View allAll Photos Tagged Bodyshell
... and .. considered for re-purchase I can now add. It is living proof that pre- 1994/5 ish Mini bodyshells age much, much better than later ones. It still does have its points of interest obviously: a 1991 old car is well, very well past it's point of no return in today's automotive world ..
... and .. considered for re-purchase I can now add. It is living proof that pre- 1994/5 ish Mini bodyshells age much, much better than later ones. It still does have its points of interest obviously: a 1991 old car is well, very well past it's point of no return in today's automotive world ..
Gaydon, Reserve Collection British Motor Museum
From its introduction in 1962, the MGB was extremely successful, especially in the USA. Over 512,880 cars were built, with 125,621 GT models, the rest being roadster models and it became the best selling British sports car ever.
With around 250,000 MGBs still in existence world-wide, it was an obvious first choice when British Motor Heritage decided to re-manufacture original bodyshells.
The new MGB bodyshell was launched in 1988 at the NEC Classic Motor Show, where this 1969 car was rebuilt during the Show using the first new bodies.
Following the Motor Show the car appeared in 'Classic Cars' magazine and featured on the BBC programme 'Top Gear'. It was later auctioned and the proceeds of £13,500 donated to charity.
For some reason I thought I had the body of D6700, then looked at an old photo and the number was not that, so had to dig it out to check! Turns out I was wrong, it was this one! I seem to recall I swapped the chassis to another loco, probably William Cookworthy as I recall getting that cheap at Warley years back. Came with snow-ploughs. Addendum: just found a photo on the wonderful Cornwall Railway Society website that shows D6700 in later years back in green but at St Blazey... here: www.cornwallrailwaysociety.org.uk/st-blazey-depot-and-par...
Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes.
Greenwich to Brighton Rally Start 2018
TRIBUTE AUTOMOTIVE’S 250 SWB is a body conversion kit that has been designed to fit the BMW Z3.
The GRP kit is a straight forward replacement of body panels and addition of cover panels to a BMW Z3 bodyshell. The kit can also be fitted to any model and any year of the Z3.
The conversion retains the full monocoque bodyshell, running gear, doors and glass of the base vehicle.
The VAZ-2101 "Zhiguli", commonly nicknamed "Kopeyka" (for the smallest Soviet coin, 1/100 of the Ruble), is a compact sedan car (small class, passenger car, model 1 in Soviet classification) produced by the Soviet manufacturer AvtoVAZ and introduced in 1970, the company's first product.
The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. Subsequently, it was widely exported to the West under the Lada brand. The station wagon version (correspondingly based on the Fiat 124 Familiare) was known as the VAZ-2102.
The lightweight Italian Fiat 124, which had won the 1967 European Car of the Year, was adapted in order to survive treacherous Russian driving conditions. Among many changes, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI. This new engine had a modern overhead camshaft design but was never used in Fiat cars. The suspension was raised to clear rough Russian roads and the bodyshell was made from thicker, heavier steel with reinforcement in key chassis areas after cracking was discovered during durability testing. The first Lada models were equipped with a starting handle in case the battery went flat in Siberian conditions, though this was later dropped. Another feature specifically intended to help out in cold conditions was a manual auxiliary fuel pump.
Some of the improvements developed by VAZ engineers were quietly applied by Fiat to the 124 in its final years of production - for example the chassis strengthening; internally within Fiat these updated models are denoted "124R", the "R" standing for 'Russian'.
Engines fitted to the original Lada 2101 start with the 1.2l. The drivetrain is a simple rear-wheel drive setup with a live rear axle. The engine is an inline four with two valves per cylinder and a single overhead camshaft.
The 2101 is a re-engineered version of the Fiat 124 produced under licence from Fiat and tailored for the nations of the Eastern Bloc, but was widely exported to the West as an economy car. Although the facelifted and modernised VAZ-2105, 2104 & 2107 versions largely replaced it in the West in the early 1980s, it was still produced for the domestic market as late as 1988. Known as the Zhiguli (for the hills found near the plant) within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, drum brakes on the rear wheels in place of disc brakes, and a bespoke engine. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump.
Under the licensing agreement with Fiat, VAZ were forbidden from selling the car in Italy in order to protect Fiat's lucrative home market, nor was it permitted to sell it in any export market in competition with the 124; however, exports to Western Europe began in 1974 when the 124 was discontinued in favour of Fiat's newer 131 Mirafiori. The 2101 was exported under the Lada 1200, Lada 1300, Lada 1200S and Lada 2101 until 1989 and was positioned as a budget "no frills" offering; it was sold in the United Kingdom from May 1974, until the arrival of the Riva in 1983. It was the first Lada to be sold in the United Kingdom.
The first year, 22,000 were produced, and capacity reached 660,000 by 1973. Sales reached one million on 21 December 1973, and one and a half million in 1974. In May 1974, it went on sale in Britain, priced at £979.
The 2101 was built, virtually unaltered, from 1970 until 1982. The slightly upgraded 21013 continued to be built until 1988.
VAZ-2101 (1970–1982) — first variant was equipped with a 1,198 cc (73.1 cu in) engine (an overhead camshaft design, never used in a Fiat) producing 60 PS (44 kW; 59 hp) and offering a 140 km/h (87 mph) top speed and 0–100 km/h (0–62 mph) in about 20 seconds. Compared to the Fiat 124, 800 modifications were made in all, including to rear brakes (discs to drums), suspension (for higher ground clearance), carburettor, and some other parts in order to satisfy a wide range of Russian climate conditions, as well as thicker-gauge steel (so the 2101 weighed 945 kg (2,083 lb), the Fiat 90 kg (200 lb) less). All these models had soft suspension adapted to the local roads that provided a very comfortable ride even on tough gravel roads. Early models included a crank, in case the battery went flat (an item later dropped) and an auxiliary fuel pump. In a short time Lada became a real hit in Soviet Union. The 2101 (and its first modifications) opened a new era in Russian motoring. Unfortunately, the Togliatti plant could not supply the consumer demand and people had to wait for years to get a chance to buy the car. Exports began 21 February 1971, to Yugoslavia, with 32 cars sent to Finland, Holland, and Belgium on 30 July. After a competition in the Soviet automotive magazine Za Rulyom (At the Wheel), which drew 1,812 entries, in September 1971 the name Lada (Russian for "harmony") was chosen, and the export models would be called Lada 1200s. Production was always behind demand, and price crept up, but by 1980, the wait for a new 2101 was down to a year. The 2102 estate version started production 27 April 1972. Sales to Cuba began in 1971 (and until 2006, Raúl Castro drove to work in his own saloon) and Canada in 1978, but none were exported to the U.S. Angola received its first one thousand Ladas in 1977, in time becoming a significant buyer.
21011 (1974–1981) — modified variant with a 67 hp (50 kW; 68 PS) 1,294 cc (79 cu in) engine. Further changes included self-adjusting drum brakes on the rear axle, also fitted to the VAZ-
2101. Flat front indicator lenses instead of the dome-shaped ones on the VAZ-2101. The "horns", or over-riders, on the bumpers were removed and replaced with a rubber strip running the whole length of the bumper. The rear lights were also smoothed in a similar manner to the indicator lenses and the passive reflector (previously a separate part underneath the main rear lights) was incorporated as a small, square-shaped part in the rear light cluster itself. The windshield pump was moved down and was operated by foot (rather than by rubber button on the dashboard VAZ 2101, which was operated with the push of a finger). The dashboard had a wood-effect plastic trim; the horn was placed on the steering wheel cover. The front and rear seats became more comfortable. Material and colouring of the instrument panel was changed from the original black on light grey to white on black, the instrument panel lighting was altered as well. On the rear pillars there were rectangular ventilation holes with grille, which were not present on the VAZ-2101. Four horizontal oval holes for improved air flow to the radiator appeared on the front panel just above the front bumper. The export series were designated the Lada 1300.
21012--right-hand drive saloon with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market).
21013 (1977–1988) — similar to VAZ-21011, 1,198 cc (73.1 cu in) engine, exported as the Lada 1200 with an upgraded version (incorporating the exterior and dashboard changes introduced with the VAZ-21011) called Lada 1200S.
21014 estate, with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market).
21016 (1976–1981) — special modification, only available to Soviet police, 1,452 cc (89 cu in) engine (from VAZ-2103) in
21018 (1978) — first series rotary engine modification for Soviet police & KGB with one-rotor 70 hp (52 kW; 71 PS) VAZ-311 Wankel engine with electronic ignition and twin-electrode sparking plugs. It also featured a downdraft carburettor, with different jet sizes to the 2101, and two-stage aircleaner. Presented to the public by 1982. Only 250 built. Engine durability was an issue, wearing out at just 20,000 km (12,000 mi).
21019 Arkan (1983?) — second series rotary engine modification for Soviet police & KGB with two-rotor 120 hp (89 kW; 120 PS) VAZ-411 or VAZ-4132 Wankel engine.
The shell comes with chrome light buckets, a large decal sheet, various plastic parts and special front bumper and body mounts for the TA03R-S chassis.
RM Sotheby's
Salles du Carrousel du Louvre
99 Rue de Rivoli
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 70.000 - 90.000
Sold for € 80.500
Entering production in 1999, the Ferrari 360 Modena was a clean-sheet design that anticipated trends for future Ferrari road cars. Combining the two opposing goals of low weight and high chassis rigidity, Maranello engineers seemingly pulled off the impossible, resulting in the best overall performance and handling of any mid-engined Ferrari to date. The 360 Modena was the Ferrari to be constructed entirely in aluminium, with the chassis, bodyshell, and suspension wishbones all made from the lightweight material. At its heart lay a 395 horsepower, 3.6-litre Tipo F131 V-8 engine with a choice of a six-speed manual or “F1” automated manual transmission.
A large proportion of 360 Modena production went to the USA, making European-delivered cars, such as the example offered here, especially desirable. This car left the Ferrari factory fitted with the electro-hydraulic gearbox and finished in Rosso Corsa over a Nero interior. It is believed to be one of just 25 examples specified with the optional removable sunroof, which is stowed behind the seats in a leather bag when not fitted. First delivered via Alfred Gohm GmbH of Stuttgart, Germany, the 360 Modena has had three keepers from new and was acquired by its consigning owner, a prominent Ferrari collector, in 2016.
Complete with its Ferrari manuals and maintenance books, the car’s service history can be viewed in its accompanying history file. Notably, a major service was carried out in May 2021, further to renewal of its “sticky” buttons and repainting of the centre console in March 2022; in both cases work was completed by AutoToyStore of Starnberg, Germany. The car’s odometer reads 51,814 kilometres at the time of cataloguing.
Vauxhall Ventora (FE) (1972-78) Engine 3294cc S6 OHV
Registration Number GFB 160 N (Bristol)
VAUXHALL ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The Vauxhall FE range was launched in March 1972 under the advertising tagline NEW VICTOR - The trans continentals. Two inches longer than its predecessor and with substantially increased cabin space. Suspension was beefed up and four speed manual gearbox was available across the range. At the front the springing remained soft by the standards of the time: the track was widened (by 1.7 inches / 4 cm) and wheel geometry modified to incorporate anti-dive action. The FE Victor was the last Vauxhall to be designed independently of Opel.
The new Victor shared its floor pan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating ball unit, Despite similarities the Vauxhall and Opel had different body panels and shared only minor assemblies such as the door locks and the wiper mechanisms
The Ventora, was introduced to the FD series sold between 1968 until it was dropped from the FE series in 1976. This used the Victor bodyshell, but had the Bedford derived 3294 cc straight six engine from the larger Cresta models. Again, the Ventora was distinguished from the Victor by improved trim levels and a more regal grille.
Diolch am 100,611,771 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 100,611,771 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-519
The VAZ-2101 "Zhiguli", commonly nicknamed "Kopeyka" (for the smallest Soviet coin, 1/100 of the Ruble), is a compact sedan car (small class, passenger car, model 1 in Soviet classification) produced by the Soviet manufacturer AvtoVAZ and introduced in 1970, the company's first product.
The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. Subsequently, it was widely exported to the West under the Lada brand. The station wagon version (correspondingly based on the Fiat 124 Familiare) was known as the VAZ-2102.
The lightweight Italian Fiat 124, which had won the 1967 European Car of the Year, was adapted in order to survive treacherous Russian driving conditions. Among many changes, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI. This new engine had a modern overhead camshaft design but was never used in Fiat cars. The suspension was raised to clear rough Russian roads and the bodyshell was made from thicker, heavier steel with reinforcement in key chassis areas after cracking was discovered during durability testing. The first Lada models were equipped with a starting handle in case the battery went flat in Siberian conditions, though this was later dropped. Another feature specifically intended to help out in cold conditions was a manual auxiliary fuel pump.
Some of the improvements developed by VAZ engineers were quietly applied by Fiat to the 124 in its final years of production - for example the chassis strengthening; internally within Fiat these updated models are denoted "124R", the "R" standing for 'Russian'.
Engines fitted to the original Lada 2101 start with the 1.2l. The drivetrain is a simple rear-wheel drive setup with a live rear axle. The engine is an inline four with two valves per cylinder and a single overhead camshaft.
The 2101 is a re-engineered version of the Fiat 124 produced under licence from Fiat and tailored for the nations of the Eastern Bloc, but was widely exported to the West as an economy car. Although the facelifted and modernised VAZ-2105, 2104 & 2107 versions largely replaced it in the West in the early 1980s, it was still produced for the domestic market as late as 1988. Known as the Zhiguli (for the hills found near the plant) within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, drum brakes on the rear wheels in place of disc brakes, and a bespoke engine. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump.
Under the licensing agreement with Fiat, VAZ were forbidden from selling the car in Italy in order to protect Fiat's lucrative home market, nor was it permitted to sell it in any export market in competition with the 124; however, exports to Western Europe began in 1974 when the 124 was discontinued in favour of Fiat's newer 131 Mirafiori. The 2101 was exported under the Lada 1200, Lada 1300, Lada 1200S and Lada 2101 until 1989 and was positioned as a budget "no frills" offering; it was sold in the United Kingdom from May 1974, until the arrival of the Riva in 1983. It was the first Lada to be sold in the United Kingdom.
The first year, 22,000 were produced, and capacity reached 660,000 by 1973. Sales reached one million on 21 December 1973, and one and a half million in 1974. In May 1974, it went on sale in Britain, priced at £979.
The 2101 was built, virtually unaltered, from 1970 until 1982. The slightly upgraded 21013 continued to be built until 1988.
VAZ-2101 (1970–1982) — first variant was equipped with a 1,198 cc (73.1 cu in) engine (an overhead camshaft design, never used in a Fiat) producing 60 PS (44 kW; 59 hp) and offering a 140 km/h (87 mph) top speed and 0–100 km/h (0–62 mph) in about 20 seconds. Compared to the Fiat 124, 800 modifications were made in all, including to rear brakes (discs to drums), suspension (for higher ground clearance), carburettor, and some other parts in order to satisfy a wide range of Russian climate conditions, as well as thicker-gauge steel (so the 2101 weighed 945 kg (2,083 lb), the Fiat 90 kg (200 lb) less). All these models had soft suspension adapted to the local roads that provided a very comfortable ride even on tough gravel roads. Early models included a crank, in case the battery went flat (an item later dropped) and an auxiliary fuel pump. In a short time Lada became a real hit in Soviet Union. The 2101 (and its first modifications) opened a new era in Russian motoring. Unfortunately, the Togliatti plant could not supply the consumer demand and people had to wait for years to get a chance to buy the car. Exports began 21 February 1971, to Yugoslavia, with 32 cars sent to Finland, Holland, and Belgium on 30 July. After a competition in the Soviet automotive magazine Za Rulyom (At the Wheel), which drew 1,812 entries, in September 1971 the name Lada (Russian for "harmony") was chosen, and the export models would be called Lada 1200s. Production was always behind demand, and price crept up, but by 1980, the wait for a new 2101 was down to a year. The 2102 estate version started production 27 April 1972. Sales to Cuba began in 1971 (and until 2006, Raúl Castro drove to work in his own saloon) and Canada in 1978, but none were exported to the U.S. Angola received its first one thousand Ladas in 1977, in time becoming a significant buyer.
21011 (1974–1981) — modified variant with a 67 hp (50 kW; 68 PS) 1,294 cc (79 cu in) engine. Further changes included self-adjusting drum brakes on the rear axle, also fitted to the VAZ-
2101. Flat front indicator lenses instead of the dome-shaped ones on the VAZ-2101. The "horns", or over-riders, on the bumpers were removed and replaced with a rubber strip running the whole length of the bumper. The rear lights were also smoothed in a similar manner to the indicator lenses and the passive reflector (previously a separate part underneath the main rear lights) was incorporated as a small, square-shaped part in the rear light cluster itself. The windshield pump was moved down and was operated by foot (rather than by rubber button on the dashboard VAZ 2101, which was operated with the push of a finger). The dashboard had a wood-effect plastic trim; the horn was placed on the steering wheel cover. The front and rear seats became more comfortable. Material and colouring of the instrument panel was changed from the original black on light grey to white on black, the instrument panel lighting was altered as well. On the rear pillars there were rectangular ventilation holes with grille, which were not present on the VAZ-2101. Four horizontal oval holes for improved air flow to the radiator appeared on the front panel just above the front bumper. The export series were designated the Lada 1300.
21012--right-hand drive saloon with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market).
21013 (1977–1988) — similar to VAZ-21011, 1,198 cc (73.1 cu in) engine, exported as the Lada 1200 with an upgraded version (incorporating the exterior and dashboard changes introduced with the VAZ-21011) called Lada 1200S.
21014 estate, with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market).
21016 (1976–1981) — special modification, only available to Soviet police, 1,452 cc (89 cu in) engine (from VAZ-2103) in
21018 (1978) — first series rotary engine modification for Soviet police & KGB with one-rotor 70 hp (52 kW; 71 PS) VAZ-311 Wankel engine with electronic ignition and twin-electrode sparking plugs. It also featured a downdraft carburettor, with different jet sizes to the 2101, and two-stage aircleaner. Presented to the public by 1982. Only 250 built. Engine durability was an issue, wearing out at just 20,000 km (12,000 mi).
21019 Arkan (1983?) — second series rotary engine modification for Soviet police & KGB with two-rotor 120 hp (89 kW; 120 PS) VAZ-411 or VAZ-4132 Wankel engine.
Burnley, Colne & Nelson 258 (FHG 158E). Leyland PD2A/27 with East Lancs body. These were the "standard" BCN decker of the sixties (some had Northern Counties bodies). This was from the last batch delivered in 1967.
CMC plastic bodyshell shortened. Scratchbuilt chassis and interior.
We filled the holes on the roof that weren't needed.
Instead of just using putty, we made plugs from plastic. This way we didn't have to deal with the shrinkage of putty.
1962 RAC Rally
1963 Alpine Rally (wrecked and written off)
Rebuilt with a new bodyshell and converted to left hand drive
1964 Shell 4000 Rally, Montreal - GT Team Prize
Sold on to the USA.and then back to the UK. converted back to right hand drive
Goodwood Classic Cars Breakfast Club 2017 - Goodwood Aerodrome and Motor Racing Circuit
The bodyshell is actually pretty well done - lift it off and the green little saddle tank Peckett appears! Puffing Billy, 8th November 2014
Rarely seen special edition on the pre-Rover bodyshell, more common on the Rover 100.
Brooklands Austin-Morris Day 2015
1973 3-litre Martini Racing Works Team Porsche Carrera RSR 'R7' Endurance Racing Coupé with Bruce Meyer behind the wheel. Here is Bruce Meyer in the main Porsche Classics tent.
Fred sent me this photo Magnus Walker snapped and posted to FaceBook. I caught some photos myself of this car on the track, which appear a little later in the day.
o Track 1
o Track 2
This Sports Car Market article, "Best Man for the Job," (By John Draneas, November 9, 2023 in Legal Files) is an interesting read about collector Bruce Meyer's eventual purchase of the car post-Bonham's auction at Goodwill.
Following is the Bonham's lot 251P listing for the car. Fascinating and impressive!
- - -
LOT 251P
The Ex-works team, Ex-Herbert Müller/Gijs van Lennep 4th place at Le Mans, Ex-Peter Gregg/Hurley Haywood, Ex-Hector Rebaque
1973 3-litre Martini Racing Works Team Porsche Carrera RSR 'R7' Endurance Racing Coupé
GOODWOOD REVIVAL COLLECTORS' MOTOR CARS AND AUTOMOBILIA | 9 SEPTEMBER 2023, 13:30 BST | CHICHESTER, GOODWOOD
1973 3-litre Martini Racing Works Team Porsche Carrera RSR 'R7' Endurance Racing Coupé
Chassis no. 9113 600686
Engine no. 6930047
• Uniquely original ex-works Martini Porsche RSR
• Uniquely verified by 1973 team chief Norbert Singer
• Uniquely confirmed identity by US Court
• Best-finish ever at Le Mans by a Porsche RSR
Embodies dozens of original Porsche works 'tweaks'
Here, for the first time, we proudly bring to the classic cars auction market one of the legendary 1970s period's most iconic closed-Coupé racing Porsches. This German silver-finished ex-works team car's triple-tone, blue-and-red banded, Martini Racing livery is one of the most attractive and significant of the great German marque's entire, scintillatingly successful, racing history.
What's more, this particular car - known within the factory team as 'R7' - was co-driven by works drivers Herbie Müller and Gijs van Lennep into a rousing fourth place finish overall in the 1973 Le Mans 24-Hour race, the most prestigious crown-jewel qualifying round of the FIA's endurance-racing World Championship of Makes. So why should that fourth place be so celebrated?
Because it was taken by this closed-cockpit production-derived Grand Touring car - although it was competing there in the more liberally-regulated Prototype racing category - and 'yet R7' here was headed home only by three pure-bred racing open-cockpit sports-prototype 'rocket ships', each one a 3-litre 12-cylinder-engined works team entry. They came from Matra-Simca (who took first and third places) and (in second position) Ferrari, no less.
Judge a competition car by the company it once kept, and 'R7' indeed scores stupendously high here - having shared track space with the Matra-Simca MS670Bs of Henri Pescarolo/Gérard Larrousse, of the two Jean Pierres - Jabouille and Jaussaud - and the factory Ferrari 312PB of Arturo Merzario/Carlos Pace... So here indeed is a works RSR of unique importance.
Following its success at Le Mans, 'R7' was then entrusted by Martini Racing to the junior pairing of young Austrian Helmut Koinigg/Manfred Schurti for the next World Championship round, the Osterreichring 1,000 Kilometres race, in which they finished ninth, one place behind Müller/van Lennep in the sister car that day, 'R6'.
Only one more World Championship round remained on the 1973 sporting calendar, the Watkins Glen 6-Hours in up-state New York. In preparation for it 'R7' was supplied by Porsche to the leading American marque exponents, Brumos Racing. They ran the car there in their own livery of overall white with broad red-and-blue centreline stripes. The distinctive 'ruff' type 'Mary Stuart' tail treatment used on this particular car at both Le Mans and the Osterreichring was replaced by a long-tail/narrower wing treatment, and the car was co-driven by the experienced (and earlier in the year the Daytona 24-Hour race-winning duo) Peter Gregg and Hurley Haywood.
They first competed - on July 21, 1973 - in the 6-Hour race in which this historic Porsche finished seventh overall. Then next day Peter Gregg drove the car solo in the accompanying Watkins Glen CanAm Championship round, finishing ninth there, amongst the unlimited-capacity 'anything goes' Group 7 sports-racing cars.
It appears that part of Porsche's agreement to supply 'R7' to Brumos was for them subsequently to find a private buyer for it, and they succeeded - the car then passing to Hector Rebaque Sr in Mexico for his aspiring racing driver son, also named Hector. The car would be entered under the Rebaque Rojas team title.
They then campaigned 'R7', essentially in its Watkins Glen 'long-tailed' configuration, repainted in white, red and yellow 'Viceroy' cigarette-brand/Cafe Mexicana coffee livery before Hector Jr aspired to Formula 1 with ex-works Lotus 78 and 79 Grand Prix cars, followed by his own Rebaque-Cosworth HR100 venture late in 1979. Mr Rebaque was then engaged by Bernie Ecclestone's Formula 1 Brabham factory team for 1980-81 before moving to American CART Indycar racing. His considerable driving prowess was demonstrated by winning at Road America in his first CART season - displaying the skills he had previously honed in nothing less than 'R7', now offered here.
This ex-works Porsche RSR's 1974 season had also seen it entered by the Rebaques in its second consecutive Le Mans 24-Hour race, running there in Viceroy colours co-driven by young Hector with Guillermo Rojas and Fred van Beuren Jr as his team mates. Suffering this time from ignition problems, the car failed to finish.
In Rebaque's hands 'R7' featured most prominently in home Mexican events - as one of no fewer than five RSRs which the Rebaques owned in all (of the 55 built) - before its story became distorted by a long-time commonly-held belief - within some Porsche circles - that it had been damaged beyond economic repair in an incident which involved it having fallen from the Rebaques' trailer in an accident on the public road.
In later years the story developed to suggest that after that incident the car had been dismantled as a source of spare parts. Some of what were alleged to be those parts found their way via one Diego Febles to an American Porsche enthusiast who built up an approximate look-alike 'R7' finished in 1974-style Viceroy livery, and making claim to the identity of the original Le Mans fourth-place Martini car.
In fact the apparent disappearance of the real 'R7' - now offered right here - had come about because it had been discreetly exported from Mexico - we believe as early as 1977 and in complete assembled form after having been only lightly damaged by falling from its trailer.
It had passed to a very private, security-minded Italian collector named Massimo Balliva. This historic ex-works/Martini Racing Porsche Carrera RSR then remained within his care for over thirty years, effectively hidden away, almost entirely out of sight of the international Porsche fraternity, and out of mind...
In 2009, prominent Porsche specialist Yvan Mahé of Equipe Europe was then running a rather similar RSR at an historic race meeting at the Monza Autodrome, outside Milan, Italy. During that meeting he was approached by a gentleman who expressed great interest in his car, later mentioning that he had an apparent sister RSR "back home". They talked about their shared interest and some time later - apparently unheralded - an open truck delivered the genuine and effectively long-lost 'R7', now offered here, to Mr Mahé's workshop in Paris, France, for some remedial work to be undertaken.
In fact the car was returned cosmetically to more or less its 1973 Le Mans form by French specialist Raymond Touroul, restoring it to its distinctive so-called 'Mary Tudor' rear wing/aerodynamic spoiler form, and renewing its original-style Martini Racing livery.
Subsequently another well-known Porsche-world figure found a purchaser for the car - the current vendor - in the USA. With the re-emergence there of this perfectly genuine ex-Martini Racing/Brumos/Rebaque/Balliva 'R7' - the owner of the supposedly reconstructed 'parts-based'' vehicle then initiated litigation to bolster his rival claim to this car's historic identity. This litigation was vigorously resisted, yet ground on for some seven years until May 23 this year when the case was ordered dismissed by a New York court, following a settlement. As part of that settlement the replica owner was permitted to keep his car but agreed to make no further claim to ownership of 'R7' - while continuing to represent his vehicle as "...a reconstruction of the long tail RSR, currently presented in Viceroy livery raced by the Rebaque Rojas team..." - only.
As part of the background to this litigation - to establish authenticity, as far back as April, 2016, 'R7' as offered here had been transported to Porsche Classic in Germany where it was inspected by the manufacturer's veteran senior engineer and former works team manager, Norbert Singer.
He had supervised construction and preparation of the factory's Martini Racing RSRs in 1973, so was uniquely placed to comment on the cars' originality. After a full day of careful examination, covering every part of this car, Mr Singer positively identified it as RSR 911 '360 0686' (aka 'R7') and provided a formal statement to that effect, comprehensively confirming this body shell's historic identity.
Mr Singer recalled: "When we were building the 911 prototype race cars...there were certain reinforcements which we had to add to certain components of the regular production Porsche 911 to enable them to withstand the extra stress of racing...in particular, the cross tube and the cross-member (ahead) of the engine. From my original inspection of those reinforcements, I am confident they are the original reinforcements from 1973. I noted that the welding...appeared not be done with the precision which one would typically see in a production Porsche 911. This is consistent with my recollection of the time pressure we were under to convert regular 911s into the R-series racing prototypes. Because of these time pressures, we had to quickly add the extra reinforcement to the cross tube and the cross member in the engine compartment...so we...did the welding ourselves rather than bringing in specialized welders...as was typically done with production cars. This poorly done (but effective) welding (is) present...around the cross tube and the cross member in the engine compartment. In my opinion, it is highly unlikely that this fact would be known except to those of us who were involved in the development of the Porsche RSR series...".
He identified not just one but numerous detail features demonstrating the amazing hand-built care and forethought which Porsche built into each of its team cars to maximise their competitiveness on track.
Each tiny, detail feature surviving today exemplifies Porsche's sheer contemporary investment in manpower, manufacturing commitment and money, to produce a specialised, lightweight, pure competition version of their revered Typ 911 Coupé production car design.
As background, in the early 1970s, a new European Grand Touring Championship was giving the competition 911s a fresh lease of life. Race grids were almost completely filled by this model. By the Autumn of 1972, Porsche launched its new 911 'Carrera' with engine capacity raised from 2.4 to 2.7-litres, and a batch of 500 lightweight-bodied 911s was built to achieve governing-body sporting acceptance (homologation) for it. Three variants were offered – the RS (RennSport), RST (touring) and the ultimate racing RSR of which 'R7' here is one of only four such Martini Racing works team cars - from the eight built - known to have survived.
Evidently when Porsche first considered what became their 911 RSR model in preparation for the 1972-73 racing seasons it was believed that model homologation could be achieved by manufacturing only 25 special lightweight-bodied 911 Coupés. However, the FIA governing body then decreed that the minimum acceptable batch size to achieve the lowest possible model weight would be 500 units. The German company's decision to blast ahead without prior dealer commitment to buy such cars bears testimony to their racing bloodline. And overall some 1,580 units would be produced with 0.88mm thick body skins instead of the accepted standard 1mm, saving some 9Kg, 19.8lbs, in bare body shell terms. Further weight was saved by the RSR's unique use of 3mm thick Belgian-made Glavabel glass in its windows. In engine terms, 1973 was the last year of the naturally-aspirated pre-turbocharged 911 RSR series.
Today, 'R7' is considered to be the best-preserved of that rarefied group of only eight works cars built - of which two were written-off in period, and only four then surviving extensive subsequent modification - and now resplendent in its classical Martini Racing livery.
Production Porsche RS cars originally featured two separate batteries mounted individually well forward in the nose. Subsequently, to achieve a subtle change in weight distribution while also providing better protection from crash damage, a single bigger battery was mounted further back, set into the forward trunk floor in what became known as 'The Smuggler's Box'. The works RSRs' rear crossmember was double-skinned, then welded to the rear engine-bay firewall. On its right-hand side, two small brackets were added to carry the oil catch tank.
RSRs also featured a floor-mounted recess for double hydraulic-brake system master cylinders allowing front to rear brake-bias adjustment. The shell's centre tunnel was reinforced, while in the forward end of each rear-wheel arch, welded-on torsion tube reinforcement plates are visible. The rear seat-bucket panel was welded to the cross-member skin.
Under the right-side rear wheel arch the inner body skin was ball-peen hammered to accept recessed oil pipes, providing space to clear wider rear wheels and tyres. Another distinctive feature of 'R7' is the hammered relief in the right-rear seat bowl to facilitate faster changing of the starter motor, should that prove necessary. Like all long-time works racing teams, Porsche's painstaking car preparation reflected years of often painfully hard-won experience... For the connoisseur, it is surviving fine details such as this which make 'R7' such a valuable - and unique - surviving document today...
Where customer Porsche RSR rear spring plates featured rubber bushes, the Martini Racing works cars had them replaced by needle-roller bearings. The front wheel-bearing axles were moved further up the damper bodies to lower ride height without affecting wheel travel, and wider-rim centre-lock wheels instead of bolt-on type would also be adopted.
During the celebrated 'Unsafe at Any Speed' Ralph Nader excitement of 1967, Porsche had altered the weight distribution of its contemporary production 911 Coupés by adding cast iron or lead within the front bumper. As 'the Nader case' rattled on into 1969, Porsche lengthened their 911s' wheelbase by 2 1/4-inches, reducing the rear end overhang. In a test at the Ricard-Castellet circuit in France, driver/engineers complained of bad handling in long high-speed corners. A geometric 'stiction' point was identified within the rear suspension which was corrected by adding a 2 1/4-inch extension bracket to the torsion tube to fit short-wheelbase trailing arms in an LWB 911 body shell. This facilitated fitting short trailing arms. The modification was made to some production cars for homologation purposes but was apparently unique to works RSRs. Of course it is one of the myriad confirmatory characteristics of 'R7' today.
The car also features a factory anti-roll bar mount modification, highlighted by Norbert Singer. It has ventilated Porsche 917-type competition brakes - has an alloy front cross-member versus production steel - adjustable front and rear anti-roll bars - and the bigger RSR oil radiator. These works cars were copper piped for their chosen onboard extinguisher system, while the roll-over cage is founded in unique works-specification forgings.
For the Le Mans 24-Hour race a pits-recognition identification light was mounted behind the top-right corner of the windscreen glass, so the bodywork has no patched hole where that light might have been, which is a confirmatory feature of many other 24-Hour and 12-Hour race veterans. But instead 'R7' does bear the distinctive drilling in its right-side A-pillar through which the power lead for that ID lamp was run - a feature evidenced by contemporary photography at the Sarthe circuit. Also there, as preserved again upon 'R7' today, this works car ran with the contemporary standard-setting Cibie Iode headlamps disguised within a production Porsche-contract Bosch fitting! Hella lenses were used. In addition the Le Mans RSR used Citroen Pallas lights mounted within three holes in its nose panel, then changed to a single later. Also for Le Mans a potential fitting for a left-hand fuel filler was provided although none. None of the works cars finally had a wing filler. The distinctive feature was that the hole in the inner wing through which the fuel filler neck would have passed was blanked-off by a distinctive spot-welded plate. This was NOT peculiar to Le Mans cars.
This in no way detracts from the almost unprecedented originality of 'R7's load-bearing bodyshell itself. The driver's footrest or 'dead pedal' is welded into place in these RSR works cars. The shell carries a standard chassis data plate at the front lip within the nose, but its individual chassis number is then stamped into the forward floor panel of the front trunk area. This stamping is entirely distinctive and it has been forensically proven to be completely cleanly struck and original. The large and complex pressed panel carrying it attaches via more than 320 spot welds, rendering falsification practically impossible without leaving evidence of panel and/or weld disturbance. The original body plate in 'R7's left-side door jamb reads '908-7-2' which was the initial white paint formula for RS and RSR cars.
While production RS engines had magnesium crankcases, in ADAC Championship racing the latest 3.0-litre BMW CSLs were initially beating them - so Porsche redesigned their engine crankcases to enable a capacity stretch nearer to a full 3-litres. Silumin alloy was then used, heavier but stronger than magnesium, to accommodate the extra loads generated within the enlarged and more powerful engine.
Initially 'R7' and its works-entered sisters had been intended by Porsche to compete as GT category contenders. However, after having done so in the early-season Vallelunga 6-Hours, finishing 1-2 in that class, at the early-season Monza race in Italy, Martini Racing team manager Singer was confronted by an Italian private RSR owner whose engine had failed in practice. He had spotted several 'cheats' on the works cars that the customer versions did not feature, and helpfully drew the stewards' attention to them... The scrutineers' suggested solution was simply to re-classify the works cars from the GT to the Prototype class. To pay the revised entry fee then required, Singer apparently had to have a whip-round amongst his mechanics to raise sufficient cash!
Upon his return to the factory back home he was convinced he was going to be fired. Called in to boss Dr Helmut Bott's office, Singer tensed as the senior man reached down to a desk drawer and produced some paperwork.
Singer was convinced this meant imminent dismissal, only for Bott to brandish numerous letters of complaint from customers who had purchased RSRs that they had been racing against the factory in that GT class. Instead of firing Norbert Singer, Dr Bott actually exclaimed "Wunderbar! Now we race as prototypes". The problem had been solved. Singer survived. Thereafter the works RSRs competed in the Prototype class, distinctively running wide-rim centre-lock wheels (amongst other modifications) in contrast to the homologated GT category five-stud bolt-on type.
One of the most novel giveaways to 'R7's originality is preserved within the car's right-rear cabin area. The RSRs initially had a chronometric rev counter with additional 'tell-tale' needle - but Porsche's engineers got wise to drivers blowing engines and then manually re-setting the tell-tale before returning to the pits, swearing they hadn't over-revved prior to a failure.
Fascinatingly, there in the right-rear of its cabin, 'R7' features a tachometer-drive splitter mechanism. While the rev counter drive from the nose of the engine's right-hand inlet camshaft passed through the engine-bay firewall into this splitter, two drive cables then emerged from it, one powering the dash-mounted rev counter within the driver's eyeline (and reach), while the other drove a 'secret' second rev counter hidden behind the right-hand seat as a race engineer's double-check, beyond any interference from a belted-in driver...with something to hide... Later in the season a VDO centrifugal switch replaced the second rev counter, actuating a gear-shift light on the dashboard.
So - as demonstrated above - here is a Le Mans-starring, ex-works racing Porsche with distinctive European, American and Mexican racing pedigree, of now unchallenged definitive provenance, which preserves and presents so much evidence of its origins and past that they combine to provide a unique 'finger print'. It is the world's standard-setting ex-works Porsche RSR.
As Norbert Singer's inspection report summed up: "In conclusion, it remains my opinion that (this) is the authentic Porsche 'R7'. As I confirmed in my original report, the key elements of the car which are essential to the question of authenticity for a racing car of this type are originals."
The indelible evidence within the very fabric of this car today is readable to the most knowledgeable and discerning of racing Porsche connoisseurs, and accordingly we commend this simply remarkable survivor to the market. Here, purebred Porsche history – in that totally distinctive and illustrious Martini Racing livery - is now just a single, decisive, bid away.
Martini Racing
Of all motor sporting sponsorship liveries the dark blue/mid-blue/red striping of Martini Racing is one of the most distinctive, and most enduring. The Turin-based Italian vermouth distiller Martini & Rossi International first became closely linked as a motor sports sponsor with German entrant and racing driver Hans-Dieter Dechent. His family ran the largest Opel dealership in the Saarland region, based in Saarbrucken, and he had been competing since 1962, progressing by 1966 to a Porsche 906.
A friend of Dechent's, Paul Goppert, was head of marketing and public relations for Martini & Rossi's German subsidiary. In 1968 Dechent's Lufthansa team Porsche 907s also carried Martini stickers. In 1970 Martini Racing was launched officially, first fielding two Porsche 908/02 'Pflunder' sports-racing cars. The team was offered a special 917 Longtail Coupé to campaign at Le Mans, for which Porsche stylist Anatole Lapine created a swirlingly psychedelic 'hippie' livery. The car finished second. Martini's subsequent striped livery emerged in 1971 on the Porsche Salzburg team's 917s and 908/3s, featuring upon their Le Mans-winning car that year. Martini Porsches went on to win the great 24-Hour race twice more, 1976-77, plus many other world-class events.
Martini Racing also sponsored Formula 1 Tecno, Brabham and Lotus cars between 1972 and 1980, returned as a minor sponsor of Ferrari in 2006, and then as a title sponsor of the Formula 1 Williams team, 2014-18.
The brand's world-famous stripes also graced Porsche's World Rally Championship challenge in 1978, graced works Lancia sports and rally programmes from 1982-92 and have also featured in international touring car competition and even, most spectacularly, in offshore power boat racing.
But perhaps the most distinctive of all roofed-in Le Mans contenders to bear this illustrious Martini Racing livery has been the fourth-placed 'R7' from 1973 - as offered here.
80th Goodwood Members Meeting, April 15-16, 2023
Andy Prill on Driving 'R7'
I have been lucky and privileged to drive a lot of 1973 Porsche RSRs, so when I was invited to drive 'R7' on track at the 80th Goodwood Members Meeting I was excited, but not expecting the car to be much different to the other RSRs I have had the pleasure of experiencing. Not one of those other RSRs I have previously driven was unrestored and this, alone, made the car immediately feel different.
Once strapped in, and holding the steering wheel, you instantly sense the car's originality and are transported back in time. Then the magnitude of its individual history - which oozes from every pore of 'R7' - becomes apparent. All RSRs are precious but this one is simply a different level, making you as its driver very conscious of the importance of this car and the responsibility and trust bestowed upon you. Despite lacking preparation, and not having been on a race track since the 1970s, old tyres, brakes etc, while the car handles very well the engine is simply a sensation!
I have never experienced an RSR power unit so eager and willing to pull and this makes driving this car a different driving experience which quickly becomes addictive. Porsche's period claim of revving the RSR engines to 8,500rpm proves to be true and once this engine gets going the revs build so quickly you have to be very careful. Overall, you are left in no doubt about this car's performance and qualities, qualities that resulted in a GT that became one beating the best prototypes of the period. You are handling a Porsche driven by some of the best and It really is a simply amazing experience.
The sound of the engine on overrun into Woodcote corner and watching the reaction of the crowd that you could almost feel - that's a story in itself and it takes you right back to Le Mans 1973.......
Someone (I cannot remember who) once told me that to value a car like this you have to value the car, then separately value the history. I have a good idea of the value of a 1973 RSR but have no idea where to begin in respect to this car's history, a big part of which is due to it being the only structurally restored example of a 1973 works team Martini Porsche RSR.
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Enjoyed an epic visit to Laguna Seca for Porsche Rennsport Reunion 2023!
Aluminium body shell for the Ferrari 250 LM, 1964
Ferrari: Under the Skin (November 2017 to April 2018)
In an Italy ravaged by the Second World War, Enzo Ferrari and a small team decided to create the perfect racing machine. The exhibition will explore Ferrari’s powerful personality, the design and manufacturing process, the famous clientele and the future of the luxury car brand.
From the very first Ferrari to Michael Schumacher’s winning Formula One car and the newest hybrid model, the exhibition features rare cars and memorabilia displayed in public for the first time. Discover the Ferrari experience through original hand-drawn sketches, sculpture-like models and engines, alongside films and interviews telling one of the great design stories of all time.
[Design Museum]
In the Design Museum
Biomass Hopper 837006981646 in the consist of 6H94 Hull Biomass LP to Drax PS. 164-6 is one of the latest batch of Biomass Hoppers manufactured by WH Davis. 18.9 metres long and weighing 30.3 tonnes with a payload of 71.6 tonnes of pelletised biomass. Built with a stainless steel bodyshell and aluminium roof doors. Planned to be 200 of these wagons in total bespoke to Drax PS for supply of biomass from Tyne Dock Hull and Immingham. 3 biomass-run units should be in operation at Drax by 2016 each burning about 2.3 million tonnes of pelletised biomass per annum.