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I took this picture while researching a piece for the Financial Times found here: www.ft.com/intl/cms/s/0/18c8f332-d656-11e3-a239-00144feab...
Alfa Romeo Junior Z
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
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
On display in Pall Mall for the St James's Motoring Spectacle 2024. The McLaren P1 was in production from 2013 to 2015. It uses a carbon fibre monocoque bodyshell with butterfly doors. A hybrid electric car.
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.
Top:
The 2.5 PI Mk2 was the first British car to have fuel injection, but the Lucas system which could be hit and miss.
The bodywork was more or less identical to the Innsbruck 2000.
PKV556H was a white Triumph 2000 1992cc last taxed on 1 March 1985.
Either someone has used the wrong picture here or some more plate swapping has taken place.
Middle:
With the fuel injection on the 2500PI causing problems, the 2500TC was added to the range as a lower powered but more reliable alternative.
The body was the standard Innsbruck one, with a well equipped interior.
OKV176H didn't seem to last long enough to make it onto the computerised records.
Bottom:
Triumph 2500S:
The final development of the Innsbruck bodyshell, replacing the 2500PI.
It was well equipped mechanically, with overdrive, power steering and alloys as standard.
Edit: No result for JHP377P, but I originally mistyped this as JHP337P Which was a red Triumph 2500 TC Estate 2498cc last taxed on 1 December 1987.
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.
Audi TT 2002 Quattro. Launched in 1998 and built on the VW Typ 8N platform, the original Audi TT followed closely the 1995 Frankfurt Show car designed by to J Mays and Freeman Thomas from Audi design in America. The Audi TT is in fact built in Hungary from bodyshells made in Ingolstadt.
Gaydon, British Motor Museum : Jaguar Daimler Heritage Trust
This particular DS420 was originally supplied to Her Majesty the Queen Mother, replacing an earlier car of the same model that Her Majesty had used, and while in her ownership it was registered NLT 2, one of several NLT numbers found on cars owned by The Queen Mother. This car, finished in the traditional Royal colours of black over claret, was in fact the second from last of the DS420 range.
The Queen Mother decided that her Jaguar and Daimler cars should eventually return to the Jaguar Company’s museum, which duly happened after Her Majesty passed away in 2002.
When Jaguar merged with the British Motor Corporation in 1966, both companies manufactured limousine models, the ageing Daimler Majestic Major and the Vanden Plas Princess 4 litre. It was decided to replace both of these older models with a single new limousine, which would bear the Daimler name and would be based on Jaguar components, but which would be assembled in the Vanden Plas factory at Kingsbury in London.
The result was the DS420 which was launched in 1968 and co-incidentally became the first new model of the newly-merged British Leyland company. It was based on an extended floorpan from the Jaguar 420G, which made the DS420 the biggest ever British car with unitary body construction. The engine was the well-known Jaguar XK in 4.2 litre form, with an automatic gearbox as standard. The semi-razor-edged style of the body was probably inspired by some of the classic Hooper bodies on Daimler chassis.
The basic bodyshell was supplied by Motor Panels in Coventry and mechanical components were fitted by Jaguar at Browns Lane, before the limousines were sent to Vanden Plas for final assembly and trim. When the Vanden Plas factory closed in 1979, final assembly and trim moved back to a special Limousine Shop in the Jaguar factory at Browns Lane.
Being both a limousine and having its Royal connection the Trust receives numerous requests to use this car, and while we are happy to keep it running and driving we are normally fairly selective about its use. We were happy in April 1991 to provide this to our local Army depot – CAD Kineton for the retirement of the Station Commander Lt Col J Williams RLC.
Without his knowledge, his Regimental Sergeant Major – RSM Banks RLC contacted us and asked us to provide this car so that he could be chauffeured off the Station for the final time, in style. We are always happy to support CAD Kineton as their staff do a lot of STEM education work with the British Motor Museum, so with military precision and secrecy, we delivered the car and hid it one of the service garages that the Lt Col would definitely not visit for a couple of days.
It was wheeled out on cue for his final journey and he was driven off the Station by Station Master Driver WO2 N Gillan.
The forlorn bodyshell of Class 73/1, 73134 "Woking Homes 1885 - 1985" stands in its long-term resting place outside the Brush Traction works at Loughborough.
Having been used as a spares donor for the 73/9 rebuilds done at Brush, the future remains unclear for 73134 - with its fate being even more uncertain following the recent announcement that the Brush Traction works will close by the end of 2021.
The Citroën AX is a supermini car which was built by the French manufacturer Citroën from 1986 to 1998. It was launched at the 1986 Paris Motor Show to replace the Citroën Visa and Citroën LNA.
Development of this model started in 1983, and it was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand - coupled with the huge success of the new Peugeot 205 - had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production.
With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range.
The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads
In 1989, a naturally aspirated diesel AX, using the 1360 cc, all aluminium alloy TUD engine, managed a figure of 2.7 litres per 100 kilometres (100 mpg‑imp; 87 mpg‑US), totalling over 1,000 miles (1,609 km) from Dover to Barcelona. This was the longest ever distance travelled on 10 imp gal (45.5 L; 12.0 US gal) of fuel and earned it a place in the Guinness Book of Records as the most economical production car.
By putting the bar I welded to the base plate (painted black) back into place in the bodyshell I then used the plastic tubing to work out the correct place to make the tube notch.
Once happy it all worked copied this into steel & tack welded the X-Bars together & took them out of the bodyshell.
Taken 14/02/25 and perhaps for the gloom of the cutting a higher ISO setting may have been wise. Again, there is nothing rare bout the Class 455s although, as with the 458 , they are are strangers in these parts other than on workings to 'Branksome Depot'.
According to Wikipedia the Class 455 "... was originally to be classified as the Class 510, at which point they were planned as a 750 V DC version of the Class 317. However, as the chopper control system at the time was not considered robust enough for the electrically rougher third rail Southern Region, they were fitted with second-hand camshaft control systems and thus classified as the 455 class.[
A total of 505 carriages were built by British Rail Engineering Limited's Holgate Road carriage works and together with 43 existing trailers from Class 508s, formed 137 four-car sets. The 455s allowed the Class 405 and Class 415 to be withdrawn, as well as allowing the Class 508s to be transferred to the Merseyside network for which they were originally intended. They also allowed other stock to be cascaded to the North London and Oxted lines.
There were three batches of Class 455s, all consisting of four cars: driving trailer vehicles at each end, an intermediate trailer vehicle and an intermediate motorised vehicle (powered by four EE507-20J of 185 kW carried on the bogies of the MSO vehicle, some recovered from Class 405s), all originally built to the standard class 3+2 seating arrangement with 316 seats. Technically, they are formed DTSO+MSO+TSO+DTSO.[ They have the same bodyshell as the Class 317 and Class 318, but as they were designed for inner suburban services they do not feature first class seating, air conditioning or toilet facilities and are restricted to 75 mph (121 km/h).[3] Like the Class 317/318, as well as the diesel Class 150, they are based on the British Rail Mark 3, with a steel construction, unlike the earlier PEP based Class 313, Class 314, Class 315, Class 507 and Class 508, which had an aluminium alloy body"
South Western Railway (SWR) is owned by FirstGroup (70%) and MTR Corporation (30%) that operates the South Western franchise. It operates commuter services from its Central London terminus at London Waterloo to South West London. SWR provides suburban and regional services in the counties of Surrey, Hampshire and Dorset, as well as regional services in Devon, Somerset, Berkshire and Wiltshire. Its subsidiary Island Line operates services on the Isle of Wight. SWR was awarded the South Western franchise in March 2017, and took over from South West Trains on 20 August 2017. In December 2024, the government announced that SWR's contract would not be renewed in May 2025 and that the service would be renationalised.
The Bolton News 22nd August 2022 By Chloe Wilson Link Below
The Bolton 66 tramcar was built in 1901 as an open top eight-wheel double deck bogie tram by the Electric Railway and Tramway Carriage Works in Preston.
Bolton 66, the only tram in Blackpool Transport's Heritage Tramcar fleet which does not originate in Blackpool, is well over one hundred years old and is still in good running order but that has not always been the case.
At the beginning of the 1960's, Alan Ralphs and Bolton-born Derek Shepherd took the decision to attempt to restore the Bolton tramcar.
After more than 40 years serving the people of Bolton, the tramcar spent twenty years as a semi derelict bodyshell on a farm on the moors above Bolton.
However, with lots of enthusiasm, a group led by the duo, professional electrical engineer Derek Shepherd and supported by Alan Ralphs, spent many hours to completely restore the tram to a new condition taking them 18 years to complete.
In June 1981 the tram was moved to Blackpool and started to operate on the seafront, where it has remained for the last 41 years, due to covid the 40th anniversary was postponed until this year.
Derek sadly died in November 2020 shortly before his 90th birthday, and now a new book, Bolton 66 40 years in Blackpool, The Story of a unique tramcar by Tony Young, has been launched as a tribute to his lifetime work on trams.
The event also celebrated the book launch as well as the 40th year of Bolton 66 being in Blackpool.
The upper section and the inside was masked so we could paint the lower parts of the body shell.
A 1 mm strip of masking tape was placed into the grooves in the bumper to keep the green color. This was easy to do and achieves a great effect.
For this volume we give the Hoovers the full colour photographic treatment, with all fifty of the class featured.
Superb photographs from a wide range of cameramen display a host of livery variations, nameplates, badges and detail changes as we follow the fifty locomotives from 1967 through to 1992.
The prototype DP2 is not fogotten either as we take a look at how the class may have looked if they had followed the Deltic style of bodyshell instead.
Alfa Romeo Junior Z
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
Short lived model with the same bodyshell and suspension as the MKIII Landcrab. The engine was the six cylinder version of the E series, in effect 1.5 Maxi engines.
London registration PLX564M was a mock up, as PLX...L had been issused the year before.
This guy had just carried, via straps across his shoulders, the bodyshell of a small car 20 metres, or thereabouts.
Probably the least popular rolling stock to have been produced in recent times, the 'Pacer' fleet operated by Northern Trains is due for retirement by the end of 2019.
A combination of a bus-style bodyshell, and not much more than a wagon underframe, was a budget-solution to rolling stock replacement in the 1980s. The ride is appalling, the crash-worthiness is questionable, and they squeal on tight curves.
CARBON FIBRE MONOCOQUE
Weight has been kept to an absolute minimum on the LFA. The development team opted for front and rear aluminium subframes, fitted to a carbon fibre monocoque cabin section, weighing 100kg less than its aluminium equivalent. At four times the strength of aluminium, the Carbon Fibre Reinforced Plastic (CFRP) monocoque – that resulted in over one hundred company patents – creates an exceptionally stiff structure. Overall, carbon fibre accounts for 65% of the LFA’s bodyshell weight, while aluminium comprises the remaining 35%. Watch carbon fibre components being woven on a radial loom developed specially by Lexus:
Leyland National 11351A/1R 06647.
One of a batch of bodyshells built prior to the start of the Mark 2 and finished during the production line changeover.
1963 Morris Mini.
Anglia Car Auctions, King's Lynn -
"Chassis number: MA2S4228244. This is an original Morris Mini bodyshell with over £1500 of new Mini Sport body panels fitted. The seats, dash, trim, steering column, steering wheel and glass all come with the car. The 848cc Mini MkI was registered in December 1963 and comes with its V5C plus receipts for the body panels, original chassis plate and one old tax disc."
Estimate: £2000 - £4000. Unsold.
Class 33/2 'Slim Jim' 33207 'Jim Martin' clags through Salisbury working the 5Z81 1305 Southall to Bristol Kingsland Road ECS in conjunction with a steam hauled special the next day. The motive power for the steam special can be seen behind the class 33 in the form of LMS class 5MT 4-6-0 44932. The class 33/2 sub-class got the nickname of 'Slim Jims' due to their being built with a bodyshell 7 inches narrower than the standard class 33 width. This alteration was to enable them to work within the restricted loading gauge of the Hastings Line. 29/06/2013.
1957 Victoria 250
Being quite familiar with the shortcomings of the Spatz through sales and service of the Spatz for Harald Friederich, the motorcycle engineers at Victoria set about overhauling the design of the little car.
Everyone had been very impressed by the Gullwing Coupe Spatz shown by Friederich at the IFMA show in 1956, and built by him in small numbers. Victoria built one, as well as a Cabrio with doors and roll up windows. A Coupe with doors and sliding windows and large rear window was also built. All were nixed for being too heavy. Only the roadster style would continue to be built.
Having only motorcycle motors to hand, Victoria developed a new 250cc motor and matching gearbox for the car. With it came a five-gear electronic gearshift much like that found on Goggomobil, except that it it used three dash-mounted buttons: reverse, neutral and first, and with second, third and fourth selected by a small lever in conjunction with the clutch.
The first examples left the works in June 1957.
With its fiberglass bodyshell, it was called the "one-eighth Corvette", referring to the other fiberglass car across the pond with seven more cylinders.
It was already evident by October of the same year that the market would not support another minicar. Production ended in February 1958.
A year later, production of the car was briefly resumed as the Burgfalke 250 Export,
but it was short-lived.
The museum example, with the lowest known serial number, was restored for the first Bruce Weiner Collection, sold at Christies in 1997, and returned to the fold seven years later.
Alfa Romeo Junior Z
The Junior Z was created by Zagato using the short-wheelbase Type 105 chassis from the Spider, and the five-speed gearbox from the Giulietta. It was an arresting-looking coupé that added real variety to the Alfa Romeo line-up, but unlike earlier Alfa-Zagatos, it was not conceived for racing, nor was it particularly lightweight - it featured a steel bodyshell with an aluminium bonnet and aluminium door-skins (on the earlier 1300 JZs).
The sloping front and Kamm tail were certainly a world apart from the well-crafted classicism of the rest of the Giulia-derived cars, but no less appealing for it. The Junior Zagato was a little lighter and more aerodynamic than the standard cars so it was a bit quicker too. Considering its coachbuilt status, values are surprisingly low.
Now the Minitrix donor loco needed a cab end ... so a second donor loco (well, an already plundered American BN bodyshell) came to the rescue. More Dremel sawing and CLANG/KLUNK, another piece of loco hits the ground!
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 Martini stripes that come with the kit have to be bended over the front fenders. I don't have good experience with lining up such stickers, so we decided to paint the middle red part and only use the blue stripes from the stickers.
It started by masking off the red area.
The RS1800 used a Kent engine block with a 16-valve Cosworth cylinder head. This engine was essentially a detuned Formula 3 engine designated BDA, for Belt Drive A Series. . It was essentially a special created for rallying, and surviving road versions are very rare and collectible today. There has been a long standing debate regarding how the RS1800 was homologated for international motorsport, as Ford are rumoured to have built only fifty or so road cars out of the four hundred required for homologation.
The works rally cars were highly specialised machines. Bodyshells were heavily strengthened. They were characterised by the wide wheelarch extensions (pictured right), and often by the fitment of four large spotlights for night stages.
1/32 resin slot car Seat 127 Canary Islands Classic Rally. Driven to 1st place by Roberto Febles and Hector Izquierdo. Resin bodyshell with PCS32 chassis and bespoke interior.
The earlier P5 bodyshell with the ex-Buick V8, supposedly discovered by someone at rover who was into power boating.
The looks and performance meant they were popular as ministerial cars, some being used long after production ended in 1973.
There was a coupe variation with little more than an altered rear roofline.
The 1949-51 third generation Mercury adopted a pontoon appearance, the bodyshell now shared with the 1949 Lincoln Cosmopolitan
The ‘lead sled’ was typically, but not exclusively, a 1949, 1950, or 1951 model year Ford 'Shoebox' or Mercury Eight car. In the name, 'lead' (as in the heavy metal) refers to the use of lead as a bodyfiller in early days, and 'sled' refers to the lowering of the vehicle, through roof chops as well as lowering the suspension. Engines were also upgraded and other custom touches were made to grilles, interiors etc.
This Lead Sled features a 2½ inch roof chop, a 1953 Desoto grille and 350 Chev power plant.
The Orange Collection
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 94.300
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
"The Aston Martin DB9 is a thoroughbred sports car with GT levels of comfort and refinement. Combining Aston Martin's unique character with an uncompromising design philosophy, the DB9 was borne out of a synthesis of traditional craftsmanship, high-tech manufacturing, modern components and use of the finest materials." - Aston Martin.
Launched in 2003 as successor to the DB7, the DB9 was the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness.
The DB9 was powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage producing 470bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 306km/h (190mph) with 60mph attainable from a standing start in a neck-snapping 4.8 seconds. The aluminium engine was mounted as far back as possible in the chassis, while the transmission/final drive was positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options were a six-speed manual or six-speed 'Touchtronic 2' semi-automatic.
Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more. Production ceased in 2016.
Commissioned from Aston Martin by our vendor, the DB9 Volante offered here is one of eight different models forming the Orange Special Limited Edition Collection, all of which are finished in unique Orange No.1 paintwork. Built to Swiss specifications, the car comes with a certificate of authenticity from Aston Martin; a copy of the sales invoice; a (photocopy) Swiss Carte Grise; photocopy EC Certificate of Conformity; and a detailed list of its money-no-object specification. The DB9 has recently benefited from recommissioning by noted marque specialists Stratton Motor Company.
The last of the rear engined Renault saloons dating back to the 4CV in 1946.
A long-nosed R8 bodyshell, which was badged as the R10 in some markets, but with the 1289cc engine also used in the R12.
From the British perspective it would have seemed like a holding operation until the R12 was established in the market.
DJX131J is an unissued Halifax registration, which also looks like it's been retouched with a J as the year letter.