 1985 truck chassis with extensive modifications along the way... And there's even a 1929 bodyshell and chassis up for sale on the flatbed...
Displayed at the Ingatestone Hall Classic Car Show 2017.
A very well turned out 4 door version of the face-lifted Mk1 Cortina in Lotus Cortina lookalike guise.
The actual Lotus Cortina Mk1 was only made in a two door bodyshell form with a 1557 cc engine instead of the still very respectable 1498 cc engine in this model of car.
One of my biggest motoring regrets is never owning a Cortina Mk1, had one of each of all the later versions at various times.
Next Stop, Mecum Auctions. Their catalog did not list estimates. They did not list sold prices online.
1958 Porsche 356A
SOLD
HIGHLIGHTS
o Previous Porsche Excellence magazine May, 2009 featured car
o The Ultimate Outlaw 356 Hot Rod body appearance
o Long term Porsche customizers personal built allowed for a no expense body configuration with chopped top and widened front nose and rear quarters
o 911T 6-cylinder engine
o Weber carburetor
o 911 transaxle
o 911 suspension
o Speedster style bucket seats
o Trimmed with Italian leather in Tan
o Air bag system to set the ride height
o Hoosier Tires and alloy wheels
Relentlessly developed, improved and race-proven from inception, Porsche’s 356 series remains the cornerstone of the legendary marque. For much of its production run through 1965, the 356 was, and remains, the standard by which classic postwar sports and GT cars are judged. While the 356 continues to be renowned for delivering exceptional performance, often far beyond that of other contemporary sports cars, many enthusiasts have taken the best elements and timeless styling of the cars and created their own versions of the “ultimate” 356, with the products of their creativity affectionately known and accepted by the Porsche community as “Outlaws.”
This 1958 Porsche 356A-based “Outlaw” is a former Excellence magazine feature car with a highly customized bodyshell and a decided Hot Rod vibe. Built by long-time Porsche customizers, the 356A carries a cool presence with its chopped roof and widened front end and rear quarters. Covered and louvered rear quarter windows and a louvered rear deck/engine cover enhance the radical custom look. Custom front turn-signal indicators and tail lights with a chevron motif deliver a great custom look.
Power and performance capabilities are far beyond original specifications with the original 4-cylinder engine replaced by a 911T-sourced 6-cylinder engine breathing through a pair of Weber triple-choke carburetors delivering the newfound power through a 911 rear transaxle. Suspension upgrades include 911 components. The Porsche’s interior is updated and upgraded to match, trimmed in tan Italian leather and featuring custom-upholstered, Speedster-style lightweight bucket seats and sculpted door panels. A custom floor console houses switches and control buttons. Other interior updates include the Banjo-style steering wheel, modern instruments inside the smoothed dash panel and relocation of the spare wheel/tire to the customary rear seating area. A large-capacity Fuel Safe fuel cell is found underneath the front trunk lid and an electronic ignition system fires the fuel/air mixture. An air bag system allows you to set the ride height as desired and Hoosier tires on Minilite-style alloy wheels provide road contact.
- - -
Had a blast with my Porsche-enthusiast friend and neighbor, Fred, at Monterey Car Week 2021.
All done! What a gorgeous machine! Now we only needed to build our own chassis from the new-in-box kit we purchased.
The Citroën AX is a supermini car which was built by the French manufacturer Citroën from 1986 to 1998. It was launched at the 1986 Paris Motor Show to replace the Citroën Visa and Citroën LNA.
Development of this model started in 1983, and it was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand - coupled with the huge success of the new Peugeot 205 - had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production.
With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range.
The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads
In 1989, a naturally aspirated diesel AX, using the 1360 cc, all aluminium alloy TUD engine, managed a figure of 2.7 litres per 100 kilometres (100 mpg‑imp; 87 mpg‑US), totalling over 1,000 miles (1,609 km) from Dover to Barcelona. This was the longest ever distance travelled on 10 imp gal (45.5 L; 12.0 US gal) of fuel and earned it a place in the Guinness Book of Records as the most economical production car.
1963 Morris Mini Cooper S.
Registered in June 1987. No previous keepers. This appears to be a trailer made from a Mini bodyshell and towed by 1322 KV.
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.
47844 is seen condemned at Crewe Works. It was to be converted to 57307, but the body was rejected and it was sent to Crewe. It was eventually scrapped at Crewe in 2004. Note the spare class 158 bodyshell alongside.
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.
A couple of short Bristol REs
LAX 101E Red & White RS167 1967 Bristol RESL/ECW with the early type of bodyshell
Network Rail's track assessment unit, built using the same bodyshell as as Class 150 Sprinter. Taken at Bradford Interchange.
The locomotive alongside is a Class 18E, no. E18020, which started life as a Class 6E1, no. E2072 before being rebuilt to an 18E in 2001. The rebuild included the provision of Alstom micro processor technology. The basic bodyshell was retained but the locomotives are now single ended with the second cab being utilised to house equipment and a toilet for the crew. In this photograph, the second cab shows a blanked off window for the toilet.
Same bodyshell as 3500, with new Triumph designed 6 cylinder engines.
As part of BL's rationalisation this replaced both the P6 and the Triumph 2000 / 2500.
Early kudos were lost when quality issues came to light, many of which were sorted out with the 1982 facelift and transfer of production to Cowley.
Later developments were the O series engined 2000 & 2.4 litre diesel.
DOL535W is an unissued Birmingham registration, a few others in this series were used on publicity pictures.
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.
en.wikipedia.org/wiki/Porsche_914
The Lancaster Insurance Classic Car Show, NEC Birmingham, Friday 8th November 2019.
The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.
The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.
Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.
36,672 CL Valiants — including the last-ever Chargers — were built.
These prints are all for sale to the owners of the Cars/Bikes/Trucks photographed. For enquires contact rikkicphotography@hotmail.com.
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.The Mark III was divided to G-, H-, J-series and 'S4-series', depending on the production years. The 'S4-series' version of Interceptor III was the most luxurious Jensen built.
My shadow was not meant to be visible! These earlier second generation Metros are starting to thin out now i've noticed. The relation to these and the earlier models is obvious as they kept the same bodyshell.
The interior of a Toronto Transit Commission 1999 Bombardier T1 car, as seen from the A' End.
The T1 model of rolling stock is heavily based off of the Hawker Siddeley “RT75” bodyshells designed for all H-Class trains.
Class 43 HST power car No. 43018 on display at Crewe Heritage Centre on 16th July 2022.
Having ended its mainline career working for First Great Western, 43018 transferred to ScotRail and was heavily stripped for spares to support the Inter7City program. When it arrived at Crewe following donation by Angel Trains the power car was little more than a bodyshell. Although still devoid of a power unit and other equipment, the restoration team has sourced or fabricated many missing pieces to put together a presentable exhibit, finished off with a repaint into the iconic original Inter-City 125 livery.
The Shirley Mk2 was a development of the Mk1, the redesign most prominent in the nose section. Like a lot of specials of this era the Shirley was based around Ford Popular (upright) models which provided the chassis and mechanical components.
The Shirley Mk2 was available as a 2 or 4 seater (bodywork simply cut out of the rear deck to accomodate the extra 2 seats) and also with a hardtop (extra 35 GBP) and full opening doors.
The 1172cc Ford sidevalve was the engine of choice (as it came with the donor) Wheelbase was 7' 10" with a 4' track for the 4 seater and 7' 6" for the 2 seater. Bodyshell prices were around 90 GBP. The sale of Shirley bodyshells seemed to fizzle out around 1960.
RENFE 340 020. These were essentially two Hymeks inside a larger Class V200 bodyshell which developed a mighty 4000 hp. However, according to Wikipedia, they suffered from reliability problems due to mixed traffic usage and poor maintenance.
1971 MGB GT.
Registered in May 1972. 10 previous keepers. Keys classic car auction, Aylsham -
"1972 MGB GT, RESTORED ON A NEW HERITAGE BODYSHELL, REGULARLY DRIVEN, GARAGE STORED, FAMILY OWNED SINCE 1994".
Estimate £3500 to £4000. Sold for £3900.
Photo by PB 74.
While North American stock cars are exciting and powerful, they’re not that closely related to road-going cars anymore. That’s not true in Australia, where the V8 Supercars rule supreme. Based on production shells, the Commodore VE V8 Supercar is at least shares some parts with its road-going counterparts (although rules regarding external dimensions mean that the bodyshell uses less stock body panels than the FG Falcon). Within the shell is welded a serious roll cage, and all the safety equipment you’d expect in a modern racer. More to the point is the 600+ horsepower, 5-liter Holden V8 that exhales in a roar from sidepipes. A massive front splitter and equally prominent rear wing help keep the Commodore planted to the track, but unlike touring cars the rest of the bodywork is fairly clean, preserving much of the look of the handsome Commodore. Handling is excellent, provided you’re skilled enough to take the notoriously twitchy V8 Supercar to the limit. One key is to keep your speed up and allow the aero package’s downforce to help carry the Commodore through the corner. Whether it’s the sound, the look, or the incredible performance, V8 Supercar racing is undeniably exciting, and the Commodore VE is one of the best ever to compete in the series.~FM4~