View allAll Photos Tagged Bodyshell
As with the preceding 404, Peugeot had Pininfarina design a two-door coupé and cabriolet variant which were first introduced at the Geneva Salon in March 1969. Aside from designing them, Pininfarina also built the bodyshells. The two-door 504s have a 190 mm (7.5 in) shorter wheelbase and also a wider rear track. The shells were built in Turin and then sent to Peugeot's Sochaux plant for assembly.
Mechanically, the 504 Coupé and Cabriolet were largely identical to the saloons, sharing the 1.8-liter four (upgraded to two litres for 1970) with no additional performance enhancements. Once the 604 arrived, however, the sportier 504s finally got an engine to match their looks: the 2.7-litre V6 PRV engine, producing 136 PS (100 kW) was fitted beginning in September 1974 and the four-cylinder variants discontinued. This was also time for a facelift (2nd series), with redesigned bumpers and interior, and with single, wide headlights replacing the initial twin units. The triple taillights were also changed for wider, single units. The V6 was not a strong seller in fuel crisis Europe, however, and the 2.0 was reintroduced in October 1977, by which time about 27,000 examples had been built by Pininfarina. The V6 Cabriolet was discontinued but the V6 Coupé gained a five-speed manual transmission and Bosch K-Jetronic fuel injection, with power increased to 144 PS (106 kW).
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.
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.
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...
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.
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
(and derailed, too)
Rebuilt, in this case, means that I have an abba set of rf16 bodyshells (mantua?), plus an old (pre-flywheel) Athearn GP9 drivetrain. It's not enough drivetrains to completely do the whole set, but I just need one for test purposes.
The old blue box can motors are *loud* when they're under a bodyshell, but apparently the 608As were pretty loud diesels, too, so it's all good (and if it bothers me I'll rip the motor out and put in a litle can motor instead.)
The trucks might be shifted a little forward compared to the prototypes, but not objectionably so.
James Bond Lotus Esprit Car/Submarine was based on an SI Bodyshell and nicknamed "Wet Nellie".It was used in the 1977 film "The Spy Who Loved Me"
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.
The reason for making this plate was so I could put the rear cage leg in position then tack weld it to the base plate then tacke it out of the bodyshell & weld it all the way around , then put it back into the body.
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.
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.
The Zoute Sale - Bonhams
Estimated : € 80.000 - 120.000
Sold for € 138.000
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
So far, Bentley's 1980s resurgence had relied on models whose basic architecture was shared with other Rolls-Royce products; but also on display at Geneva in '85 was Project 90, a mocked-up coupé intended to gauge public response to the idea of a high-performance car unique to Bentley. When the real thing - the Bentley Continental R - was unveiled six years later, the waiting crowd burst into spontaneous applause. Styled with the assistance of consultants International Automotive Design, the Continental R benefited from computer-aided design and wind tunnel testing in the devising of its sleekly streamlined shape. Despite the need to incorporate non-traditional features such as doors recessed into the roof, the result looked every bit a Bentley, albeit one re-stated for the 1990s. Also new was the gearbox, a four-speed automatic with an 'overdrive' top ratio, but the main focus of interest was the newcomer's performance. Needless to say this was staggering, the combination of the Turbo R engine in the new wind-cheating shape cutting the 0-60mph time to under six seconds and boosting top speed to more than 150mph.
The Corniche convertible had been a major success for Rolls-Royce so it can have surprised few onlookers when a soft-top version of the Bentley Continental R was announced, albeit a full four years after the Coupé's introduction. Once again, Geneva was chosen to launch what would turn out to be the first Bentley model in several decades to use an entirely new name - 'Azure' - which, like 'Corniche' and 'Camargue', evoked exotic destinations in the South of France. The famous Italian styling house of Pininfarina – a firm with unrivalled experience in the design of soft-top Gran Turismos – had been chosen to develop the Azure on the four-seater Continental R platform, and there was no questioning that the result was most successful. Bodyshells were assembled in Italy by Pininfarina, fitted with the automatic soft-top, painted and shipped back for finishing at Crewe. Mechanically similar to the Continental R, but with an engine further up-rated to 385bhp, the Azure was launched in 1995 and cost £215,000 in the UK. Hailed by its maker as, 'the world's best convertible', the Azure lived up to that grand title, proving an immense success especially in North America where its combination of unmatched luxury, effortless performance, and soft-top style was found highly attractive. When production ceased in 2003 a total of only 1,321 Azures of all types had been built.
This left-hand drive Azure was ordered new by our vendor from Bentley Geneva and delivered in July 2008. The Bentley was ordered in Magnolia exterior finish and came equipped with various special features including the following, which brought the purchase price up to CHF530,000:
Bright stainless steel matrix insert
Chrome door mirror caps
Radiator shell chrome
Cabriolet seat covering with Bentley embroidered
Drilled aluminium foot pedals
Recessed Bentley Marque badges to waist rails
Vavona veneer
Veneer cruise control switch surround
19" six-spoke wheels - chromed
Since acquisition the Bentley has been stored as part of the vendor's extensive private collection in the Middle East and will require recommissioning before returning to the road. Accompanying documentation consist of copies of the sales invoice. Few cars combine five-star luxury and effortless power like a modern turbo-charged Bentley, and this beautiful one-owner, sub 500 km from new Azure represents quite outstanding value for money.
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.
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.
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.
The Peugeot 106 was launched in 1991, initially to replace the 205 along with the 306, although 205 production continued until 1999 eventually making way for the 206. The Citroen Saxo was introduced in 1996, replacing the AX. The 106 and Saxo shared the same bodyshell and doors although both cars had sufficient front and rear end treatment to have their own identity. The practice of significant component sharing had already been used with the 104/LN/LNA and would continue with the 107/C1 although the differences were more apparent with the 106 and Saxo. Both models ended production in 2003.
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.
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 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.
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.
In 1973 Vauxhall endeavoured to set about producing a high performance version of their Viva HC variant, the Firenza which they hoped would compete with the Ford Capri.
Although using the same bodyshell as the standard Firenza model the 120mph 131bhp 'performance' edition incorporated an aerodynamic nose designed to improve performance and fuel consumption.
This resulted in the models quickly becoming known as 'Droop Snoots'
Seen at the 2015 Goodwood Festival Of Speed.
25th June 2015
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:
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.
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.
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.
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!
Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.
Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.
The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.
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.