View allAll Photos Tagged Bodyshell
Jaguar Sovereign 1988 V12. The Jaguar Sovereign was introduced in 1984, taking over from the Daimler Sovereign. From this year the V12 engine was only offered on the Jaguar Sovereign or the Daimler Double-Six. The XJ40 model was introduced in 1986, but the XJ Series III bodyshell was retained until 1992 for the V12 models
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.
Rarely seen special edition on the pre-Rover bodyshell, more common on the Rover 100.
Brooklands Austin-Morris Day 2015
Rarely seen special edition on the pre-Rover bodyshell, more common on the Rover 100.
Brooklands Austin-Morris Day 2015
One important area to note is that the red and blue stripes do not go all the way to the opening of the lights, but rather stop about a Millimeter before. This can be seen on the 1:1 car as well and ensures that the rear of the stickers line up properly.
Gone are the separate plastic lights as Series 2 rear lights are now cast into the bodyshell, along with the registration plate which would be the same on all variants. No badges are represented and the modification to the rear bumper is the same as the front.
Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes.
The head lamps have a reflector shape. They are not prepared to receive lights, but it is easy to drill a hole and mount a 5 mm LED.
The parking, indicator light seems to be a kind of insert in the mold. The material is quite thin, allowing for a LED to shine through.
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 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.
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.
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.
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.
1/32 slot car Wolseley 6/99 Police car c.1964. 3D-printed bodyshell with PCS32 chassis, PCS32 ali rims and bespoke inserts.
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)
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
RDB975874, also known as LEV 1 was the first of five prototype four-wheel vehicles developed jointly by British Leyland and the British Rail Research Division. These consisted of double-ended Leyland National bus bodyshells (chosen for their strength and cost-effective manufacturing) mounted on top of simple 2-axled railway chassis, which were a derivative of those used on the High Speed Freight Vehicle (HSFV.). LEV 1 was initially constructed as an unpowered trailer and used for testing on the West Coast Mainline at speeds of up to 100 miles per hour. In 1979, it was converted to a self-propelled vehicle using a Leyland 510 diesel engine and was then tested at Old Dalby Test Track. In January 1980, it was shipped to the US and was tested on the Northeast Corridor between Boston and Attleboro and the Boston and Maine Railroad between Lowell and Concord. After returning to the UK, it was then tested in passenger service, primarily in East Anglia. It carried its last passengers in July 1983 and was withdrawn in 1987, when it was given to the National Railway Museum. In 2004, it moved to North Norfolk Railway and was restored, returning to passenger service in 2010. In 2012, it was moved to Wensleydale Railway via Locomotion Museum, Shildon where it stayed until 2024, before moving back to Shildon..
collection.sciencemuseumgroup.org.uk/objects/co205881/exp...
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!
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)
The then new V12 in the same bodyshell as the XJ6, all but the first ones with a long wheelbase.
CVC453L seems to be an issued Coventry registration.
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.
File Name :DSCN0270.JPG
File Size :670.4KB(686488Bytes)
Date Taken :2003/05/18 10:41:26
Image Size :1600 x 1200
Resolution :300 x 300 dpi
Number of Bits :8bit/channel
Protection Attribute :Off
Hide Attribute :Off
Camera ID :N/A
Camera :E775
Quality Mode :FINE
Metering Mode :Matrix
Exposure Mode :Programmed Auto
Speed Light :No
Focal Length :5.8 mm
Shutter Speed :1/99.7second
Aperture :F2.8
Exposure Compensation:0 EV
White Balance :Auto
Lens :Built-in
Flash Sync Mode :Red Eye Reduction
Exposure Difference :N/A
Flexible Program :N/A
Sensitivity :Auto
Sharpening :Auto
Image Type :Color
Color Mode :N/A
Hue Adjustment :N/A
Saturation Control :N/A
Tone Compensation :Normal
Latitude(GPS) :N/A
Longitude(GPS) :N/A
Altitude(GPS) :N/A
For some reason I thought I had the body of D6700, then looked at an old photo and the number was not that, so had to dig it out to check! Turns out I was wrong, it was this one! I seem to recall I swapped the chassis to another loco, probably William Cookworthy as I recall getting that cheap at Warley years back. Came with snow-ploughs.
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.
RM Sotheby's
Salles du Carrousel du Louvre
99 Rue de Rivoli
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 70.000 - 90.000
Sold for € 80.500
Entering production in 1999, the Ferrari 360 Modena was a clean-sheet design that anticipated trends for future Ferrari road cars. Combining the two opposing goals of low weight and high chassis rigidity, Maranello engineers seemingly pulled off the impossible, resulting in the best overall performance and handling of any mid-engined Ferrari to date. The 360 Modena was the Ferrari to be constructed entirely in aluminium, with the chassis, bodyshell, and suspension wishbones all made from the lightweight material. At its heart lay a 395 horsepower, 3.6-litre Tipo F131 V-8 engine with a choice of a six-speed manual or “F1” automated manual transmission.
A large proportion of 360 Modena production went to the USA, making European-delivered cars, such as the example offered here, especially desirable. This car left the Ferrari factory fitted with the electro-hydraulic gearbox and finished in Rosso Corsa over a Nero interior. It is believed to be one of just 25 examples specified with the optional removable sunroof, which is stowed behind the seats in a leather bag when not fitted. First delivered via Alfred Gohm GmbH of Stuttgart, Germany, the 360 Modena has had three keepers from new and was acquired by its consigning owner, a prominent Ferrari collector, in 2016.
Complete with its Ferrari manuals and maintenance books, the car’s service history can be viewed in its accompanying history file. Notably, a major service was carried out in May 2021, further to renewal of its “sticky” buttons and repainting of the centre console in March 2022; in both cases work was completed by AutoToyStore of Starnberg, Germany. The car’s odometer reads 51,814 kilometres at the time of cataloguing.
Gaydon, Reserve Collection British Motor Museum
From its introduction in 1962, the MGB was extremely successful, especially in the USA. Over 512,880 cars were built, with 125,621 GT models, the rest being roadster models and it became the best selling British sports car ever.
With around 250,000 MGBs still in existence world-wide, it was an obvious first choice when British Motor Heritage decided to re-manufacture original bodyshells.
The new MGB bodyshell was launched in 1988 at the NEC Classic Motor Show, where this 1969 car was rebuilt during the Show using the first new bodies.
Following the Motor Show the car appeared in 'Classic Cars' magazine and featured on the BBC programme 'Top Gear'. It was later auctioned and the proceeds of £13,500 donated to charity.
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.