View allAll Photos Tagged Bodyshell
This is the latest version of the die-cast Thomas, introduced early in 2019.
This Trackmaster Push-Along line has replaced the Adventures line, which was introduced in 2017 to replace Take n Play. Yes - Adventures hasn't even lasted three years before being replaced.
I really don't understand why Mattel decided to scrap Adventures and replace it with TMPA, especially since Adventures was a reasonably good line (in my opinion).
The engines in this new system are designed to run on Trackmaster track, and it the first Thomas die-cast line that does not use its own specialised track. Despite this, it will run on Take n Play, Take Along and Adventures track.
One thing I have noticed about this new Thomas is that the bodyshell is the same as the Adventures and Take N Play 2015 versions. The chassis - however - is completely different. The wheel gauge is much wider (in order to fit on Trackmaster track), not to mention that the wheels are a much larger diameter than what you see on the Adventures Thomas.
It should go without saying that the Trackmaster Push-Along Thomas is a far-cry from the days of the ERTL Thomas.
1/32 resin slot car Triumph Herald coupe Monte Carlo rally 1960 driven by Ian Dennis & Leigh Lewis, Hulit Antony & Roy Nash to 57th place.
PSR body kit with PCS32 chassis, Scalextric wheels & tyres.
Brand new - but the bodyshell cracked all around the back window where it flexed due to the rough roads. This photo was taken as part of a warranty claim with FoMoCo in the UK.
Size comparison between the Tamiya bodyshells: 1/10 Datsun 240Z Rally, 1/12 Porsche 956 (201 mm wheelbase), 1/12 Golf GTI Mk1 (210 mm wheelbase)
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).
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.
Rarely seen special edition on the pre-Rover bodyshell, more common on the Rover 100.
Brooklands Austin-Morris Day 2015
Rear lights cast into the main bodyshell on the Pilen and Guiloy. Mask painted on the Pilen version. The rear lights on Mercury's model are painted and part of the baseplate, holding the assembly together.
The dummy Eclat bodyshell being lifted with a fork lift truck. The Eclat bodyshell was given to me by Mike Taylor. It is going to be used to ensure that I get the engine as far back in the chassis as far back and as low as possible. (35)
Test of the indicator in the fender.
After painting we used a white LED rather than an orange one shown here, which gave us better brightness as the white LEDs output significantly more light than the orange ones.
The British Rail Class 230, colloquially known as the "D-Train," represents a significant industrial upcycling project that repurposed retired London Underground D78 Stock into modular diesel-electric or battery-electric multiple units for the national rail network. Originally manufactured by Metro-Cammell between 1978 and 1983, the D78 Stock served the District Line for decades, earning a reputation for exceptional reliability before being phased out in favour of the newer S Stock.
The transformation process, spearheaded by the manufacturer Vivarail, involved stripping the D78 aluminium bodyshells and reusing the original bogies, which were refurbished by Wabtec to "as-new" standards. To modernise the fleet, Vivarail replaced the original four-rail traction-current system with new propulsion technologies, including three-phase AC induction motors sourced from Austria and, in the diesel configuration, Ford-manufactured engine-generator sets. This conversion was intended to address a perceived shortage of affordable, modern rolling stock on Britain’s regional rail routes, particularly where electrification was lacking.
The Class 230 was designed with high flexibility, allowing for various configurations—such as diesel-electric, battery-electric, or hybrid—to suit specific operator needs. The battery-powered variants, such as unit 230002, were designed for short-range operations with rapid charging capabilities. In a notable achievement for the technology, a battery-electric Class 230 set a world record in 2025 for the longest journey on a single charge, covering 200.5 miles. Despite these technical successes, the program faced significant operational hurdles, including fire incidents during testing and the eventual administration of Vivarail in December 2022, which led to the withdrawal of several fleets from service. While some units, such as those operated by Transport for Wales on the Borderlands Line, entered passenger service, the project remains a complex case study in the challenges of converting legacy urban rolling stock for mainline railway use.
As it was at the beginning, showing the extent of the rust. This was the last run in these "delightful" colours before all the paint was needle gunned off and the bodyshell completely restored.
Other pictures taken a year later show the progress on this side, the other side advanced faster simply because access was easier in the shed as the other side was alongside the walkway.
The Optimo came as a bodyshell only with no interior. I have put together this interior for it so far. A hump for the engine cover between the driver and courier seats is still required as is the construction of the curved seat around the back of the saloon. I have used Mark Hughes full-sized coach seats for this vehicle; I used his mini-bus size coach seats for the Viana otherwise there would have been no aisle!
This looks like a Ford V8 Model 40 bodyshell that has been chopped and fitted with a 5.7 litre Chevrolet small-block V8 motor. It's a Ford .......BUT ....the DVLA says it is a Morris. "Why?", I asked the owner. "Because", he said, "it used to have a Morris chassis but that is long gone". I suspect that to change the 'make' at the DVLA would have resulted in the allocation of a Q registration, so best to let sleeping dogs lie as they say.
Terry and his Ford Model T speedster... This bodyshell is believed to date back to the 1950's, built by Charlie Parker in Red Deer, Alberta...
History Road car show at Reynolds Alberta Museum... www.machinemuseum.net/
The BMC ADO17 series of cars were launched in 1964, initially as the Austin 1800, soon followed by the Morris 1800 and Wolseley 18/85, then 2200 variants. The European Car of The Year title was awarded to the Austin version in 1965. The ADO17 was reportedly Alex Issigonis' favourite of his own designs.
Cost cutting measures meant that the 1969 Maxi was to use the 1800's doors but incorporated into a hatchback bodyshell. The Maxi soldiered on until 1981 when it was eventually replaced, along with the Allegro, by the Maestro in 1983.
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 82.800
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
One of the most influential designs of recent decades and an outstandingly successful rally car, the Audi Quattro brought four-wheel drive into the motoring mainstream. Introduced in March 1980 at the Geneva Motor Show in Switzerland, the Quattro was based on the outwardly similar Coupé's bodyshell but used a different floor pan to accommodate its permanent four-wheel-drive transmission and independent rear suspension. The engine was a development of the five-cylinder, 2.1-litre, single-overhead-camshaft unit first seen in the 200 saloon. Equipped with a KKK turbocharger, it produced 200bhp in road trim with considerably more being available in competition tune. Weighing only 1,290kg, the production Quattro raced from 0-100km/h in 7.1 seconds on its way to a top speed of 220km/h.
Phenomenally fast and sure-footed on the road, the Quattro excelled in international rallying. Initially developed to comply with Group 4 regulations and then those of Group B, the Quattro won the Manufacturers' Championship for Audi in 1982 and 1984 and the Drivers' Championship in '83 and '84 in the hands of stars such as Hannu Mikkola, Michele Mouton, Stig Blomqvist and Walter Rohrl, but its enduring legacy would be the demonstration of four-wheel drive's advantages for passenger cars. Since then Audi has gone on to apply its Quattro 4WD system to many other models but only the original (or 'ur') version is spelled with a capital 'Q'.
Finished in Diamond Silver metallic, this beautifully preserved Ur-Quattro was delivered new in Italy where it has spent most of its (easy) life belonging in more recent years to the brother of famous football legend Gianluca Vialli. The Audi moved to Belgium in 2018 and an engine overhaul was carried out in 2019; also, the underbody was treated and the entire exhaust pipe renewed. This car has covered a believed genuine mileage of only 87,300 kilometres, and unmolested examples like this are rarely found these days. Boasting lovely period cloth upholstery, still fitted with its original type radio, the interior takes you straight back to the 1980s. This exceptional Ur-Quattro was invited to and shown at the Zoute Concours d'Élégance in 2021 for the Audi Quattro 40th Anniversary celebration.
A lovely example of a car that was to define the Audi marque and change the course of automotive engineering history, this wonderful Ur-Quattro is offered with Belgian registration documents and a nice history file.
Brand new - but the bodyshell cracked all around the back window & the roof pillars where it flexed due to the rough roads. This photo was taken as part of a warranty claim with FoMoCo in the UK. (Apparently the MkII Cortinas in the EA Safari were only held together by their roll-cages by the end of the event).
The Orange Collection
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 80.500
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
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.
After a dozen-or-so years in production, the DB9 bowed out with its final edition: the DB9 GT. Introduced in 2015, the GT had a power output of 540bhp and maximum torque of 457lb/ft; acceleration times improved marginally while the DB9's top speed remained unchanged. Production ceased in 2016.
Commissioned from Aston Martin by our vendor, the DB9 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 Eclat bodyshell was given to me by Mike Taylor. It is going to be used to ensure that I get the engine as far back in the chassis as far back and as low as possible. (24)
About 12 years ago I was racing Stuart and Dougie along here, doing intervals with a tailwind. In the velomobile today I was going even faster with no wind at all. The model aeroplane fliers were having a good time.
The far end of this road, where it drops and curves around to the right and left, is a horrible mess of potholes and broken up tarmac. I pounded over it despite slowing to perhaps 25mph, with my suspension working overtime and sending great shuddering shocks into the bodyshell.
I took a longer route home via Roslin, Gilmerton and The Meadows, for a total of 40 miles at an average of 16.1mph (GPS) or 16.4mph (bike computer). That's pretty good going for me.
Original DSC_0115
The Eclat bodyshell was given to me by Mike Taylor. It is going to be used to ensure that I get the engine as far back in the chassis as far back and as low as possible. (23)
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.
A (presumably scale?) metal bodyshell of an Austin / Morris 1100 / 1300 is seen here at the British Motor Museum at Gaydon on 22nd August 2021.
Coachwork by Heuliez
Renault 25 Phase 1 converted into Phase 2
Estimated : € 8.000 - 12.000
Sold for € 20.468
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Rare armoured version
- Particularly luxurious finish and equipment
- Used by Raymond Lévy, CEO of Renault
Keen to add a luxurious, extended-wheelbase version of the 25 to its range, Renault turned to the coachbuilder Heuliez, based in Cerizay, which had experience of working on models for other manufacturers. The version produced by Heuliez, which was lengthened by 23cm from the B-pillar back, was presented at the 1984 Paris Motor Show as the Renault 25 Limousine. Entirely built by Heuliez, some 830 Limousines were produced, making it a rare model.
The Limousine presented here is even more exceptional, as it is an armoured version with a reinforced bodyshell and special glazing, used in period by Raymond Lévy, Renault’s CEO. It should be noted that the vehicle registration document does not mention the armouring and that there has been no change to the gross vehicle weight rating.As well as having additional space and a small folding seat fitted as an extension to the centre console and facing the rear passengers, it features all the refinements specific to this very up-market model: separate rear seats in quilted leather, footrests, special lighting, wide armrests and special storage compartments ...
Externally, it is a phase 1 model which has been converted into a phase 2 version by replacing the front of the car; the Heuliez logo appears on the wide central pillar and the front bumper is fitted with two small flag holders, but the wheels (apparently from a Safrane) aren’t consistent with the original model. Its history file includes a note from the communications department, allocating the car in October 1995 to the Heritage department, although at the time it was still in the management car pool. We know that in June 1993 it had covered 45,151km. The odometer was reset to zero when the car was partially restored, and it still has its original registration document from 26 September 1985 in the name of ‘RNUR’ (the state-owned holding company for Renault) as well as its original registration number 7704 NK 92.
In decent condition and needing a service before being driven again, this very special Renault 25 will certainly appeal to lovers of rare and original models.