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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.
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.
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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.
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.
At the Græsted Veterantræf, Græsted, North Zealand, Denmark 4th June 2022
"In addition to the classic four-door sedan, Ford also presented the two-door coupé on the same basis in 1961. This was given the model name Consul Capri. Various design features were naturally found again. The front features round double headlights, the sides have clearly visible creases and the rear has small fins above the round taillights. Above this, Roy Brown designed a thoroughly stylish roof with thin pillars and large windows. He dispensed with B-pillars in favor of fully opening side windows. The Consul Capri made its debut at the 1961 IAA (Frankfurt Motor Show). Originally, Ford of Great Britain intended to send the car exclusively for export. However, potential customers in continental Europe received the car less enthusiastically than expected. Only 88 orders were received during the IAA.
However, Ford had already pre-produced 200 left-hand drive vehicles for export by hand. The bodyshells came from Pressed Steel Company and were completed at Ford’s Dagenham plant. The same applied to the Consul Classic. This production proved to be cost and time intensive. At the same time, new production schedules came from Ford headquarters in Dearborn, which could never be met for these models. Even the relocation of final production from Dagenham to Halewood from February 1963 didn’t help. By the end of 1964, the Consul Capri dropped out of the lineup after 19,421 units. Despite the low numbers, there were three engine variants. Initially, a 1.3-liter engine produced 39 kW/54 hp. Due to various technical defects such as breaking crankshafts, Ford installed a 1.5-liter engine with 43 kW/59 hp from August 1962. The crankshaft, which now had five bearings, proved to be much more durable. The manual transmission could be ordered with either a shift lever on the center tunnel or a shifter on the steering column."
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.
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.
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.
This was the third and last model to carry the Magnette name after the ZA and ZB models from 1953-58. This model (sold in MkIII/IV form) shared its bodyshell with the Farina designed Austin Cambridge and Morris Oxford but had more bhp and a slightly better level of equipment.
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.
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~
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.
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.
Der Audi TT von 2007 setzte auf die Hybrid Bauweise. Die gesamte Karosserie mit Ausnahme des hinteren Bodenblechbereiches, der aus Stahlblech gefertigt war, war in der ASF Bauweise (Audi Space Frame) aus Aluminium gebaut. Diese Änderung gegenüber der ersten Serie erfolgte u.a. um mehr Gewicht auf die Hinterachse zu bekommen und so dem Auftrieb bei hohen Geschwindigkeiten entgegen zu wirken.
The Jensen Interceptor is a sporting GT-class car (semi) 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.
inspiration picture made by isayx3
Lights, Motors, Action! Extreme Stunt Show.
The show runs for just under 40 minutes of car-based action, and includes pyrotechnics, jet ski chases, and physical stuntwork.
The show has more than 40 vehicles in the show and backstage in the maintenance garage. The primary car which the action revolves around, referred to as the "hero car," is a custom-built design for the show, while the pursuit cars are Opel Corsas. The 3 different hero cars are all painted red and the pursuit cars are black, to easily allow guests to tell the difference between them. The show also includes specially-designed cars that look identical to the others used in the show, two of which are red "hero" cars. One has the bodyshell oriented backwards to allow the driver to appear to be driving in reverse; the other has a seat and steering wheel bolted onto the side of the car away from the audience, so that the car can be driven showing that there is no driver in the driver's seat. One of the black "pursuit" cars is cut in half behind the front doors so that it can appear to explode during a scene in the show.
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.