View allAll Photos Tagged Bodyshell
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.
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.
1972 Triumph 2500 Mk.2 Injection (2.5PI).
Registered in March 1977. A works 2.5PI rally car driven by Brian Culcheth/Lofty Drews on the 1972 East Africa Rally (when it was registered KNW 798). It finished in 13th place and 1st in class despite issues with the bodyshell cracking around the rear screen. Last MoT test expired in July 2011.
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 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 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.
This particular 1071 'S' has been extensively restored on the original bodyshell, using all genuine panels, and is presented as a recreation of the Monte Carlo winners.
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
ALPINE RENAULT A110 BUILT 1971 1.6-LITRE 4-CYLINDER
With a Lotus Elan inspired steel backbone chassis and glass fibre bodyshell the rear engined A110 was very successful in 1.6-litre form winning the 1971 Monte this ex works car is still actively campaigned
DRIVERS
CHARLES REYNOLDS
Some new Matchbox Superfast additions and finds.
MB 41 Siva Spyder - found a box for this one...
Like the Guildsman, this is another bizarre (but cool) car:
freespace.virgin.net/dr.dean/who1/othersivas.htm
"he 'S160' began life as a project for Marcos as a GT with a Hillman Imp engine. However, Marcos dropped the concept and SIVA re-designed it into the SIVA S160 Spyder. The car debuted in the 1971 Racing Car Show. The 'Spyder' was based on a VW beetle floorpan. The Spyder was unique in that all the car switchgear was housed in the driver's door. A bare bodyshell was available for £525 or a completed car was available for £895. There were 12 'S160 Spyder' produced in total."
The body shell feels more sturdy than the average 1:12 scale car due to the wide fenders.
The thickness of the material is comparable to today's Tamiya M-chassis shells.
The Cadillac Eldorado is a luxury car manufactured and marketed by the Cadillac Motor Car Division of General Motors from 1952 until 2002, over twelve generations.
The Eldorado was at or near the top of the Cadillac product line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells[1] and were the most expensive models offered by Cadillac during those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966.[2][3] Beginning in 1967, the Eldorado retained its premium position in the Cadillac price structure, but was manufactured in high volumes on a unique, two-door personal luxury car platform.[1][4]
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was seen as a modern revival of the pre-war Cadillac V-12 and Cadillac V-16 roadsters and convertibles.
Name
The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one"—and also refers to El Dorado, the mythical Colombian "Lost City of Gold" that fascinated Spanish explorers.[5]
Chosen in an internal competition for a 1952 concept vehicle celebrating Cadillac's golden anniversary, the name Eldorado was[6] subsequently adopted for a limited-edition convertible for model year 1953.
Cadillac began using the nameplates "Eldorado Seville", after the city in southern Spain, and "Eldorado Biarritz" after the luxury seaside resort in southern France, to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The "Seville" name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning in 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1976 until 1991....Wikipedia
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.
1961 Tuesday February 26th. The great fire, which gutted the premises of carmaker,
Rochdale Motor Panels in Hudson Street, Rochdale.
Note the Rochdale Olympic bodyshells, which firemen had managed to drag outside.
These were used to make new moulds.
Also note Rochdale Fire Engine - Dennis TL – PDK 717 in the background.
If anyone knows about the fire or Rochdale Motor Panels in Hudson Street and Littledale Street, Rochdale
or has owned a Rochdale car in the 1950,s or 60,s or 70,s please contact me on rochdale-olympic@fsmail.net
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.
A sx51-a410 remanufactured from an elderly S1; everything between the cab and the radiator section is new bodyshell (and the radiator section is trimmed a little short and has a new radiator & shutters.)
The roof of the cab was torched off and replaced with a bulgier one that has an air conditioner integrated into it.
(Note that this unit still has the old Alco/GE plate on the cabside; Banjo Lumber patrols their finished lumber yard, so sticky-fingered railfans can't get in and lever the builder's plate(s) away from the locomotive.)
(profiles used to make this drawing were all drawn by Joshua Moldover @ The Railroad Paint Shop and yours truly at my dining room table.)
Nice n clean. Shame about the cramped accomodation inside but thats the result of having a bodyshell that was designed to tilt and therefore pinches in at the top thus reducing inside space.
Body shell, by Vectis Panelcraft, Cowes, ready for delivery to car manufacturer. Delivered on a rolling jig, upon which it's built, the jig is returned ready for the next body.
© 2017 Nick Edwards, All Rights Reserved This image is not available for use on websites, blogs or other media without the explicit written permission of the photographer.
Marcos started making car using methods common in the light aircraft industry, using laminated plywoods for the chassis, and fibreglass bodywork.
The engine was a 1778cc Volvo unit used in the Amazons and P1800.
The same bodyshell was used with different engines from Ford & Volvo, the later ones with a steel tubular chassis.
London registered KLP3D is listed as Marcos unknown 1798cc and currently taxed.
Built for speed! The owner started with a Special 5 glass bodyshell and went to town, fabricated his own custom frame, installed a brand new Ford engine, basically created a track machine, this is one hot rod that will handle a track day just fine... Forgot to photograph the spec sheet on this one with all the details... D'oh!
Spring Thaw car show, the annual kick off to driving season here in Calgary, a little smaller this year but then again it did snow the day before!
This EMU set is composed by units 8631-8531-8532-8632 (if I got the renumbering scheme for the 8520 Class right).
The 8520 class was introduced in 2004; there are ten of these sets. The units can be seen working in multiple with an 8500 or 8510 though usually with another 8520 unit. They were the first units to carry the revised DART logo and also the first to be fully air conditioned. They can be distinguished from the previous 8500s and 8510s by the profile of the bodyshell, which is more rectangular, and by the lack of opening windows in the passenger seating area.
The British Rail Class 150 "Sprinter" diesel multiple-units (DMUs) were built by BREL York from 1984 to 1987. A total of 137 units were produced in three main subclasses, replacing many of the earlier first-generation "Heritage" DMUs.
At the beginning of the 1980s, British Rail (BR) had a large fleet of ageing "Heritage" DMUs built to many different designs in the late 1950s and early 1960s. Some of the more reliable types were retained and refurbished. BR decided to replace many of the non-standard or unreliable types with new second-generation units, built to modern standards. Two different types were developed; low-cost "Pacers", built using bus parts and intended for short-distance services; and "Sprinters", based on BR's Mark 3 bodyshell design, for use on longer-distance services