View allAll Photos Tagged Bodyshell
Showing the rather drastic change in body profile between the Class 455 and 508 bodyshells, 5702 departs from Clapham Junction with 2F16 0802 Woking - London Waterloo
These models, valued by collectors, are considered by many to be the greatest classic 911s of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 hp, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. It only weighed about 975 kg, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
Lotus 340R
The 340R is a special edition of the Lotus Elise. Just 340 were built, and all were sold before they were manufactured. It uses a custom built bodyshell with no roof or doors. All cars came with a silver and black colour scheme. Special A038R tyres were developed for the 340R in collaboration with Yokohama.
Engine
The engine is a four cylinder tweaked version of the Rover K-Series engine called VHPD (Very High Power Derivative) used in the regular Elise which produces 177 bhp (132 kW; 179 PS) at 7800 rpm/ 172 N·m (127 ft·lbf) at 6750 rpm as standard, or 187 bhp (139 kW; 190 PS) at 7500 rpm/ 189 N·m (139 ft·lbf) at 5600 rpm with optional Lotus accessories.
Specifications
Weight: 701 kg (1,550 lb) (kerb: all fluids and full tank of fuel)
Performance: 0–100 km/h (0–62 mph) 4,4 sec; 0-160 km/h (99 mph) 10,7 sec, top 209 km/h (130 mph)
Power to Weight: 252 bhp/Ton or 3,96 kg/bhp
Transmission: Rover 5 speed PG1 Close Ratio Gearbox
TrenItalia 402.152 rolls into Monterosso working IC651 to Livorno Centrale. These locos, the E402Bs, while sharing the same Class number as the older E402As have a completely different bodyshell and are much closer cosmetically to the E403s. They can be found on Intercity services throughout Italy.
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
This S-Class restoration must be costing a small fortune. In fact unless they are adding a 6.3 litre V8 engine instead of the 3.5 litre stock V8 then it's not worth it financially - the car will never recover the outlay in a sale.
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.
This was my 'best' radio controlled model, a Schumacher Storm. Although a separate model, it was essentially a Cougar 2 with a lower ratio gearbox and truck wheels and body. By the time of this photograph, it had gained a handmade machined aluminium chassis, courtesy of my friend whose Dad had a milling machine, to replace the original aluminium tub that bent (some of it living a second life under my Jeep Wrangler) and an Associated RC10T bodyshell that I painted in Valvoline livery – which I got wrong because based on the picture I used for reference, I used black paint instead of navy blue.
This photograph was taken at Livingston BMX track, back in 1995. I never actually saw anyone riding a BMX on it, but it was clearly well used. The track itself was sadly removed some time between 2009 and 2012, and replaced with a car park for the West Lothian Council civic centre. There was a tarmac oval for R/C pan cars, on the other side of the River Almond; it lasted until 2013 when it was replaced with the southernmost section of the skate park; to be honest, that one was no great loss as I never saw any racing on that circuit. It probably once resounded to the frenzied buzzing of 1/8" scale Mardave nitro stock cars.
BMX tracks though were excellent for driving radio controlled cars, because you really had to work on your throttle control to effect a good landing from the huge jumps. I'm sure my Storm had its share of spectacular flights and questionable landings!
A quick check back to the pictures of the scrap A1 Service vehicle showed I had put the grabrail on the side of the engine cover too high, and too short. That has now been remedied. The grabrail for the centre exit has been fitted, seat moquette applied to the squabs and panels on the seat backs, and some tidy-up painting done, including a thinned-down coat of brown for the formica on the seat backs. Now for the upper deck.
Tomorrow's task is to mask and spray the central light green band onto the bodyshell, which will complete the exterior paintwork. Problems with cracking on the surface of the cream have been addressed today by flatting and respraying the affected areas.
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 Jensen Interceptor was a sporting GT-class car (semi) hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for a car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production began in West Bromwich.
An interesting Ford Model A hot rod, at least some parts of it are Ford Model A LOL, definitely a good looking build... The specs of the bodyshell - based on a 1930 Model A, 1932 Model A rails, on the front end a 1940 Chevrolet hood and 1941 Terraplane grille...
A trip to the huge River City Classics car show, at least 1250 cars were registered! Always the biggest show of the year in southern Alberta...
Photographer: Chris Walters
This image depicts a Honda Civic bodyshell undergoing final inspection at the company's Swindon car and engine plant before going on to the assembly frame where the internal body fittings, wiring, suspension and engine are fitted. More than 3,000 people are employed at Honda in Swindon where the company produces Civic, CR-V and Jazz models.
The Orange Collection
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 94.300
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
"The Aston Martin DB9 is a thoroughbred sports car with GT levels of comfort and refinement. Combining Aston Martin's unique character with an uncompromising design philosophy, the DB9 was borne out of a synthesis of traditional craftsmanship, high-tech manufacturing, modern components and use of the finest materials." - Aston Martin.
Launched in 2003 as successor to the DB7, the DB9 was the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness.
The DB9 was powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage producing 470bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 306km/h (190mph) with 60mph attainable from a standing start in a neck-snapping 4.8 seconds. The aluminium engine was mounted as far back as possible in the chassis, while the transmission/final drive was positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options were a six-speed manual or six-speed 'Touchtronic 2' semi-automatic.
Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more. Production ceased in 2016.
Commissioned from Aston Martin by our vendor, the DB9 Volante offered here is one of eight different models forming the Orange Special Limited Edition Collection, all of which are finished in unique Orange No.1 paintwork. Built to Swiss specifications, the car comes with a certificate of authenticity from Aston Martin; a copy of the sales invoice; a (photocopy) Swiss Carte Grise; photocopy EC Certificate of Conformity; and a detailed list of its money-no-object specification. The DB9 has recently benefited from recommissioning by noted marque specialists Stratton Motor Company.
L-R:
First plastic issue (160) has generic, but fairly realistic wheels with separate tyres. Opening bonnet, boot and 4 doors feature. The sill area looks too deep when compared to the real 504, but is intentional to add strength to the bodyshell.
Second plastic version (160) now has low friction wheels that were becoming more common from all toy car manufacturers at the time. All opening features remain.
Making use of the low friction wheels, the model is now die cast metal (842). The opening boot and doors are deleted - the 104 and 304 in the same range retained all opening parts during the transformation from plastic to metal.
475401 is a much more recent incarnation of the original casting. Improved lights front and rear with new realistic wheels. No opening components feature although the bonnet does appear to be a separate part.
A section of class 165 extrusion showing the construction of class 165 bodyshells, seen in the collection of the NRM, York.
The second generation Renault 5, often referred to as the Supercinq (or "Superfive"), appeared in 1984. Although the bodyshell and chassis were completely new, familiar 5 styling trademarks were retained. It stayed in production until 1996. Enough time to come up with coach built variants such as this rare seaside pick-up.
A genuine T-bucket has the very small and light two seater body of a Model T roadster pickup (with or without the small pickup box), this "bucket"-shaped bodyshell giving the cars their name.
Route 66 Hotel
Springfield, IL
June 21 2008
in the 1980s freight cars started growing at the same time that the economy started getting better south of new england, so the PV&T started to run short of power, even after putting all the stored B1s & B2s back into service and starting a serious production run of class I & class J engines. What was needed was something that was between an I and a J, so the class K machine was sketched out, approved, and put into production as well (in 1990, the PV&T had 2000 route miles under wire, and only about 100 electric locomotives) to fill the gap between a 2800 HP class J2 and the 12000 HP class I. The 7200 HP class K filled that gap nicely.)
The something new is that it's got more than 2 trucks, but only one carbody segment, and there's /plenty/ of room inside the bodyshell.
(profiles used to make this drawing were all drawn by Joshua Moldover @ The Railroad Paint Shop and yours truly at my dining room table.)
1977 Mini 1000 pick up bodyshell 95-44-HB frontal view: it will be rebuild no doubt; Mini Pick-ups are rare outside of the UK
By the late 1970s BMW had managed to rationalise their range to 3 bodyshells (the 6 was based on the 7) & a large selection of engines.
A slight confusion was having 4 & 6 cylinder engines with 1900cc, but this one is stated to be a 6 cylinder one.
Reading registered GGM738W was a red 320 1990cc, last taxed on 1 January 1993.
Passenger front leg to base plate.
This side was 2mm further forward & 3mm towards the outside of the bodyshell compared to the drivers side , which while not perfect was as close as I could get.
... 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 ..
The external build is now just about complete. Any holes that needed to be cut / drilled into the bodywork have been completed. Doors, boot and bonnet are all fitted and aligned for uniform shut lines and it is now ready for painting. The next job is 'dishearteningly' is to take it all to bits again and get it back to a bare bodyshell ready to send it off to the paint shop.
... 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 ..
The window sprue is made from Polystyrene. The lights are nicely detailed but are tinted.
The head lamps snap into the body shell, the rear lights are secured with a 2 mm self tapping screw.
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.
Another view of the small-scale version of class 20 diesel locomotive 20 227 running on the Acton Miniature Railway with this view seen from the cab end of the locomotive, with its control carriage on the right. Visible in the background on the left of the photo is the bodyshell of miniature 1920s Metropolitan Railway Bo-Bo electric locomotive No. 18 'Michael Faraday'. Since its repaint from this former London Underground red, white & blue corporate livery into London Transport lined maroon livery the real-life 20 227 has been named 'Sherlock Holmes'.