View allAll Photos Tagged Bodyshell
...but rotten underneath. The colour version of this shot would give the game away, as the paintwork was in three different shades of green, although the white roof did set it off nicely . . . . .along with the rusty sills and basket case A panels. Its a bog standard 1964 Mk1 Austin Mini, it went well but alas the usual Mini bodyshell rot let it down badly. Happy days.
Equipe Nationale Belge
Chassis n° 550-0082
Zoute Sale - Bonhams
Estimated : € 3.400.000 - 3.9000.000
Sold for € 2.530.000
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
24 Hrs du Mans 1957
Equipe Nationale Belge
n° 60
Result : Disqualified
Engine : 1.498 cc - Flat 4
Claude Dubois (B)
Georges Hacquin (B)
Porsche has a rich and legendary history in motorsport, marked by victories in the world's most prestigious races. Since its inception in the 1950s, the German marque has become synonymous with performance, technical innovation, and reliability, quickly earning a reputation as a manufacturer capable of competing with the very best.
Porsche's first successful competition cars were lightweight developments of its first road car, the 356, one of which took class honours at Le Mans in 1951. The firm's first purpose-built sports-racer arrived two years later in the form of the 500 Spyder, a mid-engined prototype built and campaigned successfully by Porsche's Frankfurt distributor, Walter Glöckler. In 1954 the 550 Spyder was upgraded with the Ernst Führmann-designed Type 547 quad-cam engine, which was carried over to the successor Type 550A (spaceframe) model and then the replacement 718 RSK Spyder. Intended primarily for racing, Führmann's new engine featured a roller-bearing crankshaft; dry-sump lubrication; twin-plug ignition; and twin downdraught carburettors and produced around 110bhp, which was some going for 1½-litre in the early 1950s.
The 550 Spyder's external skin was formed in one-piece welded aluminium sheet which, being fitted rigidly to the ladder frame chassis, contributed to the car's structural rigidity. The dash panel provided a further structural element in being welded rigidly to the bodyshell. Front suspension was independent by twin trailing arms and lateral torsion bars. An anti-roll bar was incorporated. At the rear a swing-axle system was used, controlled by trailing arms operating lateral tubular torsion bars. Drum brakes were fitted front and rear and early 550 Spyders weigh some 550kg (1,212lb) which figure was later increased to around 590kg (1,300lb). The 550 Spyder was claimed to be capable of 200km/h (138mph) with 0-60mph occupying only 10 seconds. With this outstanding pedigree, the Porsche 550 Spyder RS (Rennsport) racing version soon established itself as a consistent winner in international sports car racing's small-capacity classes. This remarkable 550 quickly established its dominance with impressive performances at prestigious events such as the Carrera Panamericana, the 24 Hours of Le Mans, the Mille Miglia, and the Targa Florio. Today the Porsche 550 RS Spyder is one of the most coveted sports-racers of its era.
Chassis number '0082' is among the final examples of the 90 Porsche 550 RS Spyders produced. This car was ordered by Porsche's Belgian Distributor D'Ieteren Frères in Brussels. Completed in March 1956, the Spyder was delivered new to the Équipe Nationale Belge (Belgium's national racing team) finished in their distinctive yellow livery with a black interior. While there, '0082' was raced by many noted Belgian 'gentleman drivers': Claude Dubois, Christian Goethalsm Georges Harris, Freddy Rousselle, Georges Hacquin, Alain Dechangy, Yves Tassin, as well as the celebrated lady competitor, Gilberte Thirion.
The car's competition history is exceptionally well documented for the 1956 and 1957 seasons when it competed for Équipe Nationale Belge. '0082' competed in no fewer than six races in 1956, achieving multiple podium finishes including 3rd place in its class at the 12 Hours of Reims. The Spyder's best result of the season was a class win at the 1,000 km of Paris at Montlhéry where it finished 20 seconds behind Phil Hill and Alfonso de Portago in a Ferrari 857 S. The races it participated in during 1956 with its competitor number are as follows:
La Roche Hill climb 25th March
Spa-Francorchamps GP 13th May Start no.1
Montlhery 1000 km de Paris 10th June Start no.42
12 Heures de Reims 29th June Start no.33
Rouen-Les Essarts GP 8th July Start no.12
GP Sweden Kristianstad 12th August Start no.41
The car's most significant event was the aforementioned 1957, 24 Hours of Le Mans, making it one of only ten 550 Spyders to ever contest the celebrated race. Sadly, its race ended in disqualification following a breach of the rules. In 1957, the Spyder is known to have participated in at least the following races:
La Roche Hill climb 31st March
Grand Prix de Spa 12th May Start no.1
1000km Nurburgring 26th May Start no.31
Grand Prix des Frontières, Chimay 9th June Start no.4
24 Heures du Mans 26th June Start no.60
Rouen-Les Essarts GP 7th July
GP Sweden Rabelof 11th August Start no.22
Spa-Francorchamps GP 25th August Start no.32
Silverstone GP 14th September Start no.34
Best result of the season was 2nd place at the Grand Prix de Frontières, Chimay, and '0082' also finished 3rd at both the Grand Prix de Spa and the Nürburgring 1,000 km.
Following the end of its career with Équipe Nationale Belge, '0082' was raced in hill climbs, minor races and rallies by Jacques Thenaers. Correspondence on file suggests that the Spyder was re-bodied by Apal as a coupé in the 1960s and fitted with a 2.0-litre Porsche Carrera engine at around the same time. The Porsche had been purchased from Écurie Francorchamps by Edmond Pery around 1965 and was next owned by Belgian racing driver Pierre Bonvoisin. It was raced in coupé configuration for the next few years before passing to a Mr Michaelis of Embourg, Belgium in 1970. By this time the Carrera engine had been replaced with a Super 90 unit. Off the road in storage for the next 20-or-so years, the car was acquired in March 1989 by Corrado Cupellini from Bergamo, Italy. At this time, both the non-original Super 90 engine and Apal bodywork were removed to restore the car as closely as possible to its original configuration and a new aluminium body fabricated. The car was later sold to Philippe Jegher, who entrusted Porsche in Germany with the final refinements of the restoration.
The Spyder's next known owner was Bruno Ferracin (from May 1995) who was followed by Peter Ludwig in January 2000. A comprehensive restoration was then embarked upon, which included rectifying the new bodywork so as to be exactly like the original body on 082, sourcing a correct Führmann-type engine and transmission. Particularly worthy of note are the rare aluminium/steel wheels designed specifically for use at Le Mans. The rebuild was carried out by Porsche Zentrum Würzburg at a cost of €100,000 (invoices and photographs on file). Following the rebuild's completion, '0082' participated in the Mille Miglia Storica in 2001, Two years later the engine was rebuilt again.
For a close on 70 year old competition car '0082' is exceptionally well documented. Its accompanying history occupies five folders containing photographs, mostly of its participation in the Mille Miglia; two folders detailing its competition record for the 1956 and 1957 seasons; photocopies of service invoices from 1957 onwards; ownership history from 1956 onwards; several folders containing correspondence between previous owners; maintenance invoices for the year 2000; a German title; and its original key.
Boasting a most impressive and well documented in-period competition history, including Le Mans participation in 1957 and being one of a mere ten examples of the 550 model to do so, this Porsche 550 RS Spyder, now presented in a yellow wrap livery, used by the Belgian National racing team during the 1956 and 1957 seasons, is eligible for the most prestigious international events including the Le Mans Classic and Mille Miglia Storica. An exciting prospect for the fortunate next owner.
Die Karosserie des Audi R8 besteht aus Aluminium (ASF Audi Space Frame) und ist sehr leicht. Etwa siebzig Prozent der Rohkarosse besteht aus Aluminium-Profilen, der Rest aus Gussteilen und Blechen.
Leyland National 11351A/1R 06647.
One of a batch of bodyshells built prior to the start of the Mark 2 and finished during the production line changeover.
Nikon D3200. On the road in Sweden in July 2017.
The MGB is a two-door sports car manufactured and marketed by the British Motor Corporation (BMC), later British Leyland, as a four-cylinder, soft-top roadster from 1962 until 1980. Its details were first published on 19 September 1962. Variants include the MGB GT three-door 2+2 coupé (1965–1980), the six-cylinder roadster and coupé MGC (1967–1969), and the eight-cylinder 2+2 coupé, the MGB GT V8 (1973–1976).
Replacing the MGA in 1962, production of the MGB and its variants continued until 1980. Sales for the MGB, MGC and MGB GT V8 combined totaled 523,836 cars. The MGB bodyshell was reprised in modified form with a limited run of 2,000 MG RV8 roadsters (1993–1995).
More at: en.wikipedia.org/wiki/MG_MGB
The rear seat bracket infront of the base plate had to be cut out so when the x-bars were tacked together I could take the whole x-bars out & weld them up outside of the bodyshell.
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.
The empty hulk of what was once 1016 Western Gladiator stands in the yard at Swindon Works. it will soon be reduced to a pile of scrap. 19/03/1977.
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission
Gaydon, British Motor Museum : Jaguar Daimler Heritage Trust
This car is an early pre-production X350 (v8 engine XJ), which was specially finished in polished aluminium to show off the new body material. Together with a similarly-finished left-hand drive car, it was used for the launch presentation and motor show displays, before it was presented to the collection of the Jaguar Daimler Heritage Trust for preservation. The X350 went on general sale in April 2003.
The X350, so-called after its project code number, was introduced to the public at the motor shows in the autumn of 2002 and was the seventh generation of the Jaguar XJ saloon. It was the latest member of a family of cars that began in 1968 and by the time the X350 was introduced, had reached a total production of over 800,000 cars. As the largest and most prestigious of the three Jaguar saloon ranges, the new XJ was an up-to-date version of the classic Jaguar theme, and remained the company’s flagship.
The new car included many advanced features, notably the all-aluminium unitary construction bodyshell, a six-speed automatic transmission and an air suspension system with double wishbones front and rear. Styling and proportions were clearly inspired by its forebears. Despite this, the X350 offered considerably more interior room and boot space than any previous XJ saloon, mainly achieved by building the car taller, while the aluminium construction helped to keep weight down.
After an absence of a six cylinder XJ model for some years, the new range again included an XJ6, fitted with the 3 litre V6 engine also used in the S-TYPE and X-TYPE. The XJ8 featured the well-known Jaguar V8 engine, now with capacities increased to 3.5 litres and 4.2 litres, and fitted with a supercharger in the top-of-the-line XJR version. The X350 cars were built in Jaguar’s traditional home factory at Browns Lane in Coventry, with bodyshells supplied from Castle Bromwich and engines from Bridgend in Wales.
Network Rail BR Class 950 - Track Recording Unit.
Built in 1987 using the same bodyshell as the Class 150/1 'Sprinters'.
2Z08 12:31 DERBY R.T.C.(NETWORK RAIL) - 17:01 OLD OAK COMMON H.S.T.D. on 04/09/2016 at South Ruislip, London HA4 6TP
For our client we got a 2nd hand TA03R-S chassis from a Porsche 911 GT1. We refurbished the chassis and put the Lancia rims and tires on.
New Zealand.
The Hillman Imp and variants were a compact, rear-engined car. Variations included the upmarket Singer Chamois, and Sunbeam Sport. Fastback versions were the Hillman Imp Californian, Singer Chamois and Sunbeam Stiletto.
The high performance Sunbeam Sport was introduced in 1966 with twin side-draught Strombergs replacing the single Solex, a higher lift camshaft, bigger valves and improved cylinder head, power up from 42hp to 55hp. It was identifiable by different badging, chrome trim and a slatted engine cover.
In 1967, the Stiletto was launched. It mated the Hillman Imp Californian coupe bodyshell to the Sport engine, identified by its quad headlights.
The Hillman Imp was assembled by Chrysler Australia from 1964-67, and by Todd Motors in NZ from 1967-70.
Engine; Aluminium 875cc rear mounted on 45 degrees.
Nelson Classic Car Museum
Estimated : € 20.000 - 30.000
Sold for € 126.420
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Display model true to the Benetton B195
- Benetton’s best season in Formula 1
- In the colours of Michael Schumacher, 1995 World Champion
For Benetton, the start of the 1990s was a time of increasing power. Flavio Briatore gradually brought together a true ‘dream team’ after securing the sponsorship funding to give him the means to match his ambitions. In 1991, he hired Michael Schumacher, who had just started out in F1 with Jordan, followed by Rory Byrne, a brilliant aerodynamicist, and Ross Brawn, who joined from Tom Walkinshaw Racing. In 1991, Benetton finished fourth in the World Championship, then third in 1992 and 1993, and in 1994, Schumacher was crowned World Champion, Benetton finishing second in the Constructors’ Championship. In 1995, it reaped the ultimate reward. Benetton took advantage of the change in regulations reducing the engine capacity allowed from 3.5 to 3 litres to give up the Ford Cosworth V8 in favour of the Renault V10. Installed in the new B195, it worked wonders, and Schumacher notched up nine victories, with another two for his team-mate Johnny Herbert. The German driver was crowned World Champion, and for the first time, Benetton claimed the Constructors’ title.
It was to evoke this magnificent season that this show car – a display model of the B195 – came about. The bodyshell was built in this context, and the car has no mechanical components other than those that can be seen. Its cockpit is equipped with a bucket seat and steering wheel, and the bodywork, bearing Schumacher’s name and his racing number 1, is finished in the blue, yellow and white colours of the period. In excellent condition, this superb show car is a reminder of Benetton’s greatest season and the tremendous success enjoyed by Renault’s engines.
Der Audi A8 von 2010 setzt die Tradition des Aluminium Raumrahmens (Alu Space Frame) fort und zählt erneut zu den leichtesten Karosserien in der Oberklasse. Die Rohkarosserie besteht aus Strangpressprofilen, Gussknoten und Blechen. Gefügt wird im Wesentlichen durch Schweißen und Stanznieten.
... and .. considered for re-purchase I can now add. It is living proof that pre- 1994/5 ish Mini bodyshells age much, much better than later ones. It still does have its points of interest obviously: a 1991 old car is well, very well past it's point of no return in today's automotive world ..
Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TurboDiesel from late 407 & C5, Ford Mondeo, Volvo S40/ V50
Fibreglass bodyshell
Madagascar, Indian Ocean
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.
Unashamedly cut and pasted from the net:
The earliest known Giulietta Sprint to survive in original specification
Sold new to Swedish racing driver Jo Bonnier
Fastidious nine-year restoration carried out with painstaking attention to detail
Built in January 1955 as the 12th Giulietta Sprint
VEHICLE DESCRIPTION
This is a very special example of Alfa Romeo’s coveted Giulietta Sprint. Superbly restored in recent years with fanatical attention to detail, it is the oldest known example to survive in its original specification.
Chassis number ‘00024’ was the first Giulietta Sprint to be completed in 1955, after production had started with 11 cars being completed in December 1954. This car is therefore the 12th to be built and includes distinctive features such as the lower roof line and more ‘squared off’ rear wheelarches, as well as no external badges. These were all specific to the earliest Giulietta Sprints, which were, in effect, ‘pre-production’ cars built to satisfy the overwhelming demand for the new coupé.
The Alfa was sold new to Swedish racing driver Jo Bonnier, whose long career in Formula 1 and sports-car racing included victory in the 1959 Dutch Grand Prix. Bonnier had already raced and rallied Alfas, and the Giulietta Sprint was driven by his mechanic from Italy to Sweden on Milan licence plates.
In the summer of 1955, Bonnier sold the car to Ivan Blom. Its current owner has spent a considerable amount of time piecing together its ownership history and established that the Alfa was bought by Frans Flisager in June 1959. It then went to Bo Dahlström of Stockholm in 1963, Per-Inge Brandström in 1969, and Kent Stig Olsson in April 1971.
The Giulietta Sprint was then sold almost immediately to Bo Anders Ekvall. Later owners included Curt Anders Persson, who bought it in September 1991, and it was acquired by Axel Lind in August 2006.
The current UK-based owner – an Alfa enthusiast since the early 1970s and past chairman of the Giulietta Register – bought it from Lind in 2007. The car had been in storage since 1970 and in 2009 he embarked on a nine-year restoration that was carried out with a painstaking dedication to originality and correctness.
The work was overseen by leading Giulietta specialist Chris Robinson at RM Restorations.The original alloy engine block had likely suffered frost damage and been replaced sometime during the early life of the car with a slightly later pattern block, so a correct 1954 block was sourced in Italy and the engine built up using the original parts. The engine uses the original Solex twin-choke carburettor and ancillary parts.
Alfa specialist, John Holden of The Old Coachworks was tasked with restoring the bodywork, which was then finished in the original colour of Blu Chiarissimo. The original seat frames and covers were discovered beneath a later retrim, and Humphries Weaving brilliantly recreated the correct fabric.
Inside and out, there was evidence of details that were unique to the earliest Giulietta Sprints, and the owner went to great lengths to ensure these were kept. One of the very few upgradeswas to fit an electric fuel pump to cope with modern fuels, but the body of the original mechanical pump remains in place on the front of the engine to retain the correct appearance.
A new front windscreen was specially made by Pilkington’s classic department, a tool-kit bag was made after sourcing the original-style canvas, and a set of tools was tracked down at considerable expense; the owner remarked that he’d bought cars for less. He even found a correctly dated Provisional handbook.
When the restoration was complete, the Giulietta Sprint was displayed in the Rotunda at the Royal Automobile Club’s Pall Mall clubhouse and featured in Classic & Sports Carmagazine and shown at the Hampton Court Concours. It remains in exceptional condition and drives superbly, having covered more than 2,000 kilometres since the restoration, and is now being offered for sale as a beautifully sorted and extremely significant piece of Alfa Romeo history. With FIVA papers, the car is highly eligible for many classic events, including the Mille Miglia.
MODEL HISTORY
Few cars can match the timeless Italian chic of the Alfa Romeo Giulietta Sprint. The little coupé was launched in prototype form at the Turin Motor Show in April 1954 as the first of a Giulietta family that would eventually include Berlina, Spider and even a very rare estate – as well as the aerodynamic Sprint Speciale and competition-spec Sprint Zagato.
At the heart of the Giulietta was Alfa Romeo’s all-alloy, twin-cam, 1290cc four-cylinder engine. Breathing through a single twin-choke carburettor, the early Giulietta Sprint produced 65bhp at 6000rpm which increased to 80bhp from 1958 and boasted a top speed of just over 100mph. The Sprint Veloce model was fitted with twin Weber carburettors and had a higher compression ratio, helping to boost power to 90bhp.
Designed by Franco Scaglione at Bertone, the Giulietta Sprint bodyshells were built at the firm’s Turin factory, and assembled at Alfa Romeo in the early days of production. It featured unitary construction, with independent front suspension and finned drum brakes all round.
When Car & Driver magazine tested a Giulietta Sprint, it said that it ‘can carry two people from point A to point B over all types of roads quicker than most cars twice its size. It does this not with blinding speed but with a wonderful combination of roadholding, compact size and sheer willingness.’
Production of the various Giulietta models lasted until 1965, by which time Alfa Romeo had introduced the new Tipo 105 coupé.
Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group) had placed the MGB bodyshell back in production to serve the MGB restoration market. The success of the MX-5 had given Rover confidence that the market for 2 seater roadsters had re-emerged, and the decision was taken in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8.
The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers.
A large proportion of the limited MG RV8 production went to Japan – 1,579 of the 1,983 produced. In the UK, 330 RV8s were sold initially. Several hundred (possibly as many as 700) of these cars were reimported back to the UK and also Australia between 2000 and 2010.
Der Audi A8 von 2010 setzt die Tradition des Aluminium Raumrahmens (Alu Space Frame) fort und zählt erneut zu den leichtesten Karosserien in der Oberklasse. Die Rohkarosserie besteht aus Strangpressprofilen, Gussknoten und Blechen. Gefügt wird im Wesentlichen durch Schweißen und Stanznieten.
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.
Passing the site of the long gone Madeley Court Station on the Ironbridge Branch, is 2Q08 Darby to Shrewsbury via Ironbridge Power Station worked by Network Rails Track Assessment Unit 950 001. 950 001 was built in 1987 using the same bodyshell as the Sprinter 150 units
1977 MGB roadster.
Registered in October 1993. H&H classic car auction, Buxton -
"Chassis Number: GHNUH435004G
Engine Number: 18V883AEL012229
CC: 1800
Body Colour: Green
Trim Colour: Black
MOT Expiry Date: May 2016
- Imported from Oklahoma in 1993 and converted to RHD 'chrome bumper' spec
- Said to retain its original bodyshell and be mechanically very good
- Alloy wheels, Everflex hood and MOT'd till May 2016
Further Info:
This handsome MKIII MG B was originally a left-hand drive export model that was repatriated from Oklahoma in 1993, whereupon it was converted to right-hand steering and the rubber bumpers replaced with chrome ones. It has been treated to new brightwork, sill covers, kickplates, Everflex hood, special alloy wheels, oil cooler and MOT into May 2016."
Sold for £4984 on an estimate of £4000 to £6000.
The instructions leave quite a gap between the body and the wheels. Here we tried lowering the body for a better look.
The Morris Six Series MS was a member of the same family as the Oxford and Minor - the Oxford and the MS using the same basic bodyshell as the Wolseley 4/50 and 6/80, which helped standardisation. The MS had a longer bonnet, different front doors and other features to the MO, but both Oxford and MS had common body finishes inside and out. Both were built by the Nuffield Group at Cowley, and it is known that the MS was produced because Lord Nuffield wanted a new 6-cylinder car to join the Morris Minor and Oxford range introduced at the Motor Show at Earls Court in October 1948, and that is why the MS came about.
Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TurboDiesel from late 407 & C5, Ford Mondeo, Volvo S40/ V50
Fibreglass bodyshell
Madagascar, Indian Ocean
2014 "Chevrolet Camaro" in the paddocks of the 2014 CRAA classic race in Aarhus.
Driver: Ronnie Bremer (DK)
Racing class: Auto-G DTC
Race number: 10
Race results in 2014 event:
Training (fri.): DNS
Qualifying (sat.): 6 (of 19)
Heat 1 (sat): 9 (of 19)
Heat 2 (sun.): DNS
Heat 3, final (sun.): 5 (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.
1969 Alfa Romeo Junior Zagato R
Sold for US$123,200 inc. premium
From the catalog:
Chassis no. AR 1800525
2.1-Liter DOHC Inline 4-Cylinder Engine
Electronic Fuel Injection
Est 220bhp at 6,400rpm
5-Speed Manual Transmission
GTA-R Spec Independent Suspension
4-Wheel Power Disc Brakes
*Desirable Zagato R created by renowned UK-based marque specialist Alfaholics
*One of just three Zagato R examples made to date at considerable expense
*The Singer of the Alfa world according to motoring aficionado Chris Harris
*Beautifully presented cosmetics, with superb power and handling characteristics
THE ALFA ROMEO JUNIOR ZAGATO
One of the oldest and most respected of automotive design firms, Zagato was founded in Milan in 1919 by Ugo Zagato, who used techniques learned in the wartime aeronautics industry to create a series of lightweight competition cars. Alfa Romeo immediately realised the potential of Zagato's designs and thus commenced a fruitful collaboration that lasts to this day. Some of the 20th Century's most beautiful cars have been Zagato-bodied Alfa Romeos.
The creator of some of Carrozzeria Zagato's most memorable designs of the post-WW2 period - arguably its most productive - was Ercole Spada. Spada introduced the Alfa Romeo Giulia TZ's sawn-off tail and was also responsible for the Alfa Romeo Giulietta and 2600 SZs and the Junior Z, the latter being one of the last models developed under the stewardship of company founder, Ugo Zagato.
Based on the mechanicals of the 105-Series Giulia saloon, the Junior Z was introduced for 1970 in '1300' form before being upgraded with the 1,570cc engine in 1972. Lighter than the production models from which it was derived, despite – unusually for a Zagato design – having steel body panels rather than aluminum, the Junior Z was compact, nimble, aerodynamically efficient and fast. The 1,290cc twin-cam four producing 89bhp at 6,000rpm, enough to propel the sleek Z to a top speed of around 175km/h (109mph). The 1300 continued in production until October 1972, by which time 1,108 had been produced - enough to enable homologation in FIA Appendix J Group 3 - while a further 402 examples of the '1600' version were built up to 1975. All were left-hand drive.
THE MOTORCAR OFFERED
Offered here is not your average Alfa Romeo Junior Zagato, if there is such a thing considering the low production figures of these stylish cars. This very car is one of just three examples which to date has been fully customized to Zagato R specification by renowned UK-based Alfa Romeo specialists, Alfaholics. The work was done on special order by the consignor - a well-known Los Angeles-based collector and sports car driving enthusiast - who was looking for something unique, well-handling and powerful. The result is absolutely irresistible and extremely tastefully carried out, keeping the original Zagato styling characteristics intact, while fully upgrading the underpinnings and interior of the classic Junior Zagato.
The work was carried out by Alfaholics just a few years back, and started by the consignor supplying them a sound and healthy 1969 Alfa Romeo Junior Zagato, which they then disassembled right back to the Zagato bodyshell and rebuilt to largely GTA-R mechanical specs. A brutal 220 horsepower 2.1-Liter DOHC Alfa Romeo engine was fitted (looking very similar to the original power unit in the Junior Zagatos) fed through electronic GTA-R spec fuel injection with heritage throttle bodies & Motec M1 series ECU. Accompanied with the car though, is the original engine. A GTA-R clutch, flywheel and starter was fitted, and a GTA-R driveline package mounted, with a 0.79 5th gear conversion, limited slip differential and hollow half-shafts driving the rear wheels. A full tubular stainless steel exhaust system was fitted, and a GTA-R cooling package installed with built-in air conditioning condenser and fans. GTA-R suspension package was fitted, as was the GTA-R 6-pot brake package, where 7×15-inch GTA alloy wheel and Michelin tires were mounted to. A billet steering box casing was used, and GTA-R PCB and loom package fitted. Inside the powerful Alfa Junior Zagato R received a full leather interior is a lovely chocolate brown color with black accents and piping, working super well with the mustard yellow exterior body color of the car. GTA-R controls and billet air conditioning vents were fitted, topped by a leather wrapped sports steering wheel. Given the climate in Los Angeles, air conditioning was also high on the priority list, and was very appropriate done. This tasteful 'Outlaw' Alfa Romeo Junior Zagato was dubbed the Zagato R by the creators at Alfaholics, and one can start to imagine the cost of this project when looking at the quality of the work, and even more so when taking the car for a drive!
These charming Alfa Romeos, styled by arguably one of the greatest names in automotive design, rarely come to the market, and this example having gone through a unique transformation to reimagined specification by Alfaholics, is worthy of consideration by any Alfa Romeo or sports car enthusiast
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It's Bonhams day!
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
Die Karosserie des Audi R8 besteht aus Aluminium (ASF Audi Space Frame) und ist sehr leicht. Etwa siebzig Prozent der Rohkarosse besteht aus Aluminium-Profilen, der Rest aus Gussteilen und Blechen.
1/32 resin slot car Ford Lotus Cortina Mk2 1968 Monte Carlo rally. Driven by the Danish team of Bjosbonnet & Tom Belsø. Resin bodyshell with PCS32 chassis, aluminium rims and resin inserts.