View allAll Photos Tagged Bodyshell
With the Martini stripes taken care of, the rest of the stickers is relatively easy on this shell. Only the Lancia emblem on the hood needs to be stretched over a hump, ensuring no air bubbles get trapped underneath.
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.
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.
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.
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 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.
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.
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'.
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.
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
According to Wikipedia the Class 800s are ".... branded as the Intercity Express Train (IET) by Great Western Railway (GWR) and Azuma by London North Eastern Railway (LNER), is a type of bi-mode multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family.
The Class 800 was developed and produced, alongside an electric-only Class 801 variant, as part of the Intercity Express Programme (IEP) to procure replacements for the InterCity 125 and InterCity 225 fleets of high speed trains.[ The trains were manufactured by Hitachi between 2014 and 2018, being assembled at Hitachi's Newton Aycliffe Manufacturing Facility using bodyshells shipped from the company's Kasado Works in Japan.[15] Similar bi-mode units have also been produced by Hitachi as Classes 802, 805, and 810.
The Class 800 trains came into service on the Great Western Main Line on 16 October 2017, while the first examples on the East Coast Main Line were put into service on 15 May 2019. Early operations have been troubled by fatigue cracking and corrosion on the aluminium vehicle body shells, particularly on the yaw dampers."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
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.
In addition to the 3 NA class locos in action on the railway, the 1926-built Gasworks Peckett was in action - wearing a bodyshell to make it appear as Thomas the Tank Engine for "Thomas and Friends" rides out of Emerald. Puffing Billy, 8th November 2014
(Stati Uniti 1904)
The Oldsmobile marque was kept when the Olds Motor Co. founded by Ransom Eli Olds in 1897 was taken over by General Motors in 1908. The name applied to this model refers to the sledge-like upward sweep of the part of the bodyshell. The very simple mechanicals and very competitive price of this runabout made it a great commercial successo. The coachwork is of the “duc” type.
Engine: posteriore a 1 cilindro
Capacity: 1924 cc
Max power output: 7 CV a 700 giri/min.
Max speed: 30 km/h
Weight: 270 kg
Cambio: a 2 marce
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.
ALPINE RENAULT A110 BUILT 1971 1.6-LITRE 4-CYLINDER
With a Lotus Elan inspired steel backbone chassis and glass fibre bodyshell the rear engined A110 was very successful in 1.6-litre form winning the 1971 Monte this ex works car is still actively campaigned
DRIVERS
CHARLES REYNOLDS
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
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"
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
The most difficult part was lighting up the indicators in the fender. Those are solid parts modeled straight onto the body shell.
When viewed from the inside against a bright light source, one can clearly see the outline of the oval indicator. We used this to find the center and carefully drilled a small hole where we would later stick a tiny SMD LED inside.
This was very nerve-wrecking but worked out well.
The Issigonis Mini was launched in 1959. It was available as an Austin Se7en or Morris Mini Minor, BL Mini, Austin Mini, then just Mini as a sub-brand. A square fronted Clubman was available from 1969-1980 and estate, van and pick up versions were also built. Despite an attempt to replace the Mini with the Metro in 1980, public demand saw the Mini available until 2000 when it was becoming impossible to incorporate all the necessary safety requirements into it's small bodyshell.
Under BMW ownership, a new Mini was launched in 2001. Clearly showing styling cues to the original, the larger Mini became a brand in it's own right and was taken by BMW when the BMW/Rover relationship ended. A much larger version of BMW's vision of the 'Mini' is still on the market to this day.
Last of the RS bodyshells in primer were being sold off by Ford Rallyesport for £250 in 1973.
3 litre V6 from a burnt out Gilbern complete with overdrive, eight forward speeds, Cortina Estate axle with 3.09 diff, RS front suspension and brakes, Piper cam, gas flowed heads ,DFI5 Weber, lasted over ten years, Girls hated it, never overtaken by anything, metamorphosed into a Dutton Phaeton. when body rotted.
The replica Diesel Brake Tender, No. B964122, and the bodyshell of former DRS Class 37/6 No. 37605 are seen at Quorn GCR at the Great Central Railway Quorn Wagon and Wagon Open Weekend on 22nd July 2023.
The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six cylinder engine which produced 70 bhp (52 kW) at 4800 rpm
You dont see many V8 engines in a DB7! At the request of a customer, Works Service were asked install a 32 valve V8 into a DB7 bodyshell. This was the only factory DB7 V8 ever made. The engine was a 6.3 litre unit, detuned to 452 bhp
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
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 CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.
The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.
Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.
36,672 CL Valiants — including the last-ever Chargers — were built.
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.
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...
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