View allAll Photos Tagged Bodyshell
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.
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~
1/32 resin slot car Peugeot 203 c.1959 in BSCC livery. Resin bodyshell, Slot Classic chassis, ali rims and resin inserts.
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.
Details from: www.btm.org.au/trams/1.htm
Built in 1887 by Duncan and Fraser for the Ballaarat Tramway Company Ltd. as a double-decker horse tramcar. One of eight cars which ran as trailers behind electric trams at times of heavy patronage, after takeover and conversion of the horse lines by the Electric Supply Company of Victoria Ltd. in 1905. Withdrawn in the late 1920's when the bodyshell became a residential outbuilding locally, until retrieved in 1985. Fully reconstructed to its original form and placed on a modified Melbourne saloon cable car truck.
Ballarat Tramway Museum and Lake Wendouree Saturday 23-02-2019.
Sold at Anglia Car Auctions on Saturday, 16 June 2018
All proceeds from this sale are being donated to the Lennox Children's Cancer Fund, this 1 of 10 A105 Countryman's, & the only automatic produced, was offered for auction via ACA in 2012. Remaining unsold, a plan was hatched with Danny Hopkins of Practical Classics to restore the car to a useable, everyday level. CL Panelcraft, undertook the restoration & repaint of the bodyshell, the quality of their work was to such a high standard the decision was made that this level of workmanship had to continue throughout the entire project. Andy Waters of CBR Motorbodies, then took on the unenviable task of putting it all back together again. It successfully completed it's 1,000 mile reliability run in April
Estimate- No Reserve
Result- £32,860
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.
When the Viva went, this arrived. It's a 1979 Mini 1000 in red. I'm not sure what red, as it was resprayed before I bought it. It was originally Vermillion Orange. Bought of the daughter of the guy who owned our local Austin/Rover/MG dealer for £500. It saw me through the remainder of my student days. An awful lot of fun had in this car including trips to the 1994 Reading festival, (which is where this pic was taken0, and more than a few touring holidays. With breakdowns and stuff it once took 4 days to get to York from Manchester, ah the good old days. Low point was when it was broken into, and £500 of damage was done to the bodyshell, and the interior. Thanks to a friend with contacts she was soon back on the road. After graduating I needed somethin a bit more reliable, and Mini had to go. Wasn't allowed to keep her for restoration. But my Mini adventure had begun.
L90 MGR displayed at the Festival of Steam and Transport 2019. Historic Dockyard Chatham.
This reincarnation of the MG B was only made from 1993 to 1995. Less than 2,000 were made, most of which were sold in Japan. Just over 600 still exist today. Using the 3.9 litre V8 power unit found in the Range Rover married up to a MG B bodyshell produced by
British Motor Heritage.
A rare motor car.
1/32 slot car Porsche 911 (993) GT2 race car c.1995 in Ducados livery. Top Slot resin bodyshell with Scalextric Porsche chassis with s-can motor.
1/32 resin slot car Peugeot 203 c.1959 in BSCC livery. Resin bodyshell, Slot Classic chassis, ali rims and resin inserts.
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.
Resin bodyshell, Milliput arches, Ninco 911/934 chassis, NC5 motor, sprung guide and Ninco shockers.
en.wikipedia.org/wiki/Porsche_914
The Lancaster Insurance Classic Car Show, NEC Birmingham, Friday 8th November 2019.
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.
Jaguar has finally killed off the X-Type. But worry not, because there's a far more lovely Jag on its way - the E-Type Speedster from British Jaguar specialists Eagle.
OK, it loses out to the X-Type on luggage space, but just look at the thing. Eagle has taken a 1966 E-Type and completely rebuilt it, giving the Jag a new aluminium bodyshell with a lowered, chopped windscreen.
Under the long, curved bonnet is a Jaguar-sourced 4.7-litre straight-six putting out around 300bhp and 340lb ft. With the E-Type Speedster weighing in at just over a tonne, that means it's quick - Eagle is quoting a 0-60mph time of under five seconds and a top speed around 175mph.
Eagle has created the E-Type Speedster as a one-off for a single discerning customer, but show enough interest - and a deep enough set of pockets - and they'll do the same for you.
I`ve reworked the body so that the cab doors are recessed into the cab side, as on the original loco`s. I`ve also added brass handrails, which, as anyone who has tried will vouch, is no mean feat on these steel bodyshells when using a minute drillbit!
Der Audi A8 von 1994 war das erste Aluminium Raumrahmenmodell (Alu Space Frame) von Audi und verkörperte eine neue Leichtbauweise aus Strangpressprofilen, Gussknoten und Aluminiumblechen. Der Gewichtsvorteil war deutlich und die Bauweise wurde in andere Modelle übertragen und auch von anderen Herstellern kopiert.
1/32 resin slot car Ferrari 340-375 MM Berlinetta Competizione LM 1953. Driven to 5th place overall by Paolo Marzotto & Giannino Marzotto. Resin bodyshell with PCS32 chassis.
The bodyshell removed from CMC's Mercedes W196R 1955 Streamliner Model. Incredible detail is hidden underneath the skin. One of the finest pieces of detail modelling in high production. Based on the Ltd edition of 5000 M-049. Long sold out.
EP07 174 shows off her green livery to advantage as she leaves Wroclaw with a service to I know not where. How strange for the 1960s PKP designers to move into the modern electric era by selecting a UK ac electric bodyshell and fitting it with dc equipment - the EP09s are descended from this odd parentage via Class EU06
Unusual combination of Herald Coupe bodyshell with Vitesse 6-cylinder mechanicals and front end- spotted at the NEC Classic Show November 2012.
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.
Coachwork by Henri Chapron
Chassis n° 4219414
The 1961 Paris Salon de l'Automobile show car
The Zoute Sale - Bonhams
Estimated : € 180.000 - 250.000
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'. The newcomer's startling appearance had been determined by the requirements of aerodynamic efficiency, while beneath the shark-like, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, and the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension is demonstrated by its survival in top-of-the-range models until relatively recently.
Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible). One of the most stylish cars of the 1960s, the latter was the creation of that most celebrated Parisian coachbuilder, Henri Chapron, who called his first such model 'La Croisette'. A native of Nouan-le-Fuzelier in the Sologne region of France, Henri Chapron founded his coachbuilding company in 1919 at Levallois-Perret, Paris. Unlike so many fashionable French coachbuilders, Chapron carried none of the mental baggage that came from having graduated to cars from building horse-drawn carriages; consequently, his work had a freshness and innate sense of proportion that was well suited to chassis of quality.
Chapron's interpretations of the Citroën DS and ID were quite different from the regular production versions. Chapron added fins to the rear wings as early as 1965 and launched his own version of an upmarket DS at the Porte de Versailles Salon de l'Auto in October 1964 using the name 'Majesty'. At first, Chapron's décapotable conversion was not approved by Citroën, forcing him to buy complete cars rather than rolling chassis, but eventually the factory relented and went on to produce its own usine version on the longer chassis of the ID Break (estate) model.
Chapron continued to build his own Le Caddy and Palm Beach cabriolets together with various limousines and coupés. Chapron's second take on a soft-top DS, Le Caddy first appeared in 1959 and represented a considerable improvement over La Croisette. Whereas the latter had used saloon-type rear wings, necessitating a covering strip for the join between the wing and the redundant rear 'door' panel, Le Caddy used a much neater one-piece wing. The saloon's front doors were used until 1960 when longer ones were adopted, resulting in a further improvement in the design's proportions. Only 28 examples of the Le Caddy cabriolet were built between 1959 and 1968. Needless to say, they are all highly desirable.
In August 1961 this DS19 was despatched by Citroën to Henri Chapron for it to be modified into a 'Le Caddy' convertible to model-year 1962 specification, and the completed car was duly exhibited at the 48th Paris Auto Show from Thursday 5th to Sunday 15th August 1961. According to the Chapron certificate on file, this chassis was delivered to Henri Chapron, 114-116 rue Aristide Briand, on 4th August 1961.
When it arrived at the factory in Levallois-Perret, the car was given the Chapron number '7459 '.
This car is the 10th 'Le Caddy' cabriolet out of the 28 built by Henri Chapron. The car was originally painted in 'Or Longchamp' ('16288') and had a 'Sweet Calf Peggy' interior, black soft-top and soft-top cover in 'Sweet Calf Peggy', same as the interior. After the Paris Auto Show, the car was delivered to a Mr Ricard who lived in Paris. In accordance with his order, the car came with a hardtop, 'Radiomatic' radio, and a mirror on each of the two front wings. (The hardtop is no longer with the car).
Fully restored some time ago, the DS is now presented in the Chapron colour 'Bleu Royal', while the interior is trimmed in natural leather. The current vendor purchased the car around 12 years ago. Sold with a French Carte Grise de Collection and a Chapron certificate, this stylish Le Caddy represents a wonderful opportunity to own a superb example of Citroën's and Chapron's 20th Century motoring icon.
This EMU set is composed by units 8631-8531-8532-8632 (if I got the renumbering scheme for the 8520 Class right).
The 8520 class was introduced in 2004; there are ten of these sets. The units can be seen working in multiple with an 8500 or 8510 though usually with another 8520 unit. They were the first units to carry the revised DART logo and also the first to be fully air conditioned. They can be distinguished from the previous 8500s and 8510s by the profile of the bodyshell, which is more rectangular, and by the lack of opening windows in the passenger seating area.
1/32 resin slot car Austin A35 1960. CSCC & BRSCC livery. GTM resin bodyshell (lowered) and composite chassis with Mabuchi motor.
Fleet No.: 163
Reg No.: CTB 557B
Chassis: Guy Arab V
Body: East Lancs H41/31R
Model: MTC bodyshell with scratchbuilt chassis and interior. Converted to rear entrance before Jon Fitness introduced his Bolton's Bits conversion kit (sadly, no longer available).
One day, I'll get round to putting a platform pole in it!
GERMANY's Bochum-Gelsenkirchen Tramways (Bogestra) will launch a tender before the end of this month for 42 new metre-gauge LRVs after the company's supervisory board approved a €200m plan to replace the troubled fleet of NFD6D trams and modernise the vehicles used on Stadtbahn Line U35.
The fleet of 42 NFD6Ds, which were built by Düwag and Siemens in 1992-94, has been restricted to 30km/h since January 28th 2015 following the discovery of damage to wheelsets. A revised timetable has been introduced on parts of the network and a programme of remedial works has begun with the aim of raising the maximum operating speed to 50km/h, but it is likely to be several years before the whole fleet can be treated. The first modified vehicle is due to return to service next month.
The vehicles previously suffered problems in 2006 when bodyshell fractures began appearing around doors and windows.
Bogestra will now order replacement vehicles on a like-for-like basis and an international tender will be issued within the next few weeks with delivery scheduled for 2016-20. The contract will include an option for eight additional vehicles, for delivery in 2023-24.
The fleet of 25-year-old type-B trains used on Stadtbahn Line U35 will also be modernised to extend their useful life until the mid-2020s. Six additional trains will also be required to supplement the fleet and these will enter service in 2021-22.