View allAll Photos Tagged Bodyshell
7 May 2017
"Cravens" 1541 is one of a batch assembled by CIÉ at Inchicore Works in Dublin from bodyshells and parts supplied by Cravens in the UK in 1964/5. She is seen at Kilkenny on the return Shannon and Suir tour to Dublin.
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.
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 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
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.
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.
GWR Hitachi 9-car Class 800/3 bi-mode IET 800319 passes West Ealing 3 minutes early, working the 1P12 05.28 Hereford to London Paddington service.
The Class 800 is a type of bi-mode multiple unit designed and produced by Hitachi for use in the United Kingdom on the Great Western Main Line since October 2017, gradually replacing the ageing HST fleet.
GWR currently run a 36-strong 5-car Class 800/0 fleet plus 21 9-car 800/3's. The Class 800's use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built by Hitachi since 2014. They are very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The British Rail Class 800 is a type of bi-mode multiple unit designed and produced by Hitachi for use in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built by Hitachi since 2014. They are very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
These trains were assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction took place in the UK
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.
Or is it a Testarotta. even a Testa-Rat-a. But I may be disrespecting the guy of course, built form a bodyshell and lots of boxes of bits imported from America
New Year's Day 2019 Brooklands gathering - Post 1986 Sports and Supercars Parking
Santa Pod Sept 2007
Driven by Michael Gullqvist
Car: '57 Chevrolet Bel Air
Team: M. Gullqvist
Best ET: 6.156 seconds
Best Terminal Speed: 231.32mph
2007 FIA European champion. Unique motor mates blown methanol technology to Pro Stock internals. 2008 produced personal-best terminal speed and semi-final finish at FIA German race (Hockenheim) but inconsistent form had already spoiled chances of FIA championship repeat.
Car Specifications
Car / bodyshell: '57 Chevrolet Bel Air
Chassis: Tommy Mauney (USA)
Engine: 526ci Chevrolet-Hemi – supercharged/methanol
Supercharger: Kobelco K11
Pistons: JE
Ignition: MSD
Transmission: Lenco 3-speed
Clutch: AFT
Rear axle: Mark Williams Ent.
Wheels: Weld
Tyres: Hoosier
Parachutes: Stroud
Team Sponsors
Nordiclan / Lucas Oil / WNT Nutrition
1/32 resin slot car Mercedes Benz 300SL 1952 Le Mans. Driven by Theo Helfrich and Helmut Niedermayr (2nd place). Resin bodyshell with MRRC Sebring chassis and slimline motor.
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.
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.
The front and rear windows need the frame colored in matte black. Again we used the airbrush for this as it gives a very nice finish. We used the new Tamiya flexible masking tape to mask the corners.
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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.
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.
A K&R models mk1 MGZR converted to Mk2 facelift. Shame I cant seem to get a window set from the original kit manufacturer. Original bodyshell and interior was filed, cut, and filler-ed to represent the MK2 facelift ZR.
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.
These quirky little jackshaft drive electric locomotives were built from 1911, but rebuilt in the 1960s with new bodyshells. 1099.16 was the last of the class of 16 engines, and is seen here at St Poelten prior to departure
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.
The Volvo Amazon range was built between 1956-70, but did not come to the UK until 1958 in the form of the uprated 122S. Apart from the rare 123GT from 1966-68, all 120 series Amazons were 4-door saloons. With its 1778cc engine, and 2-door bodyshell this is therefore either a 130 series car or a rare 123GT - I forgot to look at the badge on the near-side front wing.
1/32nd scale resin bodyshell. The car was produced between 1959 and 1961 by Maserati for racing in the 24 Hours of Le Mans endurance classic. The Tipo 61 was unveiled in 1959 when Stirling Moss won its first race
In 1994, the 'Eurovan' was launched as a join venture from Citroen, Fiat, Lancia and Peugeot. The shared basic bodyshell was personalised for each marque, incorporating features current in their respective ranges. Ford, Volkswagen and SEAT would soon respond similarly with the Galaxy, Sharan and Alhambra.
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
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.
The Mark I Escorts became successful as a rally car, and eventually went on to become one of the most successful rally cars of all time. The Ford works team was unbeatable in the late 1960s / early 1970s, and possibly the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally, driven by Finnish legend Hannu Mikkola and Swedish co-driver Gunnar Palm. This gave rise to the Escort Mexico (1598cc "crossflow"-engined) special edition road versions in honour of the rally car. Introduced in November 1970, 10,352 Mexico Mark Is were built using bodyshells using additional strengthening panels in high stress areas making them more suitable for competitions. Seen here at Hellingly is HLD 437K.
...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.
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.
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
37372 at Rhymney, Saturday 18th November 2000, with 2F33 13:15 Rhymney - Cardiff Central. Withdrawn way back in 2007, the bodyshell has now taken on the guise of a Baby Deltic, at Barrow Hill.
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.
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.
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.