316 Sentences With "coachwork" | Random Sentence Generator

This 1932 Bugatti Type 55 Roadster retains its original coachwork and components, and got a loving restoration in 2013.

This 1932 Bugatti Type 20163 Roadster retains its original coachwork and components, and got a loving restoration in 2013.

"Besides Rolls-Royce, Figoni and Falaschi coachwork on Delahaye, Talbot-Lago and Delage, with forward-opening front doors accounted for many gorgeous cars," Gross said.

The $18.2 million 1959 Ferrari 250 GT LWB California Spider Competizione finished fifth at the 1960 Sebring, and has intact coachwork by iconic Italian automobile design company Carrozzeria Scaglietti.

The $18.2 million 1959 Ferrari 250 GT LWB California Spider Competizione finished fifth at the 20163 Sebring, and has intact coachwork by iconic Italian automobile design company Carrozzeria Scaglietti.

With coachwork by Pininfarina and a five-liter V12 that generated 400 horsepower, this car topped out at 170 mph, but could cruise down the highway at 9003 mph.

With coachwork by Pininfarina and a five-liter V12 that generated 400 horsepower, this car topped out at 170 mph, but could cruise down the highway at 100 mph.

Estimated price: $1,100,000 - $1,400,000 One of the most affordable cars Gooding expects to sell this weekend, the 23 Autobianchi Bianchina Trasformabile was designed to be an upscale microcar, combining Fiat 500 mechanicals with fancier coachwork.

Estimated price: $1,100,23 - $1,400,000 One of the most affordable cars Gooding expects to sell this weekend, the 1959 Autobianchi Bianchina Trasformabile was designed to be an upscale microcar, combining Fiat 500 mechanicals with fancier coachwork.

Cars of historical significance are the prime attraction for auctions, of course, and the sale of a 1948 Cadillac with flamboyant coachwork by Saoutchik ($857,2073) and the 1952 Chrysler D'Elegance design study by Virgil Exner ($885,000) delivered.

One of just two short-chassis versions, the car, which still has its original coachwork, chassis and engine, had been owned since 1986 by the Florida collector Miles C. Collier, who made it the star exhibit of his Revs Institute.

Coachwork International was a bus manufacturer in Palmerston North, New Zealand. Founded in 1926 as New Zealand Motor Bodies, in 1983 it merged with Hawke Coachwork to form Coachwork International. It ceased trading in 1993.

The new Conquest Roadster took second place in the coachwork competition.

980 Star Sapphires were produced. The Star Sapphire won the £4,000 four-door coachwork class at the 1958 Earls Court Motor Show ahead of a Princess limousine and a Jaguar Mark IX.Car Coachwork Competitions.The Times, Friday, Oct 31, 1958; pg. 14; Issue 54296.

In 1983 NZMB merged with competitor Hawke Coachwork to form Coachwork International. Owned by Moller Corporation and Newmans, in 1987 it held an 80% share of the New Zealand bus bodying market. Production continued at the Palmerston North plant, while Hawke's plant in Takanini was retained, specialising in building and repairing buses for city authorities.CI Sizes up the Aussie Market Truck & Bus Transportation April 1987 pages 60-63 Coachwork International ceased trading in 1993.

The coachwork greatly restricted visibility, made coaling, watering and servicing the locomotives awkward and initial concerns that passengers would be deterred by the unusual sight of a locomotive running in the middle of a train proved unfounded. The dummy coachwork was removed from all four locomotives during 1911.

In 2012, a barn find of an unrestored 1931 Isotta-Fraschini Tipo 8A with Lancefield Faux-Cabriolet 2-door coachwork was publicly offered for the first time since 1961 and fetched $186,500. In March 2013 a restored 1929 Isotta-Fraschini Tipo 8A with Convertible Sedan coachwork by Floyd-Derham sold for $473,000.

Auckland received a K320UD unit with Gemilang Coachwork Sdn Bhd bodywork in February 2013. It entered service on 6 March 2013.

These were all called "Green Goddesses" after the original, which was exhibited with jade-green coachwork and green-piped beige leather.

The coachwork sits low being built outside and below the top of the frame and attached by metal holders with rubber.

It offered both a larger, more powerful engine and more opulent coachwork to meet customers' demands for greater luxury and performance.

1938 Bentley 4¼ Litre with Carlton Drophead Coupe coachwork. Pebble Beach Concours d'Elegance, 2009 The Carlton Carriage Company was a highly respected London coachbuilder that provided bespoke coachwork for some of the finest car makers of the 1920s and 30s. They are best known for their drophead coupes which are archetypal designs of the British Jazz Era.

Van Hool UK (coachwork) is on Finedon Road Industrial Estate in Wellingborough. Caetano UK is based near Coalville, a UK coachwork distributor for many coaches, often National Express. AGC Automotive UK make automotive glass (tempered glass and laminated glass) on Round Spinney Industrial Estate in the north of Northampton. Plastic Omnium Automotive make automotive exteriors in the west of Measham.

The bodies were of all steel construction. Despite being coated with zinc phosphate, they rusted more rapidly than expected of coachwork on a Daimler chassis.

The French branch ceased production in 1934 while the Belgian business was active until 1949.Nick Georgano (editor in chief), The Beaulieu Encyclopedia of the Automobile - Coachbuilding, Fitzroy Dearborn Publishers Chicago / London, 2001 p. 330f. Bentley 6½ litre, open touring coachwork by Vanden Plas 1928 The coachbuilder's name first appeared in the United Kingdom in 1906 when Métallurgique cars were imported with Carrosserie Van den Plas coachwork.

The new coachwork was of steel and ash on a shorter wheelbase and narrower track.New Sunbeam-Talbot Car. The Times, Wednesday, Aug 30, 1939; pg. 8; Issue 48397.

With premises at Welbeck Works, Willesden Lane, London NW6, Grosvenor gained a reputation in the years up to World War I for high quality coachwork on leading makes of car including Rolls-Royce. During World War I they made ambulance bodies. By 1920 they had joined up with Shaw & Kilburn who were the main Vauxhall dealer in London and although they still supplied coachwork on other chassis their main customer was from then onwards Vauxhall.

Franco on left, with Nuccio Bertone in an Arnolt-Bristol in 1953/54 An Arnolt- Bristol Bolide Franco Scaglione (26 September 1916 - 19 June 1993) was an automobile coachwork designer.

1922 Studebaker Light Six Touring Car 1924 Light Six with custom coachwork The Studebaker Light Six was a car built by the Studebaker Corporation of South Bend, Indiana from 1918–1927.

This Adams-Farwell Series 6 40/45 hp touring car with a 5-cylinder engine of and coachwork by Connolly Carriage & Buggy Co. (1906) is the only known Adams-Farwell in existence. It can be driven either from the front or rear bench seat. Adams-Farwell automobiles had further unique details. The only available coachwork, called a Convertible Brougham, was in fact a Town brougham, and the "convertible" part was not the top but driver's position.

Artillery type wheels were fitted. Rolls-Royce did not provide the coachwork. Instead, the cars were sold in chassis form for the customer to arrange his own body supplier, with Barker recommended.

Flight, February 13, 1953. "Service Aviation: New Airborne Lifeboat." Retrieved on September 21, 2009. They also produced a wide variety of civilian and military land based craft, such as the coachwork for buses.

The company policy was not to seek individual customers but to deal with volume sales to motor manufacturers. It would achieve this either by providing the maker with bodies or providing extra coachwork designs under its own name. 1926 Morris Oxford with Chalmer & Hoyer coachwork In 1924 a second factory was opened in Weybridge. A major contract had been agreed with Morris to provide closed bodies for the Oxford model and by 1925 this accounted for the entire output of Weybridge.

Some of their more admired designs have a distinctive deco flair. Many of their designs also have elements that are similar to American styles of the period, which could be due to their work with American manufacturers and their American clientele. Carlton's bespoke coachwork business largely ended by 1939.Nick Walker, A-Z British Coachbuilders 1919-1960, Herridge & Sons Ltd, Devon 2007, page 91 The company continued coachwork including re- boding pre-war Rolls-Royces until it finally closed in 1965.

Coachwork was bought in and was a choice of a sports saloon version from Carlton or Bertelli, a drophead coupé from Abbott or a sports tourer from Bertelli. The cars cost between £620 and £695.

The 12/35 had the engine bored out to 69.5 mm to increase the capacity to 1593 cc, presumably to cater for heavier coachwork, although most of these chassis seem to have carried fabric bodies.

C&I; Eurotrans XXI is a coachbuilder based in Bucharest, Romania. The company was established in 2002, and it is specialized in manufacturing coachwork for minibuses based on chassis from a series of other manufacturers.

Cross & Ellis coachwork on an Alvis 12/50 Cross & Ellis was a British vehicle coachbuilder. It was founded in Coventry in 1919 and continued in operation until 1938.A-Z of British Coachbuilders. Nick Walker.

Coaches, like buses, may be fully built by integrated manufacturers, or a separate chassis consisting of only an engine, wheels and basic frame may be delivered to a coachwork factory for a body to be added. A few coaches are built with monocoque bodies without a chassis frame. Integrated manufacturers (most of whom also supply chassis) include Autosan, Scania, Fuso, and Alexander Dennis. Major coachwork providers (some of whom can build their own chassis) include Van Hool, Neoplan, Marcopolo, Irizar, MCI, Prevost, Volvo and Designline.

Equipped with Blitz straight-six engines, Ambi Budd produced the coachwork and completed the vehicles at their plant in Berlin- Johannisthal. With an unladen weight exceeding 2.7 tons, the stiff cars largely proved impracticable on the fronts.

In August 1936 the Austin Goodwood 14 (of 16 tax horsepower) with its "sound insulated coachwork" took the place of the Twelve-Six saloons. The tourers remained available. The Goodwood was also available as a separate chassis.

A seven-seater motorcar was commissioned by Queen Juliana in September 1957 from Rolls-Royce Limited, and it was delivered to the Netherlands on 13 March 1958. It is the only left-hand drive Rolls-Royce with landaulet (landaulette) coachwork where the rear part of the roof can be folded down. Its chassis number is LGLW 24, which has the following meaning – L for left-hand drive, G for 1958, LW for long wheelbase (3.38m instead of 3.23m), and 24 is the sequence build of the series. The coachwork is by Park Ward.

From 1958 SAT produced rail control vehicles which were equipped with coachwork similar to forward control buses. Some of them were produced jointly with Kiitokori and VAT. Also some KB-48 4×4 road-rail lorries were delivered.

SBS Transit Scania K310UD SBS Transit received a K310UD demonstrator unit with Gemilang Coachwork SDN BHD bodywork on 26 March 2010. It was registered as SBS7888K. This bus is currently deployed as a training bus at Hougang Depot.

There was a brief try with a sports car in 1954, but only prototypes of the Multiplex- Allied 186 with a Willys F-head six cylinder engine and coachwork copied straightaway from the Cisitalia 202 were actually built.

The W07 had a contemporary boxed chassis suspended by semi-elliptic leaf springs onto beam axles front and rear. Dimensions would vary with coachwork, but the chassis had a wheelbase of and a front track equal to the rear track of .

While the engine and chassis were only altered in detail completely new coachwork was announced in August 1937. It included a luggage boot at the back and the door or lid forms a baggage platform. The seating and upholstery were redesigned.

Access to the ladder was by a small door in the rear. There were no front doors. Coachwork was made of high quality using wood, probably by a local carriage builder as with other Packards. The customer had a free choice of colors.

In 1920 a chassis cost £1100 with, typically, a complete tourer-bodied car costing around £1600. With coachwork to the factory recommended weight the car could reach , but many owners had large limousine bodies fitted, with the inevitable detrimental effect on performance.

There are many PS-type Tigers in preservation, carrying a wide variety of coachwork, some double-deck. Being smaller and more mechanically basic than a more modern bus they are perhaps easier to look after, but bodywork can often be very fragile.

The 2½-litre Oxford 15.9 Empire model was displayed as "a Colonial Chassis" at the Olympia Motor Show of October 1926. The standard coachwork is a four or five seater body with four doors.Cars Of To-Day. The Times, Tuesday, Jun 28, 1927; pg.

The last buses to enter service with the Board, the MAN SL202, were ordered in 1984. Coachwork International was commissioned to assemble the buses to MAN designs, which were built at their Takanini, Auckland (nos. 612–649) and Palmerston North (nos. 650–669) sites.

The car also featured a gullwing doors. The chassis taken from s/n 1393GT was rebodied by Fantuzzi as a 250 Testa Rossa. Chassis 1623GT was rebodied in 1964 by Neri and Bonacini from Modena as a "Nembo Coupé" for Tom Meade in lightweight coachwork.

Performance was remarkable for the time with a top speed of and a 0- time of under 10 seconds. Only a four-seat drop head was available with coachwork by W.C Atcherley of Birmingham. 19 were made and nine are known to have survived.

The company took a stand at the London Motor Show from 1922 and in 1923 showed a Bentley with Weymann coachwork, being the first British coachbuilder to take out a licence. In 1926 Morris opened its Pressed Steel factory and moved over to steel bodied cars leaving the Weybridge works with little to do. In the same year the company was renamed as the Hoyal Body Corporation taking a brand name they had been using for some time composed of the first letters of Hoyer and Allingham. 1927 Star with Hoyal coachwork After losing the Morris contract Hoyal concentrated on bus bodies at Weybridge and boat building at Poole.

The Bentley T-Series is a luxury automobile produced by Bentley Motors Limited in the United Kingdom from 1965 to 1980. It was announced and displayed for the first time at the Paris Motor Show on 5 October 1965 as a Bentley-badged version of the totally redesigned Rolls-Royce Silver Shadow. The Bentley T series was available as a four-door saloon and as a long wheelbase four-door saloon. A small number of two-door saloons were built with coachwork by James Young and Mulliner Park Ward and a two-door convertible with coachwork by Mulliner Park Ward was introduced in September 1967.

After receiving and discharging passengers at Victoria Park, the train continued. The driver saw the light in the back of the 7:10 train at only 30 yards away and allegedly tried to stop his train, but the lead car of the 7:40 collided with the rear car of the 7:10. The heavy steel lead car of the 7:40 rode up over the underframe of the rear wooden coach and ploughed through the entirety of its coachwork and ten feet of the next car's coachwork as well. The passengers in the rear two cars of the 7:10 suffered the vast majority of the deaths and injuries.

Lorraine-Dietrich thus became the first marque to win Le Mans twice and the first to win in two consecutive years. This publicity contributed to touring 15s being bodied by Gaston Grummer, also Argenteuil's director, who produced coachwork for the likes of Aurora, Olympia, Gloriosa, and Chiquita.

Magna type wire wheels and fully chromium-plated bumpers were standard. There was a new range of coachwork. Upholstery was provided in a new style either in all leather or a combination of leather and cloth. The windscreen had remote-motor dual wipers operating from the bottom.

In 1980 it reported it had a staff of 185 employees.New Zealand Business Who's Who. 22nd edition, FEP Productions, Wellington In 1983 Hawke merged with New Zealand Motor Bodies to form Coachwork International. The Takanini plant was retained, specialising in building and repairing buses for city authorities.

Recently, a restoration project of an injection model was sold in Geneva for CHF 3000. In 1956, the Norwegian Troll car was built on a Gutbrod chassis. pioneering the use of fibreglass in automobile coachwork along with the Chevrolet Corvette as well as some other small scale car manufacturers.

A 1929 Vauxhall 20/60 with coachwork by Grosvenor The Grosvenor Carriage Company Ltd was a British coachbuilder founded in around 1910 and based in Kilburn in North West London. They ceased operations sometime in the 1960s. A-Z of British Coachbuilders. Nick Walker. Bay View Books 1997.

Chassis 0359GT was the second example produced. It sported a unique coupé coachwork designed by Giovanni Michelotti and realized by Vignale. The extraordinary shape included a wrap-around front and rear windscreens. The front received a large oval grille and the rear fenders had small fins protruding upwards.

The Cisitalia 202 SC gained considerable fame for the outstanding design of its Pinin Farina coachwork, and is credited with greatly influencing the style of subsequent berlinetta or fastback gran turismo coupés. A Cisitalia 202 "GT" is exhibited at the Museum of Modern Art in New York City.

The Empire was an American automobile manufactured from 1901 until 1902. A product of Sterling, Illinois, it featured a vee-twin Steam engine geared to its right-hand rear wheel. It had a rectangular, transverse mounted boiler with horizontal tubes across the chassis. Coachwork was of the motor buggy style.

Moskvitch G1 was a sports car from Moskvitch produced in 1955 by the engineer I. Gladilin. It was the first Moskvitch specially developed for racing. It had aluminium coachwork and was powered by an inline 4-cylinder flathead engineThompson, Andy. Cars of the Soviet Union (Haynes Publishing, Somerset, UK, 2008), p.87.

There were two trains involved. The first was the 7:10 am from Bangor to Belfast. This was a traditional passenger train consisting of 13 six-wheeled coaches, pulled by 4-6-4 steam locomotive Number 25. The coaches were of an old design with steel and oak undercarriages and light wood coachwork.

Shortly later, a larger Twin, Type V appeared. It came with four-seater Tonneau coachwork, the Type III's twin engine, and had a wheelbase of . The problem with them was the price of $2,000 – $2,250. Searchmont refined the Type V and offered it as the Type VI with in the following year.

Later names include cartwright (a carpenter who makes carts, from 1587); coachwright; and coachmaker (from 1599). Subtrades include wheelwright, coachjoiner, etc. The word coachbuilder first appeared in 1794. Oxford English Dictionary 2011 Coachwork is the body of an automobile, bus, horse-drawn carriage, or railroad passenger car (known formally as a railway carriage).

Rolls-Royce did not provide the coachwork. Instead, the cars were sold in chassis form for the customer to arrange their own body supplier. Both closed and open cars were made. Of the 37 or possibly 38 cars made, three were exported to the US, one to Canada and one to Germany.

Lawrence Dalton, Those Elegant Rolls-Royce, Dalton Watson Ltd, London, 1973, page 270. Albert Victor Halsall and William Pearson Biddle were part of the early & talented design / engineering team.Clark, Tom C, "Classical Orders: The Rise and Fall of Corinthian Coachwork; The Flying Lady" May/June 2019 19-3, page 13174 William Biddle went on to found the Corinthian Coachwork company in the late 1930s. Carlton Coach during the 1930s was sought after for their drophead designs especially on Rolls-Royce and Bentley chassis.Bonhams, 1930 Rolls- Royce Phantom II Continental Touring Saloon 46GX, Quail Lodge, Carmel, 2007, lot 450 Their last designer was Cyril James Ingram who among other things specialized in reboding pre-war Rolls-Royces in the 1950s/60s.

For buyers looking for a more distinctive car, a decreasing number had custom coachwork available from the dwindling number of UK coachbuilders. These ranged from the grand flowing lines of Freestone and Webb's conservative, almost prewar shapes, to the practical conversions of Harold Radford which including a clamshell style tailgate and folding rear seats.

A Derby Corporation Roe trolleybus was die cast in 1:76 scale by the Corgi Toy company. The limited-edition model advertised the Wardwick Restaurant and electricity. The indicator display was for route 22 to Prince Charles Avenue. As the model bus had Roe coachwork then it would have been a trolleybus made after 1960.

In the United Kingdom, the style was applied to numerous chassis by the various specialist coachwork builders, but it is most often associated via the 4-door Sedanca de Ville variant with Rolls-Royce motor cars, and the 2-door sporting Sedanca variant with Bentleys. Coachbuilders included Barker, Hooper, H. J. Mulliner and Park Ward.

The main customer for the bodies was Napier & Son and from its works in Lower Richmond Road, London, SW15 Cunard provided a range of coachwork to fit on Napier chassis. Shortly after its formation, Cunard became a subsidiary of Napier and acted as their in-house coachbuilder but continued to supply bodies to other companies.

13 of the cars wore an open roadster body, as shown in London, complete with a 3-part grille suggesting the later Aston Martin design. One unusual feature of these cars was the compartment in one front wing for the spare wheel. One more 2-Litre car was shipped as a chassis for custom coachwork.

The final drive to the rear axle used a worm drive reduction system. The chassis was wood with metal reinforcing and semi-elliptic springs were fitted to front and rear axles. Wire spoked wheels with 26 x 2.5 tyres were fitted. The car was provided with two-seat coachwork with a dummy radiator with a Zendik script across it.

Be-Ge owner Bror Göthe Persson had also established an additional cab factory at Meppel. Scania-Vabis continued their expansion of production facilities through acquisitions. In 1967, they acquired Katrineholm based coachwork company Svenska Karosseri Verkstäderna (SKV), and created a new subsidiary, Scania-Bussar. A year later, all bus production, along with R&D; was moved to Katrineholm.

Coachwork was by Cunard, by then a subsidiary. 187 were built in all by 1924, and Napier quit car production with a total of 4,258 built. The car was very expensive, costing about the same as a Rolls-Royce Silver Ghost and in the early 1920s sales were slow. The last car was sold in 1924.

Daimler Double-Six piston engine was a sleeve-valve V12 engine manufactured by The Daimler Company Limited of Coventry, England between 1926 and 1938 in four different sizes for their flagship cars. The engine of this Daimler saloon de luxe is the new 12-cylinder Daimler sleeve valve unit. The coachwork is in three shades of grey.

It continued after the war making another 85 sports cars before ending manufacture in 1957. The post-war cars had conventional transmissions. UK agents for BMW they arranged coachwork and made modifications including badging the cars Frazer Nash BMW. Control of AFN Limited, UK agents for Porsche, passed from the Aldington family to Porsche in 1987.

Richards coachwork won over 500 awards in various exhibitions.The Macquarie Dictionary of Motoring, 1986, page 86 By 1903 Richards had been joined in the business by his three sons Henry Ernest, Claude Alfred Victor and William Egbert. The company produced its first automobile body in 1905 and a dedicated department for this activity was formed in 1912.

A 7-gallon fuel tank was fitted, which would give a driving range of about . As usual at the time, the car was right-hand driven. Minimalistic coachwork included a small compartment in front. The car came painted in "French carmine", with the running gear in "Valentine red", and the seat bench trimmed in black leather.

1930 Rolls Royce Phantom II Kellner Rolls-Royce Phantom II with All-Weather Cabriolet coachwork by Thrupp & Maberly for the Maharajah of Rajkot, Chassis #188PY (1934). This car also is known as the "Star of India". Only the chassis and mechanical parts were made by Rolls-Royce. The body was made and fitted by a coachbuilder selected by the owner.

Alvis Speed 20 coachwork by Vanden Plas 1933 Vanden Plas is the name of coachbuilders who produced bodies for specialist and up-market automobile manufacturers. Latterly the name became a top-end luxury model designation for cars from subsidiaries of British Leyland and the Rover Group, last used in 2009 to denote the top-luxury version of the Jaguar XJ (X350).

The 2½-litre Oxford 15.9 Empire model was displayed as "a Colonial Chassis" at the Olympia Motor Show of October 1926. A complete car was on display at nearby main dealers. The standard coachwork is a four or five seater body with four doors. The driving seat, the rake of the steering, the positioning of the clutch and brake pedals are all adjustable.

In the stories Dahl discusses taking delivery of a 1938 Lagonda with custom coachwork and a set of horns that play Mozart's "son gia mille e tre" in perfect pitch and seats "upholstered in fine-grain alligator and the panelling to be veneered in yew... because I prefer the colour and grain of English yew to that of any other wood".

Benjamin George Bowden (3 June 1906 - 6 March 1998) was a British industrial designer, who is known mostly for his work on automobiles and bicycles. Bowden designed the coachwork of Healey's Elliott, an influential British sports car. He was also the designer of the Spacelander, a space-age bicycle which was commercially unsuccessful when in production, but has since become a collector's item.

The fleet consisted of East Lancs-bodied Leopards, Bristol REs with East Lancs and Eastern Coach Works bodies, Leyland Nationals and a batch of Metro-Scanias. Hartlepools single-deck Dominators had its first East Lancs bodies, Merthyr Tydfil's their first Marshall bodies. Their six (coded SD116) had single-door 50 seat Camair 80 coachwork. Like Hartlepool Leyland National 2s followed.

Hull, p. 524. The V-12 was replaced by a new, much less complex inline overhead-valve six-cylinder of the same displacement. The new Type 175 debuted as a glitzy show-chassis with partial front coachwork demonstrated the company's new postwar "face". It was one of very few totally new machines to debut at the first postwar Paris Salon in October 1946.

The suspension used semi elliptic leaf springs all round. Autocrat build their own coachwork to a very high standard but the price was high at £875 in 1920. Electric starting was introduced in 1923 and a closed body was offered alongside the open cars. A detachable hard top was also available for some models and a sports version with the chassis lowered by 3.5 inches was listed.

In India, Portugal and Spain examples even had double-deck bodies fitted.Jack (1984) pp.234, 366 Almost all markets produced their own styles and makes of coachwork, for example Casaro of Italy produced a Ghia-styled coach on LERT2 with a flamboyant grille, ribbed anodised-aluminium skirt panels and large tail fins.Jack (1984) p.241 This was reproduced as Matchbox Toys number 40, "Leyland Royal Tiger Coach".

The August 1935 announcement from Daimler was that the coachwork of the standard saloons was redesigned. The swept tail of the new six-light saloon now covered the spare wheel. The new bodies were appreciably wider. The special independent assembly of the radiator and front wings was applied to the Fifteen as previously applied to the new Daimler Light Twenty announced on 12 July 1935.

The A70 Hereford replaced the Hampshire in 1950 and was wider and slightly longer with an extra in the wheelbase. A new addition to the range was the A70 Coupe, a 2-door convertible with coachwork by Carbodies of Coventry. A notable mechanical change was the use of hydraulic brakes. The smaller A40 Somerset had similar styling and even shared the same door panels.

The trolley poles are lowered and lifted automatically. The vehicle is also equipped with a 380-volt auxiliary inverter that supplies power for the air compressor, steering servo, ventilating fans and other systems. The coachwork and final assembly was done by Wiima. The bodywork is mainly a standard citybus coach, apart from the structural requirements of the electrical devices, interior heating system and drive motor cooling system.

The engine was imported from Hershell-Spillmann, from 1926 Lycoming Engines, and the gearbox was from Mechanics Machine Co, but several other parts including the coachwork were produced on-site in Kristiania. In total about 25 cars were produced, none of which exist today. The company also produced about 300 bus coachworks. From 1983 C. Geijer & Co had to cooperate with Trondhjems Jernindustri in fence products.

Zero-to- times of around eight seconds and in 17 seconds were reported for the SJ in spite of the unsynchronized transmissions, at a time when even the best cars of the era were not likely to reach . Duesenbergs generally weighed around two and a half tons; up to three tons was not unusual, considering the wide array of custom coachwork available. The wheelbase was .

De luxe saloons have a sunshine roof, ash trays, cigar lighter, a parcel net on the ceiling and pillar pulls. A luggage grid was also fitted at the back of de luxe saloons. 1935 Twenty 70 in Italy The radiator grille or shell stylishly slopes back to match the new streamlined coachwork and its chromium-plated shutters are thermostatically controlled. Electric direction indicators are fitted.

Weymann Fabric Bodies is a patented design system for fuselages for aircraft and superlight coachwork for motor vehicles. The system used a patent-jointed wood frame covered in fabric. It was popular on cars from the 1920s until the early 1930s as it reduced the usual squeaks and rattles of coachbuilt bodies by its use of flexible joints between body timbers.A-Z of British Coachbuilders.

In New Zealand, two Volvo B10Ms with VöV bodies built by Coachwork International were ordered by Auckland Regional Council in 1985. These are the only Volvo buses to receive the VoV body.Volvo B10M Buses & Coaches Omnibus Society of New Zealand In 1996, 5 ex-Hong Kong Stagecoach Volvo B10Ms were sold to New Zeleand from Hong Kong because of disposal in Hong Kong residential bus services.

The AGR was an English automobile built by Ariel & General Repairs of Brixton between 1911 and 1915. The company offered a 10/12 hp 1540 cc four-cylinder model based on the French Hurtu, a marque for which they were agents. The car was slightly longer than the Hurtu and the chassis price for this was £255 for the chassis or £315 with open four-seater coachwork.

Aero 662 Announced in 1931, the Type 18 (also known as the 662) was powered by a larger 660 cc two-cylinder engine developing , with a top speed of . With improved four-wheel brakes, the Type 18 came as a 3-seater roadster and 4-seat saloon, made using steel-covered timber-framed coachwork. 2,615 Type 18s were built before manufacturing ceased in 1934.

Braking was by either a transmission brake or a single drum on the solid rear axle. The original coachwork was described as the "Occasional four" indicating that there was just room to squeeze in two rear seat passengers. The de-luxe "Norwood" tourer model was added in 1923. A Sports version was added in 1923 with a two-seater body with the spare wheel at the rear.

In 1923 the engine was enlarged to 1223 cc by increasing the cylinder bore from 62 to 66mm and the model name changed to the "10.8". A choice of coachwork with "light four seater", coupe and "enclosed four seater" versions were initially available joined by the "All-weather" in 1924. The cheapest version took the "11" name.The sports version now had an output of .

The Amilcar C8 is an eight-cylinder car in the 13CV car tax band made between 1929 and 1931 (and still listed in 1932) by the French Amilcar company. The car was normally sold in “bare chassis” form, giving rise to a wide range of possible body types, but coachwork appear usually to have been for two door sporting bodied cars. Approximately 350 were made.

City-Trafik 2485 ALE120 The Ambassador 200 is a 12-meter- long lightweight bus made for local and long-distance transportation. Hundreds of buses from this type have been produced. It is designated as Ambassador Low Entry 120 (ALE 120) (the bus length is 120 dm, or 12 m). Its coachwork rests on a DAF/VDL SB200 chassis, which is also used for the Wright Commander from Wrightbus.

Most cars had bodies by E. D. Abbott Ltd of Farnham, Surrey. A complete car with Abbott four-seat tourer body sold for £368. Other suppliers of coachwork included John Charles, Maltby and E J Newns who made around 12, subsequently known as Eagles. The engine was just too large for use in the popular 1100 cc class so a few cars were made with 1084 cc engines.

Proton launched the Saga in several small Commonwealth countries while they prepared for their large scale launch in the U.K. with over 100 dealers. In October 1988, the Proton Saga made its English debut at the 1988 British International Motorshow, where it won three Prestigious Awards (two gold medals and one silver) for quality coachwork and ergonomics. The Saga was also voted among the Top 10 best cars at the show.

In March 1930, Barnato raced against the Blue Train in a Speed Six with H. J. Mulliner saloon coachwork, reaching his club in London before the train was due in the station at Calais. It had generally been believed that the car in the race was a Gurney Nutting Sportsman Coupé, but that coupé was delivered to Barnato in May 1930, more than a month after the race.

The spyder featured triple headlights and was owned by an Italian racing driver Piero Scotti before ending up in Argentina. There was a single Paolo Fontana creation in the form of a spyder, s/n 0086E. The body was an open style described as a "carretto siciliano" or "sicilian cart" with cycle-fenders. Scuderia Marzotto ordered a bare chassis from Ferrari and commissioned the coachwork to Carrozzeria Fontana from Padova.

Again there was a Hooper version, the Empress IIa and III but now also the Sportsman four-light saloon with coachwork by Mulliners (Birmingham).New Big Daimler Models. "The Motor" Vol 106, October 6, 1954 The (at first only) 4½-litre Sportsman with three-piece wrap-around rear window and extra interior luxury features was announced a few days laterDisplay advertisement, Daimler. The Times, Monday, Oct 04, 1954; pg.

11; Issue 47631 Either body was provided on a 108-inch wheelbase with a 1,776 cc side valve four cylinder engine. A catalogued drophead coupe variant was also available and in addition special coachwork by Avon was available as usual on all Standard models. The wide (53 inches) rear seating was given extra knee-room by recesses in the backs of the front seats. Luxury rear standard fittings included folding tables.

At the end of 1933 Peugeot’s Paris concessionaire Emile Darl'mat introduced Marcel Pourtout to Georges Paulin, a dentist with a flair for coachwork design. He became Pourtout’s designer. Richard Adatto, author of a book on French aerodynamic styling of the era,Adatto, Richard S, 2003. "From Passion to Perfection: The Story of French Streamlined Styling 1930 - 1939", SPE Barthélémy , , reviewed at Auto History Online. Retrieved on July 2, 2008.

The dolls prams are made in exactly the same way as the real prams with the same coachwork, spoked wheels and folding hood. Silver Cross currently manufactures two models of full-size coach-built pram in the UK, the Balmoral and the Kensington, as well as two models of dolls pram, the Oberon and the Chatsworth. Silver Cross is the only pram manufacturer still producing coach- built prams in the UK.

In Europe, it was launched at the Salon de l'automobile de Paris of 1929. The first and — at the time of the New York presentation — only example made of the series, the J-101, was a sweep-panel, dual-cowl phaeton, with coachwork by LeBaron, finished in silver and black. By the time the Great Depression hit in October 1929, the Duesenberg Company had only built some 200 cars.

After the incident, IRA sources described the device as a "directional missile".Fortnight. Issues 291–301, p. 22 When the first Land Rover pulled off after the lights turned green, the mortar 's improvised grenade was fired by command-wire from the backyard of the house by IRA members concealed behind a digger. The projectile hit the coachwork, blowing away both sides and the roof of the military vehicle.

Wood, p. 25. Independent carrozzeria (coachbuilders) provided light and flexible fabric coachwork for powerful short-wheelbase fast-touring chassis by manufacturers such as Alfa Romeo. Later, Carrozzeria Touring of Milan would pioneer sophisticated Superleggera (super light-weight) aluminium bodywork, allowing for even more aerodynamic forms. The additional comfort of an enclosed cabin was beneficial for the Mille Miglia (Thousand Miles) road-race held in Italy's often wintry north.

1916 Allen Touring Car The Allen was an American automobile, built at Fostoria, Ohio between 1913 and 1921. The company used 3.1-litre side-valve Sommers four-cylinder engines, and acquired that company in 1915. The 1920 Allen 43 was a handsome craft, featuring bevel-sided touring coachwork and a high-shouldered radiator. Unfortunately, sales of this vehicle were not enough to avert the company's bankruptcy, which followed in 1921.

In 2008, the Bugatti Type 57S with chassis number 57502 (built in 1937 with the Atalante coachwork for Francis Curzon, 5th Earl Howe) was discovered in a private garage in Newcastle upon Tyne, having been stored untouched for 48 years and known only by a select few people. It was auctioned in February 2009 at the Rétromobile motor show in Paris, France, fetching €3.4 million (~ US$5 million).

"The car holds the road well at any speed and the springing is good. The coachwork is comfortable enough but the open body is rather ugly". Summing up the motoring correspondent suggested that "if pains were taken to damp out engine vibration and a slightly higher price set which would allow more 'spit and polish'...Austin will do a lasting service to the country and to their shareholders".

Modifications include: a new frontal appearance; overhead inlet and side exhaust valves; chromium-plated cylinder bores; independent front suspension by helical springs; a new and stronger chassis frame; a divided propeller shaft which eliminates the need for a tunnel in the floor boards; and improved brakes. In the past Bentley Motors have made chassis only but the Mark VI will be sold as a complete four door sports saloon at £2,997 including purchase tax. Other models will be available with coachwork by Park Ward, James Young and H J Mulliner at prices from £3,450 to £3,910. The chassis alone costs £1,785. and produced from 1946 to 1952 it was also both the first car from Rolls-Royce with all-steel coachwork and the first complete car assembled and finished at their factory. These very expensive cars were a genuine success; long-term, their weakness lay in the inferior steels forced on them by government's post- war controls.

13; Issue 40365 ;Landaulette Display advertising in the Manchester Guardian under the heading Comfort Carriages described this Marlborough landaulette as smart enough for the most fashionable, accommodating six people including the driver, with Austin detachable steel wheels, Dunlop tyres, electric lighting, ventilator in roof and two emergency seats. In addition a horn was supplied and a kit of tools. Coachwork and trim colour to owner's selection. Quick delivery can be made, price £693.

At the end of the decade, in 1939, they were commissioned to provide coachwork for a unique Type 57 commissioned by the government as a wedding present for the future Shah of Iran, Mohammad Reza Pahlavi. This car was based on a design by Figoni & Falaschi intended originally for a Delahaye 165 chassis, and has a flamboyant style quite out of keeping with the restraint characteristic of Vanvooren's other work at this time.

Although offered originally as a chassis only model, post-war the most common version was a four-door saloon which Daimler themselves produced. The interior was fitted out with traditional "good taste" using mat leather and polished wood fillets. By the early 1950s, this coachwork was beginning to look unfashionably upright and "severe yet dignified". In 1939, Winston Churchill commissioned Carlton Carriage Co to build a drophead coupe on a DB18 chassis, chassis No.49531.

Aston Martin DB5 Superleggera Superleggera emblem on an Aston Martin DB5, with a body manufactured by Carrozzeria Touring, the firm that originated the superleggera system. Superleggera (Italian for Superlight) is an custom tube and alloy panel automobile coachwork construction technology developed by Felice Bianchi Anderloni of Italian coachbuilder Carrozzeria Touring Superleggera. A separate chassis was still required. Touring licensed Charles Weymann's system of fabric-covered lightweight frames, which led to Touring’s own superleggera construction.

The Apollo was an American sports car/personal automobile, initially manufactured from 1962 to 1964 by International Motor Cars in Oakland, California. Engineered by Milt Brown and designed by Ron Plescia, it featured handmade Italian aluminum coachwork by Intermeccanica, with a choice between two-seater convertible or fastback styles. Power came from a or Buick engine mated to a 4-speed manual. The initial company built 42 cars before suspending production while seeking new financing.

Stagecoach New Zealand Hawke bodied Volvo B58 trolleybus in Wellington Hawke Coachwork Limited was a New Zealand bus and coach body manufacturer. Established in 1952 by brothers Haddon and Leslie HawkeHaddon Frederick Hawke (1920-2000) and Arthur Leslie Hawke (1923-1984) it was based on Great South Road, Takanini. It became a subsidiary of New Zealand Motor Corporation. In the late-1970s Australian bus manufacturer Pressed Metal Corporation acquired a minority stake in Hawke.

In 1912, the company was founded in Weinsberg by plaster master Gustav Alt, and master bricklayer Wilhelm Schuhmacher with funds of 80,000 German gold mark. In the south of the Weinsberg old town, nowadays known as Stadtseebach, a factory building was erected. First products of the new company were horse-drawn carriages manufactured by 35 hired saddlers, carpenters, and wheelwrighters using traditional design methods. Within the same year, the production of automotive coachwork started.

This Brough designed, Atcherly coachwork of classic lines has steel guards, aluminium body over ash frame and is handsome, strong and durable. Unrestored examples are still roadworthy over 80 years later. Hudson Canada stopped supplying the eight-cylinder engine and chassis kits in 1936, and subsequent cars had a , 3,455 cc straight-six, still with side valves and called the 3.5 litre. A Centric supercharged version was also listed with a claimed output of .

In 1888, after eight years apprenticeship at his father's watch-making business, Giovanni Ceirano started building Welleyes bicycles, so named because English names had more sales appeal in Italy. In October 1898, Giovanni then co-founded Ceirano GB & C and started producing the Welleyes motor car in 1899. Its coachwork was by Marcello Alessio. In July 1899, the Welleyes' plant and patents were sold to Giovanni Agnelli who then produced the 4 HP, which became the first ever FIAT.

The last short-wheelbase cars were delivered in November 1953. The long, 133 inch (3378 mm), wheelbase chassis was announced in 1951 and the first delivered in January 1952. 639 were made by the time of the last deliveries in October 1958. This was not quite the last Rolls-Royce model to be supplied as a "chassis only" ready for a wide variety of bespoke coachwork designed and made by a rapidly declining number of specialist coachbuilders.

The first car with the Corniche nameplate was a 1939 prototype based on the Bentley Mark V, featuring coachwork by the Parisian firm Carrosserie Vanvooren. It undertook 15,000 miles (24,000 km) of endurance testing in Continental Europe before being blown up by a bomb at a dock in Dieppe while awaiting shipment back to England. No production model was ever manufactured because of the onset of World War II, but the company registered the name for the future.

A 1929 show car, a Bentley Speed Six Sportsman's coupé, used a specially polished fabric material to look as if it were an old-fashioned coachbuilt body. The economic crisis hit. Noting how the older Weymann bodies showed their age the customers, those still able to buy, began to choose glossy cellulose-finished more rounded and traditionally coachbuilt bodies. Metal panels replaced fabric on some Weymann bodies but the time of Weymann flexible coachwork was over by 1932.

Instead of using the familiar frame with a separate body, it had no chassis at all, anticipating later unibody constructions. This sports car was very fast for the time with a top speed of around .conceptcarz.com: Adams-Farwell 7-A (1906) The only remaining Adams-Farwell automobile shows a tag by the Connolly Carriage & Buggy Co. It seems this company, not only reputed for quality carriages and coachwork, also built the chassis for the Adams-Farwell.

Vanvooren bodied Panhard et Levassor X14 25hp (1911) Type 50s which featured in the 24 Hours Le Mans race of 1931 Vanvooren bodied Hispano-Suiza K6 (1934) Hispano-Suiza K6 Vanvooren Pillarless Saloon. Pillarless saloon bodies were another feature patented by Vanvooren. This one dates from 1937. Rolls-Royce Wraith Faux Cabriolet with Vanvooren coachwork (1939) Daste's car body building system became public at the Paris Motor Show in 1930 where it was identified as an important advance.

It was not, however, a commercial success; because it was coachbuilt, it was expensive, and only 170 were produced between 1947 and 1952. Most cars were coachbuilt by Pinin Farina with some by Vignale and Stabilimenti Farina. Building on aerodynamic studies developed for racing cars, the Cisitalia offers one of the most accomplished examples of coachwork conceived as a single shell. The hood, body, fenders, and headlights are integral to the continuously flowing surface, rather than added on.

Design elements carried over from the Green Goddess included the flush rear wheel spats on spring-balanced rods and the headlights and pass lights faired into the front wings behind Perspex covers. The bezels holding the headlight covers were plain, and were not fluted as on the Green Goddess. The Golden Daimler won its class in the annual coachwork competition held by the Institute of British Carriage and Automobile Manufacturers. According to Lady Docker, the production cost was £8,500.

Even though Carrozzeria Boano subcontracted the 250 GT Coupé body production, some of the chassis were sent to Carrozzeria Pinin Farina for individual coachwork. Four such cars were subsequently bodies in a 410 Superamerica-style seen as more muscular than its siblings. Significant changes included a shorter by wheelbase, compared to Superamerica. It was the same treatment as with Euopa GT, the distance from the front wheel arch and A-post was reduced and the overall style carried over.

Aymo Maggi and Ernesto Maserati in Tipo 26B MM at Mille Miglia on 1 April 1928. For the 1928 Mille Miglia endurance race, a new chassis received the same treatment as the Tipo 26 MM being fitted with a roadster body. The coachwork featured cycle wings, running boards, doors, headlights, a small windshield, a folding canvas top and two spare wheels mounted on the tail. Under the hood the engine was the same as found in the Tipo 26B.

Enfield-Allday 10/20 based racing car With a great deal of money spent on development and no sales to show for it something had to be done quickly and Bertelli was appointed Works Manager. He designed a conventional car with an in-line four cylinder 1488 cc engine with three speed transmission which was launched as the 10/20 hp. The coachwork was built by Gus's brother Enrico "Harry" Bertelli who would later built bodies for Aston Martin.

The braking system is Lockheed hydraulic. The 4453 cc Straight-six engine with pushrod operated overhead valves was bought in from Henry Meadows of Wolverhampton and previously used in the LG45 model Drive is to the rear wheels through a single dry plate clutch and four-speed gearbox. Standard coachwork included saloon, tourer, coupé and sedanca styles. The tourer was also available in Rapide version and had a higher compression ratio engine but only two were sold.

Both used the same carburettor setup with three 42DCN Webers, resulting in the same power output. The differing factors were the rpm range: 7200 for the DOHC, 7800 for the SOHC engine and a twin spark plug arrangement for the DOHC-variant. Both cars were created on a tubular chassis with independent front suspension and live rear axle. The first car received Scaglietti coachwork, but was soon rebodied by Fantuzzi, who also bodied the second car.

An "entirely new" car was announced on 14 October 1938 with a more powerful engine, 1901 cc, new coachwork, "easy-clean" wheels and additional refinements including synchromesh on 3rd and top gears (not essential on cars with freewheel), automatic chassis lubrication and anti-roll stabilisers front and back. The track is now 48 inches, tools are now in a rubber-lined trayThe Rover Co. Ltd. The Times, Friday, Oct 14, 1938; pg. 7; Issue 48125The Motor Show.

Nick Walker. Bay View Books 1997. 1929 Lea Francis O-type 1928 Austin Seven sportsman's two seater 1930 Standard Sixteen Swan coupé For the first few years their main customer was Lea-Francis but they also made coachwork for Hampton cars. In 1927 they produced an open two seat body for the Austin 7, followed in 1928 by a fixed head coupé, which went by the name of Swan, and then in 1929 a "sportsman's two seater" appeared.

It was dragged into a shed while Trevithick and Vivian had lunch at a nearby inn; on their return the boiler had run dry, setting fire to the machine's timber frame. A second locomotive was tried in Camborne and, at the beginning of 1803, in London. It was shipped to London in the Little Catherine, a temporary packet commanded by John Vivian (1784–1871), nephew of Andrew Vivian. In August 1803, Mr. Felton, of Leather Lane, London, was paid for building the coachwork.

In 1968 British Leyland ended production of the Daimler limousine DR450 and the Vanden Plas Princess and chose to replace them by offering a extra-long wheelbase 420G with an eight- seater Hooper "Empress Line"-inspired (but still monocoque) body made by Vanden Plas.Daimler's £4,424 challenger. The Times, Tuesday, 11 Jun 1968; pg. 4; Issue 57274 Aside from the shape of the rear part of the coachwork there was no link with Daimler cars made before Daimler became a subsidiary.

Other coachwork came from Park Ward (London) who built six, later including a drophead coupe version. Franay (Paris) built five, Graber (Wichtrach, Switzerland) built three, one of them later altered by Köng (Basel, Switzerland), and Pininfarina made one. James Young (London) built in 1954 a Sports Saloon for the owner of James Young's, James Barclay. The early R Type Continental has essentially the same engine as the standard R Type, but with modified carburation, induction and exhaust manifolds along with higher gear ratios.

They moved the business from Hendon to Kingsbury and built on the contacts that had been made with Bentley. Between 1924 and 1931, when Bentley failed, Vanden Plas built the bodies for more than 700 of their chassis. In the 1930s the company became less dependent on one car maker, and supplied coachwork to such as Alvis, Armstrong Siddeley, Bentley, Daimler, Lagonda, Rolls-Royce and Talbot. The company also updated its production methods and took to making small batches of similar bodies.

The Little Midland or LM was a British 4-wheeled cyclecar made from 1910 to 1922 by the Little Midland Light Car Co Ltd in various places in Lancashire. The company was founded in Clitheroe by William Cunningham. His first car made in 1905 had a lightweight two-seat open body and was powered by a 7.5 hp single cylinder engine. In 1907 a larger 9 hp four cylinder model appeared with five seat coachwork but possibly only one was made.

From 1934 until the company folded it built mainly front-wheel-drive Adlers with Belgian-made coachwork. The company merged with Minerva in 1934, but they split in 1939. In addition to its production in Belgium, Impéria made a number of cars in Great Britain; these were assembled at a factory in Maidenhead. From 1947 to 1949 Impéria built its last model, the TA-8, which combined an Adler Trumpf Junior-type chassis with a Hotchkiss engine originally intended for the Amilcar Compound.

769 In 1899 the company offered an interesting but complicated steam car. It featured runabout coachwork and was powered by three small single-cylinder steam engines built into each of its rear wheel hubs in a way that they worked as a radial engine. It was tried to avoid the use of sprockets, chains and a differential gear as each wheel worked completely independent from the other.The Horseless Age, December 1899 issue The vehicle could reach a maximum speed of .

The coachwork was done by the "Karosseriewerk August Nowack AG" in Bautzen. By request of the Reichspost for a cheap, safe and capable vehicle, the company introduced its 4 RL truck that could carry loads between 0.75 and 1 tons. The basis for this model was the four-cylinder engine used in the Phänomobil. As demand for higher payloads increased, the company brought the Granit 25 (1.5 tons) and Granit 30 (2.5 tons) trucks into production in 1931 and 1936, respectively.

The Vauxhall Prince Henry was a car manufactured by Vauxhall from 1911 to 1914. It had a length of around and a weight of depending on the model and the coachwork fitted. It is often thought of as the first sports car insofar as its high performance depends less on brute strength and more on overall excellence of design and sturdiness of construction.Lord Montagu of Beaulieu, Designed for an Automatic place in History (Laurence Pomeroy), The Times, Saturday, 7 October 1995; pg.

AX201 at Cat and Fiddle Hill during the Scottish Reliability Trial 1907 1920 Silver Ghost with limousine coachwork 40/50 hp Silver Ghost 7,428cc side-valve six-cylinder engine. The Rolls-Royce Silver Ghost name refers both to a car model and one specific car from that series. Originally named the "40/50 h.p." the chassis was first made at Royce's Manchester works, with production moving to Derby in July 1908, and also, between 1921 and 1926, in Springfield, Massachusetts.

The mark 18 of the late 1950s, mainly sold to Australia and New Zealand, with local coachwork. It had a vertically mounted Perkins P6 80 bhp engine on the rear overhang. There was also one mark 20 with a Henry Meadows 550 cubic inch horizontal rear-engine exported to Greece. The mark 23 was a front entrance front-engined bus for Kowloon Motor Bus and the mark 25P a normal control 18-seat personnel-carrier based on the mark 25 integral parcel van.

Wheels continued to be by Magna. The engine's cooling system now had thermostatic control, mixture control was now thermostatic, direction indicators self- cancelling, the electric windscreen wiper was fitted with a blade for each side of the screen, Triplex safety glass fitted throughout. Two styles of coachwork were available, the saloon and a Special coupé both fitted with a Pytchley sliding head (sunroof) and the sliding head is wired for radio. The interior woodwork is burr walnut, matt-finished in the saloon.

Ferry set the main attributes concerning wheelbase, power figures and suspension and after Komenda still did not cooperate, he took F.A.'s drawings to the coachwork manufacturer Reutter across the street. They gave the actual shape to the 901 as it was presented at the 1963 Frankfurt Motor Show. The original project code 901 was changed to 911 after intervention of Peugeot who had a trademark protection on three-number-combinations with "0" in the middle. Production began in 1964.

The chassis was also new and features independent torsion bar front suspension and live rear axle with hypoid final drive. The braking system is Lockheed hydraulic. The engine is connected to a four-speed gearbox with centrally mounted change lever. One of ten cars built on the longest wheelbase, a 1939 de Ville Lagonda V12 Drophead Coupé Coachwork could be by Lagonda or a number of independent coachbuilders and to suit various body designs a wheelbase of , or could be specified.

The Jankel group of companies has been continually trading since its incorporation by founder Robert Jankel in 1955. In its early years, Jankel provided specialist design and manufacturing services to improve the performance of rally and racing cars. By 1970 Jankel had established Panther Westwinds and was manufacturing production sport cars and coach-built touring limousines for VIP customers. Jankel then diversified into coachwork for the likes of Rolls-Royce, Bentley and Mercedes-Benz, specialising in armoured, Head of State vehicles.

The Utility model had a three-speed gearbox and shaft drive to a rear axle with no differential and rear-wheel brakes only. It was only available with open two-seat coachwork and cost £200. The Special Touring model was similar in mechanical specification but did have a differential and electric starting and was available with a variety of bodies including closed saloons or as chassis only. It cost between £190 (chassis only) and £275 for the 2-seat coupe.

1912 Aberdonia Landau The Aberdonia was an English car manufactured in Park Royal, London from 1911 to 1915 by the coachbuilders Brown, Hughes and Strachan. The engine was a 3160 cc, 4 cylinder, side valve unit rated at 20 hp for taxation purposes. It cost £500 with seven-seated touring coachwork, or £700 with "special landau body". At the 1911 London Motor Show a one-off design, mid-engined and forward-control with the driver ahead of the engine was displayed.

Michael Sedgwick & Mark Gillies, A-Z of Cars 1930s, Haymarket Publishing Limited, Revised paperback edition published 1993, page 179 The Popular had leathercloth seat covers but the Super had real leather and also featured a sunroof. Although a version with open coachwork was listed in 1939 it is not known if any were actually made. The Popular was not listed in 1939 and the Super gained a chromium- plated radiator grille. The Solex was replaced by a downdraught SU Carburettor.

1913 Arden 8-96 hp The Arden was a British automobile manufactured from 1912 to 1916 in Balsall Common, near Coventry. Starting out as a light and somewhat crude cyclecar, by the time production finished four years later, it had grown into a well-made four-cylinder car, featuring full four-seater coachwork. The first model in 1912 was a 8 hp V-twin, air-cooled, 898 cc JAP-engined cyclecar with a wooden chassis. This continued in production until 1915.

They were very much in the Rolls- Royce mould. From soon after World War II, until 2002, standard Bentley and Rolls-Royce cars were usually nearly identical – Bentleys were badge engineered; only the radiator grille and minor details differed. In 1933, the colour of the Rolls-Royce radiator monogram was changed from red to black because the red sometimes clashed with the coachwork colour selected by clients, and not as a mark of respect for the death of Royce as is commonly stated.

During the run of the Wayfarer and the Contender, Harrington's coachbuilders developed expertise in handling increasingly large and complex glass-reinforced plastic (GRP) mouldings. The management were keeping abreast of European trends in design and had formed an especial friendship with their opposite numbers at the Italian firm of Orlandi. These changes set the seed for future progress. This combination of alloy frame, mainly aluminium panelling and GRP for coachwork features requiring complex compound curvature enabled stronger, lighter and more durable coach bodies.

Problems were encountered with the Dubonnet front suspension, and sheared rear half-shafts, due to the hefty postwar enveloping-style bodies with hardwood body-frames under them, contributing excessive weight for the chassis' prewar engineering. The same unchanged Show-chassis reappeared on Delahaye's stand in 1947, again in 1948, and finally in 1949, with somewhat more but still limited frontal coachwork. There was nothing whatsoever aft of the instrument panel on the cowl-scuttle. Production did not truly begin until early 1948.

Louden, Revd George, 1979: p4 The graveguard and its accessories are on display in the church porch. Buried under the church's aisles are the Lords Blantyre and the Stuarts of Eaglescairnie.Martine, John, Fourteen Parishes of the County of Haddington, Edinburgh, 1890: p39 A notable possession of Bolton Church is the Bolton Hearse, a horse-drawn vehicle believed to be the earliest surviving piece of Scottish coachwork still in existence. The hearse is kept in the National Museum of Scotland in Edinburgh.

The design was done by Gustaf Ericsson, whom was the son of Lars Magnus Ericsson. It was based on the chassis of the Volvo PV655, and the coachwork was done by Gustaf Nordbergs Vagnfabrik AB, in 1932. The name was a pun, referencing Venus de Milo, with bil meaning “automobile” in Swedish. The concept was one four door saloon, with four seats, and it led to the production model, Volvo PV 36 Carioca, which also was one four door saloon.

The engine was connected to a four-speed preselector gearbox with right-hand change lever and the Girling system rod operated brakes had large drums. Half-elliptic springs provided the suspension controlled by friction dampers. Although the original car as shown at the 1933 London Motor Show had a wheelbase of , in order to cater for a wider range of bodies, production cars from 1934 had this extended by to . The factory supplied the running chassis for £270 to customers who could then select their own coachwork.

The Series I (Tipo AM 101/S) was shown at Salon International de l'Auto 1962 and again at the Salone dell'automobile di Torino in 1963. Employing all but the Maserati 3500's coachwork, it could reach and 0–60 mph (97 km/h) in 8.5 seconds on 185x16 Pirelli Cinturato tyres. A Borg-Warner automatic transmission was available as an option, When leaving the factory it originally fitted Pirelli Cinturato 205VR15 tyres (CN72). A total of 348 Series I Sebrings were built between 1962 and 1965.

A considerably changed Cowley was announced on 29 August 1931. In common with the rest of the Morris range the coachwork of the now six models of Cowley was redesigned for a more pleasing appearance with a fashionable "eddy-free" leading edge to the roof of closed cars, petrol tanks located at the rear of the chassis, chrome finish to all bright parts, Magna type wire wheels as standard. There was a new chassis frame giving a lower body. Springs had been made longer and more resilient.

Rare original saloon, a Weymann by Gurney Nutting 1926 Few saloon bodies have not been replaced by new touring bodies The 3 Litre was delivered as a running chassis to the coachbuilder of the buyer's choice. Bentley referred many customers to their near neighbour Vanden Plas for bodies. Dealers might order a short cost-saving run of identical bodies to their own distinctive design. Most bodies took the simplest and cheapest form, tourers, but as it was all "custom" coachwork there was plenty of variation.

In 1920 a Mr J Mathews was in charge of production, and a target of making 50 cars a week was set. The cars continued to have excellent coachwork made by the Calthorpe subsidiary company of Mulliners (acquired in 1917), who had an adjacent factory. Sporting activity continued with Woolf Barnato, amongst others, racing at Brooklands. George Hands briefly left the company in 1922 to set up his own Hands make of cars in the Calthorpe motorcycle factory in Barn Street, Birmingham but returned in 1924.

The Pinin Farina design was honored by New York's Museum of Modern Art in 1951. In the MOMA's first exhibit on automotive design, called "Eight Automobiles", the Cisitalia was displayed with seven other cars (1930 Mercedes-Benz SS tourer, 1939 Bentley saloon with coachwork by James Young, 1939 Talbot-Lago by Figoni teardrop coupé, 1951 Willys Jeep, 1937 Cord 812 Custom Beverly Sedan, 1948 MG TC, and the 1941 Lincoln Continental coupe). It is still part of the MoMA permanent collection.The Cisitalia 2002 at MoMA.

Here the staff, which then numbered fifteen, could produce small production runs of coachwork, in addition to the one-offs. Until World War II, Carrosserie Pourtout's creations were exhibited at the annual Salon de l'Automobile de Paris. At the beginning of the war, before France fell to the Germans, the firm made ambulances on Chevrolet chassis. In 1941 Marcel Pourtout was appointed Mayor of Rueil-Malmaison (Hauts-de-Seine) in 1941, as it was customary at the time to choose someone who headed a business.

Wülfrath now has the largest chalk and limestone quarries in Europe. These undertakings have been a decisive influence on the development of the town, and have remained the principal component of Wülfrath's industrial life until now. There continued to be numerous home-based weaving enterprises, as well as businesses involved in finishing leather and many other small firms. A branch of the Ford works at Cologne was founded here, rising out of the coachwork company Josef Hebmueller Soehne, established 1889, and still extant as (Tedrive).

Most other cars of the era were based on a separate frame (chassis) onto which the non-structural body ("coachwork") was built. Unitary construction (also called Unit Body or "Unibody" in the US) results in a lighter vehicle, and is now used for virtually all car construction This unitary body saved in steel per car. It was mass-produced, using innovative technology purchased from the American firm Budd Company. Weight reduction was a motivation for Citroën that American manufacturers of that time did not have.

Although Bedford were to have success with such a layout between 1970 and 1987 the marks 10 and 11 sold poorly, with Seddon, Charles H Roe, Duple and Plaxton bodies on the few known examples. The mid 1950s mark 16 was a 21 ft long bus with a Perkins P4 on the front overhang and the mark 17 was a six-cylinder-engined chassis to similar layout. The mark 18 of the late 1950s, mainly sold to Australia and New Zealand, with local coachwork.

In 1900 the Benz type car was replaced by a new model powered by a De Dion-Bouton 3.5 hp single-cylinder engine with shaft drive and 2- or 4-seat open coachwork. 1907 models started to feature a dashboard radiator as used by Renault, and this style continued in use until 1920. 1912 Hurtu with dash radiator 1913 production seems to have been around 600 cars comprising 4-cylinder models of 1692cc and 2120cc capacity with the gearbox and engine constructed in-unit.

The Vanaja VAT-4800 rear engined bus chassis A Vanaja VAT-4800 with Nummela coachwork from 1956. Note the engine air intake scoop on the roof. Bus chassis production began in 1950. VAT made the first prototypes of rear-engined buses in 1956. The company made two prototype chassis, which were designated model VAT-4800; the superstructures were made by coach builders Ajokki Oy and Nummela Oy. The solution caused several technical problems, including proper cooling and transfer of heating to the front end of the body.

1949 Lancia Ardea Panoramica He searched for more spacious and more comfortable car greenhouses. They eventually crystallised in a new type-form characterised by airiness and visibility thanks to large glazed areas made with a new material, Plexiglas, in place of the traditional heavy glass. He called it “Panoramica” body, destined to mark the rebirth of his coachwork: Maserati, Lancia, Fiat and MG were “dressed” with this innovative body. In 1949 he built a Panoramic body for the Ferrari 166 Mille Miglia, belonging to Antonio Stagnoli - this was the first Ferrari coupé ever.

IFA cars were based on pre-war DKW designs and made in the former Horch factory in Zwickau. The F8 had a two-cylinder engine, and the F9 had a three-cylinder unit. The F8 bodies were straight copies of the pre-war models, and rapidly looked old-fashioned, but some had more modern coachwork by Baur of Stuttgart, then in West Germany. The three cylinder cars (F9) had not got into production before war broke out in 1939, and so had more up to date bodies similar to the West German DKWs.

Airstream is a US brand of caravan ("travel trailer" in American English) which are easily recognized by the distinctive shape of their rounded and polished aluminum coachwork. This body shape dates back to the 1930s and is based on designs created by Hawley Bowlus, who had earlier overseen construction of Charles Lindbergh's aircraft, the Spirit of St. Louis. Airstream trailers and recreational vehicles are manufactured in Jackson Center, Ohio, USA. The company, now a division of Thor Industries, employs more than 800 people, and is the oldest in the industry.

Born in Ixelles, Belgium, on 8 November 1924, Philippe Roberts-Jones belonged to a family of three generations of lawyers, descending from a British family established in Brussels at the beginning of the 19th century and that had been active in the coachwork industry. His father Robert Roberts-Jones (1893–1943), a lawyer, was a member of the Belgian Resistance and was executed by the Germans at the Tir national on October 20, 1943. Philippe Roberts-Jones died on 9 August 2016 at the age of 91."Mort de Philippe Roberts-Jones", Le Soir, 10.08.2016.

Enamelled badge on an early MG car 1925 'Old Number One' with body by Carbodies William Morris's Morris Garages in Longwall Street, Oxford, was the Oxford agent for his Morris cars. Cecil Kimber joined the dealership as its sales manager in 1921 and was promoted to general manager in 1922. Kimber began promoting sales by producing his own special versions of Morris cars. Debate remains as to when MG car production started, although the first cars, rebodied Morris models that used coachwork from Carbodies of CoventryNorthey, p.1333.

The cars were distinctively styled in the later 1930s vogue for Razor Edge coachwork used in the 1940s by others including Austin for its big Sheerline. The six light (featuring three side windows on each side) design and the thin C pillars at the rear of the passenger cabin anticipated the increased window areas that would become a feature of British cars during the 1960s. The car's side profile resembled that of the contemporary prestigious Bentley saloons, which some felt was more than a coincidence. Similar styling subsequently appeared on the smaller Triumph Mayflower.

1940 Packard 180 Darrin Sport Sedan The luxury car phenomenon began the start of the automobile industry when the wealthy frequently invested in the manufacture of such models to gain the social prestige associated thereby. Emphasis was also placed on custom built coachwork. The 1920s and 1930s were the apogee of production of these very large luxury automobiles from many manufacturers. The significant North Americans manufacturers from 1910-1940 were Cadillac, Chrysler, Cord, Duesenberg, Lincoln, Packard, Peerless, Pierce Arrow and Stutz. Most of them had a straight-eight, V8, V12, or V16 engine.

In 1899100 Years of the American Auto Millennium Edition, Copyright 1999 Publications International, Ltd. or early 1900,Waltham Museum: The Waltham Steam Cars of Piper and Tinker Tinker and Piper left the Waltham Manufacturing Company through consensual agreement with, and support from, Charles Metz, to start their own business. Their Waltham Automobile Company was located at 130-136 Newton Street in Waltham and started building small steam-powered stanhopes that sold for $750 with a Victoria top. Further, there might have been some steamers with Vis-à-vis coachwork.

Continental coupé by Park Ward Despite its name, the two-door Continental was produced principally for the domestic home market, most of the 207 cars produced were right-hand drive, with 43 left-hand drive examples produced for use abroad. The chassis was produced at the Rolls-Royce Crewe factory and shared many components with the standard R type. R-Type Continentals were delivered as rolling chassis to the coachbuilder of choice. Coachwork for most of these cars was completed by H. J. Mulliner & Co. who mainly built them in fastback coupe form.

Other coachwork came from Park Ward (London) who built six, later including a drophead coupe version. Franay (Paris) built five, Graber (Wichtrach, Switzerland) built three, one of them later altered by Köng (Basel, Switzerland), and Pininfarina made one. James Young (London) built in 1954 a Sports Saloon for the owner of the company, James Barclay. Continental drophead coupé by Park Ward After July 1954, the car was fitted with an engine with a larger bore of 94.62 mm (3.7 in), giving a total displacement of 4.9 L (4887 cc/298 in³).

In a 1979 upgrade the engine capacity was increased to , a 3-speed automatic gearbox with torque converter was substituted, and separate front and rear air conditioning units were provided. Inclusion of the engine from the Rolls-Royce Silver Spirit in 1982 increased engine displacement once more, to 6,750 cc. In 1990, the last Rolls-Royce Phantom VI chassis were built. However, as the completion of the coachwork by Mulliner Park Ward took around 18 months, the last cars were made in the period of the next two years.

Beginning in March, 1936, a 4¼ Litre version of the car was offered as replacement for the 3½ Litre, in order to offset the increasing weight of coachwork and maintain the car's sporting image in the face of stiff competition. The engine was bored to 3½ in (88.9 mm) for a total of 4.3 L (4257 cc/259 in³). From 1938 the MR and MX series cars featured Marles steering and an overdrive gearbox. The model was replaced in 1939 by the MkV, but some cars were still finished and delivered during 1940–1941.

Bentley Continental, fastback coupé body by H J Mulliner The Continental fastback coupé was aimed at the UK market, most cars, 164 plus a prototype, being right-hand drive. The chassis was produced at the Crewe factory and shared many components with the standard R type. Other than the R-Type standard steel saloon, R-Type Continentals were delivered as rolling chassis to the coachbuilder of choice. Coachwork for most of these cars was completed by H. J. Mulliner & Co. who mainly built them in fastback coupe form.

1937 Bugatti Type 57S number 57502 pictured in the garage where it was discovered (undated photograph released by Bonhams) The Bugatti Type 57S Atalante number 57502, built in 1937 by Automobiles Ettore Bugatti, is one of 43 Bugatti Type 57S made and one of only 17 Type 57S produced with the in- house Atalante coupé coachwork. The car hit the headlines in 2009 when auctioned by Bonhams, after having been rediscovered in 2008, following 48 years of storage in a private owner's garage in Gosforth, England, with few people aware of its location.

Initially he devoted his time to sketching clothing for fashion houses, which was very profitable, but his vocation was automobile coachwork design. On 25 September 1948 he married Maria Luisa Benvenuti and two years later, on 10 September, his daughter Giovanna was born. In April, 1951, he moved to Turin, where there were the major coachbuilding firms, and he contacted Battista Pinin Farina, who very much appreciated his renderings. However, this did not result in collaboration, as Pinin Farina did not allow his models to be linked to the designer’s name.

Share of the Hispano-Suiza Fabrica de Automoviles SA, issued December 21, 1918 After World War I, Hispano-Suiza returned to automobile manufacturing and in 1919 they introduced the Hispano-Suiza H6. The H6 featured an inline 6-cylinder overhead camshaft engine based on the features of its V8 aluminium World War I aircraft engines and had coachwork done by well known coachbuilders like Hibbard & Darrin and D'Ieteren.Georgano, G. N. Cars: Early and Vintage, 1886–1930. London: Grange-Universal, 1985 Licences for Hispano-Suiza patents were much in demand from prestige car manufacturers world-wide.

The specification of the Victoria developed over time, but the simple design belied the high quality of workmanship. The coachwork was built by a leading Parisian coach- builder Alfred Belvallette, the front axle units were built by Darracq. In June 1899 it was offered with a 2.5 hp De Dion Bouton engine fitted with 'Longuemare automatic carburettor, and a four-speed gearbox made by Guyenet et Balvay to the patent design of J Didier. When production ceased in mid-1901, over 400 copies had been sold for 3,000 Francs (circa $600) each.

Following coachwork done by Carrosserie Vanvooren's Marius Daste, a prototype car was displayed to the public at the 1932 Paris Motor Show. This prototype was heavily based on the H6B, using the same engine, transmission, and brakes as the production car. It was presented in the sedan body style, with rear suicide doors and a long sweeping tail. The success of his prototype at the Paris Motor Show was evident in the fact that he soon sold the Dubonnet suspension system to several major automobile manufacturers, including General Motors, Alfa Romeo, Fiat, and Delahaye.

A Charles Abresch Company brewery wagon loaded with beer kegs A 1911 Abresch- Cramer Auto Truck Company truck, with Model A 1.5-2 tn express coachwork The Charles Abresch Company was a carriage and wagon factory and an automotive, commercial vehicle and body manufacturer based in Milwaukee, Wisconsin. Brand names were Abresch and, for trucks, the Abresch-Cramer Auto Truck Company. The company was founded in 1871 by Charles Abresch, a German immigrant who initially specialized in building beer wagons. In 1884 it was reorganized as a public company.

In an attempt to widen the market appeal the 1½ litre straight-six overhead-cam Blackburne engined 12/45 L-type was announced in 1932. It was a large car with its wheelbase and proved too heavy for the available power needing a 6:1 rear axle ratio. It was available with a preselector gearbox as an option and most had coachwork by Carbodies. The supercharged 12/90 of 1933 increased the available power from 45 to but few were made and a proposed twin-cam 12/100 never got beyond a prototype.

The British S4C had the same twin-overhead- camshaft, 1471 cc, four-cylinder engine and chassis as its French parent, but the gearbox was updated to include synchromesh on the top two ratios. The coachwork was to a British design and was available in four-door saloon, sports saloon, open tourer and drophead coupé versions bought in from Ranalah or Newns. Two engines were offered, the single carburettor 12/55 and the tuned, twin carburettor 12/70. The latter was claimed to take the car to 80 mph (130 km/h).

The rear bulges accommodated two corner seats like tub armchairs which were accessed from the rear by a central door with a small fold-down seat See, for example . The Roi-des-Belges style began with a 1901 40 hp Panhard et Levassor with a Rothschild body commissioned by Leopold II of Belgium, Roi des Belges. The style was suggested by Leopold's mistress, Cléo de Mérode. The style and the name Roi-des-Belges were used on many makes of the time, including Mototri Contal, Spyker, and Renault and by other coachwork builders.

With the decline in the specialist coachwork business as car makers increasingly turned to mass-produced, pressed steel bodies, Cunard moved into commercial vehicle bodies. The name was changed to Cunard Commercial Carriage Company and a move made to Water Road Alperton Wembley in North London where it Was run by Mr Freeman As Works Manager and Mr Fred Winyard in overall. control General Foreman was Mr Ron Greensheilds. During the early 60s a number of Morris Minis were modified by lowering the suspension, the roof height and replacing All the glass with Perspex.

Carrosserie Clément-Rothschild were based at 33 Quai Michelet, Levallois- Perret, either adjacent to or in Adolphe Clément-Bayard's Levallois-Perret factory.There may have been two Rothschild coach-building enterprises active in Paris at that time, because J. Rothschild & Fils traded from 131 Avenue Malakoff but had been founded by Austrian-born Josef Rothschild in 1838 in Levallois-Perret, and was building automobile coachwork by 1894. By 1896 the business had been purchased by Edmond Rheims and Leon Auscher and pioneered aluminium composite coachwork.Coachbuilt.com, Profile of Rothschild & Co, Audineau et Cie, Rothschild et Cie.

1905 Whitlock-Aster In 1903 a move into the car business was made when they started to sell the Whitlock Century. They had not built this themselves however, it was a re-badged car from Century, a manufacturer in Willesden, London, but they may well have built its body. In 1904 the range was expanded with (probably) engines and chassis from the French Aster company again probably with Whitlock's own coachwork. Aster manufactured engines in Saint-Denis, Paris, in single, twin or four cylinder configurations, and in 1904 they also produced a chassis.

Chitty 2 had a shorter wheelbase, an 18.8-litre Benz Bz.IV aero-engine and the coachwork was carried out by Bligh Brothers of Canterbury, England. It was never as successful as its predecessor, but took part in several road races, including a Sahara Desert expedition in 1922. It later became the property of the Crawford Auto-Aviation Museum in Cleveland, Ohio. It is now part of the private collection of Bob Bahre at his home in Paris Hill, Maine (the former mansion of Hannibal Hamlin, Lincoln's first Vice-President).

In 1950, the lights moved from a position behind the grille to protruding through the grille. 1948 Land Rover 80 with Tickford Station Wagon coachwork; Heritage Motor Centre, Gaydon From the beginning it was realised that some buyers would want a Land Rover's abilities without the spartan interiors. In 1949, Land Rover launched a second body option called the "Station Wagon", fitted with a body built by Tickford, a coachbuilder known for their work with Rolls-Royce and Lagonda. The bodywork was wooden-framed and had seating for seven people.

The Vauxhall-built Velox four-seater tourer body was the standard coachwork. Though it was light and its appearance elegant, slim and low-sided the lightness meant little comfort in the back seats and the sides were so low "rear passengers might have been warned that they were travelling at their own risk". The 1920 catalogue included a Vauxhall Velox featherweight coupé to seat two in the interior and with chauffeur's dicky seat, electric lamp in roof and V-shaped windscreen.Vauxhall. The Times, Friday 7 Nov 1919; p.

A report on the merger 25 January 1966, The Monopolies Commission, HMSO In the coachwork exhibition at the 1931 Olympia Motor Show alongside the products of Salmons, Thrupp and Maberly, Windovers etc. Pressed Steel Company displayed bodies of a Twelve-six Harley de luxe Austin saloon, a Hillman Wizard 75 de luxe saloon and a 12-horsepower six-cylinder Rover Pilot. Readers of The Times were told the bodies were made in four pieces, the back, two sides and the front. The doors were also stamped in one.

The bus used in the Norwegian version, driven by Juster, is a 1924 model Berliet with Norwegian built coachwork from A/S Skabo on a type CBOE chassis. It was originally used by the company A/S Ekebergbanen, from 1928 as a reserve and it was taken out of traffic in 1931. After being used in the film it was placed in a museum, since 1983 at the Sporveismuseet(Railroad museum) at Majorstuen, Oslo. In 2013 it was made driveable again and exhibited at an arrangement that took place in Oslo June 2013.

From 1938 the car could also be had with a more luxurious Tickford drophead coupé body by Salmons of Newport Pagnell, and 252 were made. The soft top could be used in three positions, fully open, closed or open just over the seats. Wind-up windows were fitted to the higher topped doors making the car more weathertight and individual bucket seats used in the fully carpeted interior. Complete chassis were fitted with a very basic body at the Abingdon factory and driven to Newport Pagnell to have their coachwork fitted.

Rolls-Royce Motors Limited was incorporated on 25 April 1971, two and a half months after Rolls- Royce fell into receivership. Under the ownership of the receiver it began to trade in April 1971 manufacturing motor cars, diesel and petrol engines, coachwork and other items previously made by Rolls-Royce's motor car and diesel divisions and Mulliner Park Ward. It continued to take precision engineering work on sub-contracts. In June 1971 it acquired all the business and assets used by the motor car and diesel divisions of Rolls-Royce and Mulliner Park Ward.

At that time the Car Division as well as making cars and special coachwork carried out investment foundry work and the machining of aero-engine components and produced piston engines for light aircraft together with other petrol and multi-fuel engines. Both divisions carried out development work for H M Government. The car division's headquarters were in Pym's Lane and Minshull New Road, Crewe, bespoke coachbuilding remained in Hythe Road and High Road Willesden London. The Crewe former shadow factory premises were bought from the Government at this time.

The design (from Russian GAZ 69) and production of the first Romanian all-terrain vehicle IMS-57 began in 1957, using the parts that were produced as well as upgrading. The 914 IMS-57 produced had the following characteristics: coachwork with two doors and tarpaulin, 3260 cc gasoline engine, at 2,800 rpm, , consumption. The construction was handicraft: the equipped chassis in functioning condition were tested on the route Câmpulung- Colibași where they were bodyworked, painted and finished in the Pitești factory UAP. The tin parts were made on wooden lasts.

A prototype chassis was rapidly built and delivered to the Turinese design house Bertone, which was tasked with design and eventually production of the bodyshell. There Giorgetto Giugiaro (then employed by Bertone) designed a 2+2 fastback coupé, and the first car was completed with part-aluminium coachwork. While the first example underwent some tests on Innocenti's Lambrate factory track, Colombo and the other Innocenti engineers involved in the project worked with Bertone on another, unibody version of the car. A unibody prototype was built, and was set to be the production version.

Owen Magnetics were advertised as "The Car of a Thousand Speeds". In December 1915, the company was moved to Cleveland when the R.M. Owen Company joined Walter Baker (of Baker Motor Vehicle) and the Rauch and Lang company. The Baker Electric Car company would produce the car, and Rauch and Lang would build the coachwork. Because of the combined resources, the 1916 Owen Magnetic increased its model range for 1916 model year, with prices in the $3,000 to $6,000 dollar range. Production continued through 1918, when Baker shifted its focus to war goods manufacturing.

To avoid any risk of a flat tyre, the truck was fitted with massive rubber tyres. This 520-kilometre trip is considered the first long- distance truck transport in Sweden ever, and was considered at the time as a major achievement. The manufacturing of engines, automobiles and trucks was so successful that in 1910, the board decided to phase out all other products, leaving their bicycle manufacturing roots. Per Alfred Nordeman, managing director of Maskinfabriks-aktiebolaget Scania, was then looking for a partner to build coachwork, and found Södertälje-based Vagnfabriks Aktiebolaget i Södertelge (Vabis).

A new business line was adding luxury interiors to Junkers Ju 52 for Lufthansa.Rupert Stuhlemmer: The coachwork of Erdmann & Rossi, S.210 About 200 workers (250 at peak) manufactured two to three car bodies per week. Individual custom designs for royal houses were created, for example, for Prince Bernhard of Lippe-Biesterfeld of the Netherlands, or in 1935, a Mercedes-Benz 540K for the King Ghazi of Iraq, which was designed by Figoni et Falaschi.Coachbuild.com Beeskow and Peters' brother Richard often traveled to England, where Beeskow was inspired by the British automotive design of J Gurney Nutting & Co Limited.

Berlinette is the French name for a Berlinetta, which is defined as a sporty, low-profile two-door type of automobile body style closely related to the coupé. After World War II, the term came to refer to a small vehicle with enclosed coachwork similar to a two-door berline, or sedan in France. It supplanted use of the term "coach" for a similar but older body style, which had replaced the even older term "demi-berline". The most common recent usage was in reference to the Alpine A110 sports car, which was often simply called "la Berlinette".

In 1924, Morris Motors LImited, after failing to introduce its cars into France,A report on the 1926 French Motor Show by a London paper noted there were just two British manufacturers displaying vehicles: Rolls-Royce (with French coachwork) and Austin though there was on a Morris stand a Morris-Léon Bollée. This the paper said was because of the impossibility of competing with local businesses protected by high import duties. Imports had to recover a further 57.5 per cent import duty and direct taxation. Italian and American cars with lower initial cost of production were better able to compete with local cars.

The Premier cyclecar was launched in 1912. Described at the 1912 Motor Cycle and Cycle Car ShowThe Motor Cycle and Cycle Car Show at Olympia, The Automotor Journal, 30 November 1912, pp1451-1452 as 'a smart looking two-seater vehicle with coachwork torpedo-type body at 100 guineas'. The engine was a 998 cc air- cooled V-twin (85mm bore, 88mm stroke) with special heavy flywheel for cyclecar work and Bosch magneto. The transmission included a leather cone clutch and two speed gearbox (with reverse), and the rear axle included a differential, there was enclosed chain drive throughout.

Stevens-Duryea survived as a holding company, but was no longer active in the automobile business. Following their 1919 reorganization, Baker, Rauch & Lang concentrated their efforts in three areas, the first and most important was their electric industrial truck division, the second, their production body business which was now known as the Raulang Body Division of Baker, Rauch & Lang. Rauch & Lang Carriage Co. had a well-earned reputation for their coachwork, and many of the region's automakers such as Biddle-Crane, Cadillac, Duesenberg, Franklin, Gardner (1930), Hupmobile, Jordan, Lexington, Packard, Peerless, Reo, Ruxton (1930), Stanley, Stearns-Knight and Wills Ste.

Charles Terres Weymann of Paris, France is best known as the designer of a briefly popular type of aircraft-style coachwork for fully enclosed cars, one of his businesses remaining active as a manufacturer of coaches and buses, but between 1929 and about 1934 the French company Societe des Avions C.T.Weymann designed at least a dozen aircraft. None of them reached production. The Weymann 66 was one of the last, appearing in 1933. It was designed to take part in a competition for a multirole aircraft suitable for policing operations in the French Colonies; the competition became known as Col.

The Times, Monday, 28 Aug 1933; pg. 6; Issue 46534 The chassis frame was quite new and now also contained a cruciform shape. It was longer as well as stronger with flexible mounting for the (continued) 2062 cc engine. New shaped coachwork incorporated improved running boards, a new pattern of brake lever, draught excluders over the slots for the pedals and gear lever and interior sun visors, twin rear and reversing lights, fog light, occasional table folded behind the front seats, new pattern armrests are place front and rear and a folding footrest provided for rear seat passengers.

In 1990, Renzo Rivolta's son, Piero, asked Callaway to be the engine supplier to his new Iso Rivolta Grifo 90, a revival of the Iso Rivoltas from the 60's and 70's. The Iso Rivolta cars had DNA that included Italian coachwork and V8 engines from Corvette – an inspiring formula for many. Now the challenge was to create a powerful, modern, 1990's design and restart the car company. Three elements were brought together: Marcello Gandini (designer of the Lamborghini Miura, among others), Gian-Paolo Dallara (Dallara formula cars) and Callaway to be the contributors to the Grifo 90 Project.

A shallow vanity drawer under the dashboard contained silver accessories, including a hinge-over mirror, a powder compact, a cigarette case, a lighter, and a clothes brush. The car had a radio, a heating and ventilating unit, an internal shutter to block the glass roof panel, detachable rear wheel spats, a washer system for the one- piece curved windscreen, a demister, and a speedometer marked to 120 mph. The headlights and pass lights were faired into the front wings in the same manner as Blue Clover or the Gold Car. Silver Flash won no prize in the coachwork competition run at the Show.

The body is then hand upholstered with a pram bed, and also decorated with fine line detail (in kind with fine lines applied to the coachwork of horse-drawn carriages - hence the term coach-built pram). The fine lines are hand painted and require considerable skill to apply. The steel suspension of the pram is hand bent around a specially shaped form in order to create the C-shaped suspension members, which are then attached to the body using leather straps. It is the C-spring suspension and leather straps that create the unique coach- built pram 'bounce'.

The external exhaust pipes sprouting out of the hood were an indication it was the "supercharged" version, but these were optional on J models as well. There is another version of the model J known as the Duesenberg JN (a name never used by the company either). All JNs were sold with Rollston coachwork and only ten were produced in 1935. In an attempt to give a more modern look to an ageing design, the JN was equipped with smaller -diameter wheels (versus ), skirted fenders, bullet-shaped taillights, and bodies set on the frame rails for a lower look.

Supplementing the DS7 from 1930 was the DS8 (Doppelganger). It sported an 8.0 L (7977 cc, 486 cubic inches) V12 which made at a fairly low 3200 rpm, putting the DS8 among the most powerful production cars in the world at the time. Depending on the weight of the coachwork, a top speed of was possible. In August 2012, a 1938 DS8 Roadster sold for €1.3 million at auction, fitted with a rare Variorex eight-speed gearbox (both the first 8-speed and first 8-speed manual gearbox) with a vacuum shift and is thought to be one of only 100 built.

1920 Isotta Fraschini Tipo 8 was only available from the manufacturer as a rolling chassis Rolls-Royce, Ltd. built only 18 Phantom IV chassis, all bodied by independent coachbuilders. Pictured is the Hooper 7-seater touring limousine for HRH The Prince Regent of Iraq (1953) When popular automobile manufacturers brought body building in-house, larger dealers or distributors of ultra-luxury cars would commonly preorder stock chassis and the bodies they thought most likely to sell and inventory them in suitable quantities for sale off their showroom floor. In time, the practice of commissioning bespoke coachwork dwindled to a prerogative of wealth.

As mainly Italian cars and races defined the genre, the category came to be known as Gran Turismo (particularly in the 1950s),"A newer concept altogether is the modern "Gran Turismo" class, which was in effect unknown before World War II; sustained high-speed motoring from relatively modest engine size and compact closed coachwork"--The Sports Car, Development and Design; p.179; Stanford, John; B. T. Batsford Ltd, 1957. as long distances had to be travelled, rather than running around on short circuits only. Reliability and some basic comfort were necessary in order to endure the task.

Humber Fifteen 15 horsepower cars were medium to large cars, classified as medium weight, with a less powerful than usual engine which attracted less annual taxation and provided more stately progress. The coachwork was superbly finished, specially the tourers, and these cars were much favoured by the professional classes. They were manufactured from 1919 to 1924 and 1924 to 1927. Their former place in Humber's catalogue was bracketed in 1927 and 1928 by new cars, a much smaller engined 14/40 or late in the same year a 20-horsepower six-cylinder 20/55 of ten per cent greater capacity.

In 1901 shaft drive was introduced along with a four cylinder car where the engine was essentially two of the V-twins coupled together. Two of the four-cylinder engines were joined to make a 3616 cc V-8 which was fitted to a car that ran in the 1903 Paris- Madrid race. That year Ader listed twin-cylinder cars of 904 cc and 1571 cc, as well as four-cylinder ones of 1810 cc and 3142 cc; each was available in a wide range of coachwork. A 24 hp vertical four was introduced in December 1903 at the Paris Salon.

The chassis was made in two lengths and carried a variety of coachwork. The long chassis was available as Torpedo (four-seat tourer), Torpedo Sport, Conduite Intérieure,Conduite Intérieure = carrosserie entièrement fermée - ie saloon/sedan car body. The driver sits inside the car's cabin in front of the passengers (though maybe separated from their conversations by a glass partition). The contrast is with earlier carriages and carriage based car designs which placed the passengers inside while the driver sat at the front, unprotected from the weather, driving the car as twenty years earlier he had driven the horses.

The suspension was stiffened retaining the coil sprung independent front suspension and elliptical sprung live rear axle. In view of the much lighter 2/3-seater (a single bench seat but the seats were separated on the "100"Malcolm Bobbitt, Rover P4 Series, Veloce, Dorchester 2002 ) openOpen because weather protection was limited to a lightweight folding roof and detachable side-screens. There were no wind-up windows. The alloy-framed clear perspex side-screens contained sliding sections to permit the obligatory hand signals coachwork the engine was moved back to improve handling and front / rear weight distribution.

Although only 73 were built prior to the cessation of production due to World War II, it reappeared in a largely unchanged form at the end of the war, continuing in production until 1951. A total of 12,766 were produced, making it one of the most popular buses of its type ever. Bedford co-developed with Duple the "Vista" coachwork for the OB, fronted by a classic bullnose. The ash framework was reinforced with steel, and the floor made from hardwood with softwood tongued and grooved boarding, with the exception of the cab area which was finished with alloy chequerplate.

With the rebranding from Scania-Vabis to Scania in 1968, the model was renamed CR110 (CR110M and CR110L). In 1967, the coachwork manufacturer Svenska Karosseri Verkstäderna (SKV) in Katrineholm was acquired, and all production of bus chassis soon moved there too. Together with the rebranding in 1968, Scania re-introduced the front-engined CF range for customers in Sweden as a body-on-chassis product with the newly acquired SKV's former bodywork model "6000" on standard Scania chassis, but less than 100 were delivered until 1970. The CF110L (BF110 chassis) was the most successful, while a handful of C80L (B80) and C110L (B110) were made.

The Henney Kilowatt was a project of National Union Electric Company, a conglomerate including Emerson Radio, and Henney Motor Company, which had purchased Eureka Williams in 1953. The project was initiated by C. Russell Feldmann,Audio recording of interview with R. Feldman: Caltech Institute Archives - Millikan Library, 1972 president of National Union Electric Company and the Eureka Williams Company. To build the electric cars, he employed the services of the Henney Motor Company coachwork division of Canastota, New York. Henney had been building custom coaches since 1868 and was a well-recognized name in the automotive industry because of its affiliation with the Packard Automobile Company and the Ford Motor Company.

Editorial, Timaru Herald, Volume LXIV, Issue 3331, 2 August 1900, Page 2 Possibly the same workshop in front of which Wood's was later photographed on his motor tricycle.Town and country, Timaru Herald, Volume LXIV, Issue 3254, 5 May 1900, Page 2 By 1903 Wood was manufacturing motor cars, two of which were running about the streets of Timaru.Wood C W and Co, Cycle Importers And Manufacturers, The Cyclopedia of New Zealand [Canterbury Provincial District], The Cyclopedia Company Limited, Christchurch,1903 The coachwork for his second and third vehicles was by wheelwright and coach builder John James Grandi, a partner in Tourist Cycle Factory. By September 1903 Woods was bankrupt.

The Royal Tiger Doyen was designed to provide a British alternative to the high-end Setra coach from Germany. Production got off to a slow start, not helped by overly centralised control from Leyland and a rigid set of body specifications, which did not initially provide all the features more demanding coach customers wanted. In 1983, the year of launch, only 10 complete Royal Tiger Doyens entered service, a further 13 underframes being supplied to Van Hool and Plaxton to receive versions of their standard coachwork. In 1983, production of the underframe was moved to Workington and 22 coaches were completed by Roe, as well as 86 Olympians.

Bentley Continental is a model name for very special chassis with engines more powerful than the usual offering supplied to a selected number of coachbuilders for the fitting of very light weight coachwork designed under Rolls-Royce supervision. The model name Continental had already been used by Rolls-Royce for models intended and geared for long distance high speed touring on roads and of a style then only available in continental Europe. 1930s to 1950s advertising for even the Standard Steel Bentley saloons carried the slogan the Silent Sports Car. Their Continental was a lighter faster more nimble high performance version for high-speed travel in great comfort.

A 1911 Delaunay-Belleville HB 4 with replica coachwork Alexei Nikolaevich, Tsarevich of Russia in 1909 Workers leaving the Delaunay-Belleville plant early in the twentieth century The Delaunay-Belleville factory at Saint-Denis Share of the S. A. des Automobiles Delaunay Belleville, issued 29 April 1924 Automobiles Delaunay-Belleville was a French luxury automobile manufacturer at Saint-Denis, France, north of Paris. At the beginning of the 20th century they were among the most prestigious cars produced in the world, and perhaps the most desirable French marque. Julien Belleville had been a maker of marine boilers from around 1850. Louis Delaunay joined the firm in 1867 and married Belleville's daughter.

The body dimensions were the same as that of the later models of the Class 5E1, Series 5 and the most visually obvious external difference was the replacement of the three small vertically arranged grilles to the right of centre on each side of the Classes 5E and 5E1 with a larger double grille on each side of the Class 6E. In respect of the coachwork, the Class 6E was identical to its immediate predecessor, the Class 6E1, Series 1, while its bogies were identical to those of the Class 5E1.Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 20: Natalspruit to Vereeniging, Part 3. Caption 30.

Park Royal Vehicles bodied AEC Swift in Golders Green in April 1978 Red Arrow route 500 on Oxford Street in 1976 The largest fleet was operated by London Transport and London Country Bus Services, with over 1,500 in total delivered between 1966 and 1972. Bodywork was supplied by Strachans Coachwork (prototypes only), Park Royal Vehicles, Metro Cammell Weymann and Marshall, to basically the same design. The fleet was made up of a number of variations. The Longer 36' versions were referred to as Merlins, and divided into MB (single or dual door), MBS (dual door), and MBA (dual door with turnstile payment for use on Red Arrow services) classes.

In 1946 Seddon Motors Ltd moved to a former shadow factory in Oldham and were able to expand production from one or two a week to more than ten. At this point they introduced their first passenger chassis the Mark IV. The 26 ft mark IV and 27 ft 6in mark VI were sales successes at home and overseas. Coachbuilders for these chassis included Plaxton and a number of smaller concerns, Seddon also built their own coachwork for these models, mainly for export. Subsequently Seddon also produced (amongst a bewildering range for which Roman numbers were adopted when the firm became Seddon Diesel Vehicles Ltd in 1950) the Mark 7P.

1904 D45/H8 4-cylinder 12 hp tourer 2513 cc 18 bhp @ 1200 rpm entrant 378 London to Brighton run 1 November 2014 6 cylinder, 5 litre, Napier motor car, coach work by Muhlbacher et Fils of Paris, photographed April 1905 The American Napier was an automobile sold by the Napier Motor Car Company of America from 1904 until 1912. Initially, the company imported assembled Napiers from England. From late 1904 the cars were assembled under licence in Jamaica Plain, a section of Boston, Massachusetts, in a building formerly used by the B.F. Sturtevant Company. The cars were offered with both American and British built coachwork.

The first buses were imported to Malta in 1905 from Thornycroft in England by Edward Agius of Ed T Agius Ltd (coal shipping). He formed the Malta Motor Omnibus and Transport Syndicate Ltd with his brother-in-law Joseph Muscat to operate the first bus service between Valletta and St Julians. As early as 1920, bus manufacturing was taking place on the island, with local carpenters and mechanics constructing bus body coachwork for local transport companies. In the 1920s, operation of buses on public transport routes was subject to open competition between operators, and as such, buses used were not necessarily well turned out.

Enzo Ferrari, whose Scuderia Ferrari had been the racing division of Alfa Romeo from 1929 until 1938, parted ways from Alfa Romeo in 1939: Enzo Ferrari's first car (itself an Etceterini) the Fiat-based Auto Avio Costruzioni 815 racing sports car, debuted at the 1940 Mille Miglia. Two were produced. The first car constructed in Ferrari's name, the V12 125 S, also a racing sports car, debuted in 1947 at the Piacenza racing circuit. Again, only two were produced, but they rapidly evolved into the 159 and 166 models, including the 1949 Ferrari 166 Inter, a road-going berlinetta coupé with coachwork by Carrozzeria Touring and other coachbuilders.

These cars, driven by Erwin Kleyer and Otto Kleyer (sons of the company founder Heinrich Kleyer) and by Alfred Theves won many sporting events. In the 1920s, Karl Irion raced many Adlers; popular models of the period included the 2298 cc, 1550 cc, and 4700 cc four-cylinders and the 2580 cc six-cylinders. A few of the Standard models, built between 1927 and 1934, featured Gropius designed coachwork. The Adler Standard 6, which entered volume production in 1927, had a 2540 cc or 2916 cc six-cylinder engine, while the Adler Standard 8 which appeared a year later use a 3887 cc eight-cylinder engine.

The Six name was changed to Sixteen, from the car's 16 hp tax horsepower category, in September 1934 when its 2062 cc engine was joined by the 2561 cc Twenty sold for the same price, the size of engine being the only difference. There was an intermediate eighteen horsepower Isis. Two styles of coachwork were available, the saloon and a Special coupé both fitted with a Pytchley sliding head (sunroof) and the sliding head was wired for radio. Oxford Twenty six-light saloon 1935 Barely nine months later these cars were superseded by members of the Morris Big Six series II range: Sixteen or Eighteen and Twenty-one or Twenty Five announced 2 July 1935.

Renault Type V1 chassis In 1905 Brewster became importers for Delaunay-Belleville, the most desirable French car of the time. This was their first venture into automobile body building, beginning their history of providing coachwork for prestigious autos. Before 1914 most Brewster vehicle sales were on Delaunay-Bellevilles and other French makes. In 1914 Brewster was carefully selected to be sales agents for Rolls-Royce Limited and they became the main body suppliers for Rolls-Royce in the US. 1927 Ascot touring car on a Springfield Rolls-Royce Phantom I chassis By 1925 Brewster's car had few sales, trading with Europe had resumed, and Rolls-Royce America Inc was expanding and gaining bargaining power against Brewster.

Gabriel B. Voisin was an aviation pioneer and manufacturer who in 1919 started producing cars using Knight-type sleeve valve engines at Issy-les-Moulineaux, an industrial suburb to the southwest of Paris. Former student of the Fine Arts School of Lyon and enthusiast for all things mechanical since his childhood, Voisin's uncompromisingly individual designs made extensive use of light alloys, especially aluminum. One of the company's most striking early designs was the ' Grand Prix car of 1923; one of the first cars ever to use monocoque chassis construction, and utilising small radiator- mounted propeller to drive the cooling pump. The characteristic Voisin style of 'rational' coachwork he developed in conjunction with his collaborator André Noel.

1970 Rolls-Royce Phantom VI limousine, the official car used on ceremonial occasions to transport the Governor-General of Australia and visiting heads of state landaulet by Mulliner Park Ward – invoice price £498,365 or in 2018 pounds £1,015,169.40 Most of the coachwork was created by Mulliner Park Ward, usually in limousine form, although a few landaulets were made. The Phantom VI was the last Rolls-Royce with a separate chassis. It featured coil springs in front, leaf springs and live axle in rear, and drum brakes on all four wheels. The car was powered by a 90-degree V8 with a bore of and stroke of with twin SU carburettors, coupled to a 4-speed automatic gearbox.

Fourteen drophead coupé-cabriolet Car production resumed with a four-cylinder model, the TA 14, based on the pre-war 12/70. A solid, reliable and attractive car, the TA 14 fitted well the mood of sober austerity in post-war Britain, but much of the magic attaching to the powerful and sporting pre-war models had gone and life was not easy for a specialist car manufacturer. Not only had Alvis lost their car factory but many of the pre-war coachbuilders had not survived either and those that had were quickly acquired by other manufacturers. The post-war history of Alvis was dominated by the quest for reliable and reasonably priced coachwork.

At the time, Laughlin was an active participant in the American sports car racing scene and was a close acquaintance of many of the key figures, including fellow Texan Shelby. The two had witnessed a number of V8-powered home-built specials challenge, and often defeat, the best that Europe had to offer. The idea developed that they should build a dual-purpose car based on the solid mechanicals of the Chevrolet Corvette. European-style alloy coachwork could help the chassis finally realize its potential. By chance, Laughlin owned a few Chevrolet dealerships and had a particularly valuable friend in Peter Coltrin, an automotive journalist who had gained an “in” with the influential Italians.

The car's predecessors, the Mercedes-Benz W111 (1959–71) and W112 (1961–67), helped Mercedes-Benz develop greater sales and achieve economy of scale production, reducing both manufacture time and cost. Throughout the 1950s, Mercedes-Benz had been producing the coachwork 300 S and 300 SL and all but hand-built 300 Adenauers alongside conveyor assembled Pontons (190, 190 SL and 220) etc. Unifying the entire Mercedes-Benz range into the fintail () reduced production onto a single automobile platform. However, fashion trends in the early 1960s changed rapidly. By the time the Paul Bracq-designed 2-door coupé and cabriolet W111s were launched, the predecessor W111 sedan's fins lost their chrome trim and sharp appearance.

Porsche 911 When it came to the designworks of the coachwork for the company's most successful car so far, the Porsche 911, Ferdinand Alexander was heavily involved, as it was family tradition that every generation of the Porsche family took part in the genesis of a new car generation. Ferry Porsche wished the successor of his 356 should provide more space and comfort in the cabin, though he was also cited as saying, "Comfort is not what makes driving fun, it is more on the opposite." The trunk, especially, should have provided more space. Ferdinand Alexander's first drafts were well accepted, but Komenda made unapproved changes over the objections of Ferdinand and Ferry .

Rolls-Royce did not provide the coachwork. Instead, the cars were sold in chassis form for the customer to arrange his own body supplier, with Barker recommended. Four are believed to survive: the oldest, a 1904 car registered U44, chassis 20154, was sold for £3.2 million (approx £3.6 million after commission and taxes) to a private collector by Bonham's auctioneers in December 2007; AX 148 from 1905, chassis 20162, belongs to the UK Science Museum Collection and is usually on display in the Manchester Museum of Science and Industry; and SU 13 chassis 20165 from 1905 belongs to Bentley Motors. A fourth car, chassis 20159 is believed to be in a private collection.

In the early 1980s the British coach market underwent considerable change, putting pressure on the established British coachbuilding firms which had previously dominated the market. In the 1970s the great majority of coaches sold in the UK had comprised a British-built chassis with separately assembled bodywork by one of the two dominant domestic coachbuilders, Duple and Plaxton. The highest sales volumes were achieved by lightweight chassis such as the Bedford Y series and Ford R series, and even imported chassis such as the Volvo B58 usually carried Duple or Plaxton coachwork. However, the 1980s saw a move away from lightweights towards heavier and more sophisticated designs, increasingly supplied by foreign chassis and bodywork manufacturers.

James Bartle and Co of the Western Iron Works, Notting Hill, London, were founded in 1854 to build coachwork and metal castings. In 1870 their address was 236a Lancaster Road, in Notting Hill, London W11. Cecil Stanley Windsor (1879-1926) joined the company in 1910 and subsequently purchased it to become managing director. He was educated at the Grocers' Company School in Hackney Downs; served his apprenticeship with The Pick Motor Company, Stamford, Lincolnshire; was foreman of the repair shop at Rock, Thorpe and Chatfield of Tunbridge Wells; managed the automobile branch of Parsons Motor Co in Southampton from 1909; and joined James Bartle & Co in 1910/1911 whence he became both managing director and owner.

Together with a showroom, Lillie Hall had a fully equipped garage capable of carrying out all possible repairs, and even a "hospital car" that on receiving a telephone call from a motorist in distress could be despatched to provide roadside assistance. Lillie Hall was Rolls' first premises, and by 1906, C.S. Rolls Ltd had leased a showroom in Conduit Street in the West End, which is still used for this purpose by Rolls-Royce. Staff included Harry Fleck, one of Rolls' early drivers and mechanics,"Bill Morton; Reminiscences". p. 53 and Bill Frost (1907-1993), a coachwork inspector, who started working at Lillie Hall in 1922, when he recalled a 1906 Heavy 20 being scrapped there.

Overall the Artena reprised the layout set by the preceding Lancia Lambda, the crucial difference being the body-on-frame construction, in contrast to the Lambda's unibody. This was to provide a suitable basis for coachbuilders to work on, as at the time bespoke coachwork was common on luxury cars such as the Astura; unibody development continued on small Lancias like the Augusta. The Artena's engine was a Tipo 84 Lancia V4 engine, with a one-piece cast iron cylinder block. A narrow angle of 17° between the cylinder banks kept the engine compact; all four cylinders' exhausts exited on the left hand side, while on the right there was a single Zenith downdraught carburettor.

Maximum power was listed at at 2,800 rpm, and claimed top speed was between 135 km/h (84 mph) and 145 km/h (90 mph), according to the chassis length and body type specified. A massive 6500 mm long version of the Suprastella, using the longer 3720 mm wheelbase, became one of the most photographed cars in France during the 1940s. This was a cabriolet-bodied limousine with coachwork by Franay, delivered to the government in 1943 after it was decided that Marshal Pétain needed a new state car. The car had high ground clearance, and one unusual feature was the step beneath each door that folded out automatically when the door was opened.

Coachbuilders for these chassis included Plaxton and a number of smaller concerns, Seddon also built their own coachwork for these models, mainly for export. Subsequently, Seddon also produced (amongst a bewildering range for which Roman numbers were adopted when the firm became Seddon Diesel Vehicles Ltd in 1950) the Mark 7P. This was a short-wheelbase version of the established theme with four-cylinder Perkins engine and up to 28 seats available within a 21 ft overall length. At the 1952 Earls Court Commercial Motor Show marks 10 and 11 featured vertical Perkins (P6 80 bhp or R6 107 bhp) engines mounted underfloor (when competing underfloor-engined buses used horizontally oriented engines).

Hillman Minx sports tourer 1934 Hillman Minx drophead coupé 1947 Rather than make bespoke bodies to individual designs, Carbodies set out to produce coachwork to a number of standardised designs for car companies that did not have their own coachbuilding facilities. Their first major customers during the 1920s were MG and Alvis Cars. The scale of a new contract to build bodies for the MG M-Type Midget meant that they needed larger premises and in 1928, they moved to a larger site on Holyhead Road, where they remain to this day. In the 1930s, they supplied bodies for Rover, Invicta and Railton, but by far their biggest and most important customer in that decade was the Rootes Group.

Each car fabricated was crafted for the individual buyer. With custom coachwork, the Daniels was a bespoke car, built to order, offering a proprietary narrow-angle V8 as stand V8 as standard equipment, for a price (in 1922) of US$7,450. By contrast, the 1913 Lozier Big Six limousines and landaulettes were US$6,500, tourers and roadsters US$5,000; the Lozier Light Six Metropolitan tourer and runabout started at US$3,250; Americans ran from US$525 down to US$4250; the Enger 40 was US$2000, the FAL US$1750, the Oakland 40 US$1600, and both the Cole 30 US$1500, and Colt Runabout were US$1500. Below that, presumably, a Daniels customer would not have looked.

In the early 1980s the British coach market underwent considerable change, putting pressure on the established British coachbuilding firms which had previously dominated the market. In the 1970s the great majority of coaches sold in the UK had comprised a British-built chassis with separately assembled bodywork by one of the two dominant domestic coachbuilders, Duple and Plaxton. The highest sales volumes were achieved by lightweight chassis such as the Bedford Y series and Ford R series, and even imported chassis such as the Volvo B58 usually carried Duple or Plaxton coachwork. However, the 1980s saw a move away from lightweights towards heavier and more sophisticated designs, increasingly supplied by foreign chassis and bodywork manufacturers.

Smiths of Wigan and Dickson of Dundee were among the purchasers of Nimbus coaches, these were generally bodied by Plaxton, to either front or centre-entrance layout. On Guernsey the linked Guernsey Motors and Guernsey Railways concerns took 32 between them and independent Watson's Greys also owned one, these all had narrow bus bodies by Reading of Portsmouth. Coachwork on UK examples was by Alexanders, Harrington, Plaxton, Reading, SOL, Strachans, Weymann and Willowbrook. One major export market for the type was Australia, and one independent operator there stretched its examples to 27 ft (8.5 m) before fitting them both with 39-seat bus bodies, although the greatest seating capacity for any Nimbus was a standard-length 41-seat school bus for Dunbartonshire County Education Department.

Elio Zagato and Fiat 8V in 1955. As a gift for his graduation at Bocconi University of Milan, Elio Zagato, Ugo’s first-born son, received an open-top sports car based on a Fiat 500 B chassis in 1947. This car represented the beginning of his career as a gentleman driver (in a total of 160 races, Elio earned a place on the podium 83 times) and as a manager of the family company. The birth of the Gran Turismo category, conceived in 1949 by Count Giovanni Lurani, journalist Giovanni Canestrini and Elio himself revolutionised the world of automotive competition: the category comprised cars with sports coachwork and a production chassis or bodyshell of which at least 30 examples had to be built.

In 1981, coachbuilders Crayford developed a convertible version of the Fiesta, which was dubbed the Fiesta Fly. Designed by David McMullan, the Fiesta Fly had a permanently welded-shut boot, with a plastic sill fitted to prevent the car from needing to be repainted. The production history of the Fiesta Fly is not clear; but the common claim that only 20 or so cars were built is probably untrue; it is believed that this figure refers to the number built by Crayford, rather than the number built in total. What is known is that Dorset-based firm F. English Coachwork Division bought the rights to produce the Fiesta Fly sometime in 1982, and Autocar reported in September 1983 that about 100 Fiesta Fly conversions had been produced.

The coachwork was equal to that of the American vehicles, and a much needed improvement had been made on the roof 'by the addition of a board running along the outside, for the special benefit of the female patronisers of the tramway'. Boon and Co, of Ferry Road then St Asaph St, started with horse-trams for the New Brighton Company. From 1921 to 1926 they built 23 48-seater electric saloon trams (which could be coupled in pairs) for the Christchurch Tramway Board. A distinctive feature of many Australasian trams was the drop-centre, a lowered central section between bogies (wheel-sets), to make passenger access easier by reducing the number of steps required to get inside of the vehicle.

Daimler CCG5 in 2012 Crossley Daimler CVG6 in April 1972 Preserved Leyland Atlantean in 2007 Preserved Daimler Fleetline in January 2009 Preserved Bristol Omnibus Company Leyland Olympian in August 2011 Charles Henry Roe was a coachbuilder, draughtsman, engineer and entrepreneur who established a coachworks business bearing his name in Leeds, Yorkshire in 1917. He continued to be its managing director until 1952. Charles H. Roe Limited produced distinctive and durable coachwork which although associated most strongly with municipal operators, particularly in Yorkshire, sold to a wide range of bus, trolleybus and coach operators, and there were even a few car, railway carriage, tram and commercial vehicle bodies too. Eventually becoming a wholly owned subsidiary of British Leyland in 1982 it was closed in September 1984.

The following year, A new body style, the 150-B, was introduced and the contract was split between Murray and Baker-Raulang in Cleveland, Ohio. Murray was swamped with other Ford projects so Baker-Raulang built the lion's share of the 6,363 Model 150-B bodies built in 1930-1931. 1932 Ford Model B station wagon bodies were all built by Baker-Raulang, as Murray was still overwhelmed with bodywork destined for the new 1932 Ford. As Ford's Iron Mountain facility was ill-equipped to manufacture the complicated wooden framework for the Model 150 bodies, the millwork was subcontracted to the Mengel Body Company of Louisville, Kentucky, a medium-sized production body builder who had previously supplied Model T coachwork for Ford's Louisville branch.

The coachwork was of pressed steel. The two-stroke design introduced in 1908 was the origin of the Valveless. After 1908 production moved to David Brown and Sons of Huddersfield.Grace's Guide to British Industrial History However, only a small number were ever made. The car was test driven for an article in The Engineer journal which reported, 'On the high gear the car travelled up long and steep gradients without necessitating change to the low gear’ it wrote, hailing the vehicle as ‘a highly meritorious attempt to adapt a two-cycle internal combustion engine to the propulsion of road vehicles.’ In 1922 Ralph Lucas developed a second car, the North-Lucas Radial, with Oliver North at the Robin Hood Engineering Works in Putney Vale.

1902 Panhard-Levassor Twin Cylinder 7 hp Two Seater Clement-Rothschild Around 1902 a series of Clément- Rothschild bodied automobiles, based on the Panhard-Levassor chassis, were produced by Carrosserie Clément-Rothschild at 33 Quai Michelet, Levallois- Perret, either adjacent to or in Adolphe Clement's Levallois-Perret factory. There may have been two Rothschild coach-building enterprises active in Paris at that time, because J. Rothschild & Fils traded from 131 Avenue Malakoff but had been founded by Austrian-born Josef Rothschild in 1838 in Levallois- Perret, and was building automobile coachwork by 1894. By 1896 the business had been purchased by Edmond Rheims and Leon Auscher and pioneered aluminium composite coachwork.Coachbuilt.com, Profile of Rothschild & Co, Audineau et Cie, Rothschild et Cie.

V8 Convoy ambulance pictured parked near Abbey Road Studios, in full London Ambulance Service livery. Note the two bonnet scoops. The Rover V8 remained available in detuned 3.5L form (sourced from Land Rover) producing 135hp and was a common sight on the road as an ambulance with coachwork by the 'Universal Vehicle Group', this was due to be upgraded to a 3.7L unit; however, issues with the brakes meant that never materialised. These ambulances were fitted with a limited-slip differential to improve handling, but were notorious for poor fuel economy, which was described as 'shocking' by experts, who said the engine was 'drinking fuel like a fish', with imperial miles per gallon readings rarely reaching double figures while in town (even when not on call).

Due to this issue, ambulance trusts started searching for more economical vehicles and began changing to Mercedes-Benz Sprinters with powerful diesel engines around 2003, further reducing profitability of the Convoy for LDV, as diesel engines with enough power for rapid response applications were never available on the Convoy and therefore the trusts had to migrate away from the platform. In addition, a hydraulic tail lift was standard on the Sprinter ambulances, but absent from the Convoy's coachwork, meaning that patients had to be manually lifted into the LDV by paramedics. All Convoy ambulances had air suspension, external floodlights, and a four-speed automatic transmission. The bonnet on the ambulances featured two scoops to prevent the V8 from overheating in traffic when on call.

Surahammars Bruk kept losing money on the Vabis factory, and tried selling it, with the option of even closing it down if no buyer was found. But a buyer was found in Per Alfred Nordeman, managing director of Malmö-based Maskinfabriks-aktiebolaget Scania, a company with far better success in building automobiles and trucks, and with the need for a partner to build coachwork. An agreement was reached in November 1910, and in 1911 the two companies were merged to create Scania- Vabis, today known as Scania AB. Development and production of engines and light automobiles continued at Vabis' location, while trucks were manufactured in Malmö, together with the headquarters. Headquarters moved to Södertälje in 1912, and truck manufacturing too in the late 1920s.

The Ascort was an automobile manufactured by Continental Coachwork of Sydney, Australia Sales brochure for Ascort-TSV-1300 G.T Retrieved from wwwbollyblog.blogspot.com.au on 13 October 2012 from 1958 to 1960.Tony Davis, Aussie Cars, 1967, page 73 Designated as the Ascort-TSV-1300 G.T., it utilized a mildly modified Volkswagen chassis fitted with a four-seat coupé body which was based on that of the Volkswagen Karmann Ghia coupé, although significantly different in appearance. The body, which was constructed of fibreglass, had a prestressed double shell with a bonded-in light steel tubular frame, and was mounted on an 11-inch rubber seal. The 1.3-litre Volkswagen flat-4 engine was modified using Okrasa and Porsche components to produce 54 bhp at 4300 rpm.

The result was announced to public in May 1927, the Austin Seven Swallow. Austin gave their approval to the Swallow coachwork though adjustments were needed, the wings kept falling onto the tyres and the cycle type was dispensed with in favour of the more usual shape. In that form it was taken to London and shown to Henlys — Bert (Herbert Gerald) Henly and Frank Hough — who ordered 500 both two-seaters and saloons. 1929 open 2-seater by Swallow on an Austin Seven chassis Priced at only £175, the Swallow, with its brightly coloured two-tone bodywork and a style that imitated the more expensive cars of the time, proved popular in the prosperous late twenties and in the following depression.

Nor did any of the Autocar's manuals mention the existence of White-built units. Nevertheless, White assigned its own parts numbers for their trucks, so the only official "manual" publication for the White was the SNL G-691 supply parts catalog. Additionally, the Federal 94x43 Tractor, 4- to 5-ton, 4x4 (G-513), was functionally completely equivalent.Federal 94x43 Tractor – Olive- Drab Although Federal used entirely its own coachwork for the cab, their truck used the same Hercules engine, and many of the same major chassis components as the Autocar and the White; the TM 9-2800 manual for 'Standard military motor vehicles' of 1943 even listed the Autocar (G510) and the Federal (G-513) as two versions under one heading.

If the coachwork were light enough the Twenty could also give a three-litre Bentley a run for its money. The final inter-war version was the enormous, extremely elegant fast and powerful side-valve Twenty-Eight of 1939. The overhead-valve (25) Sheerline and its companion Princess were to continue the line after the Second World War; however, by the 1930s Austin had lost its aristocratic cachet, having become well known for its Twelves and Sevens.Martyn Nutland, Brick by Brick: The Biography of the Man Who Really Made The Mini – Leonard Lord, 2012, AuthorHouse The deceptively potent four-cylinder Twenty found fame at Brooklands both in private hands and with works drivers Lou Kings and Arthur Waite (Herbert Austin's Australian son-in-law and competitions manager).

With regard to this 'outrigger chassis', Cab and chassis windscreen variants, (subsequently described as 'open' back) differed from the van, estate car, and express bus body models, (subsequently described as 'closed' back) models by the addition of an extra rear crossmember to support the spare wheel carrier and to close the rear ends of the chassis horns. On the 'closed' back models the nature of the rear bodywork meant the rear crossmember could be omitted for this purpose. Another subtle difference between the 'open' back models Vs. 'closed' back models was the method of body attachment to the chassis. On 'open' back models the rear chassis outriggers were designed to accept customers' own coachwork either attached via welded cleats or bolted directly.

From 1978 the SD 'P' series replaced the 'N' series and remained in production until Shelvoke & Drewry closed in 1991. The pressed steel cab design was shared with Dennis (whose version of the cab has slightly different styling from the S&D; version), and done in collaboration with Ogle Design, and was developed to be manufactured without the use of expensive press tools which would have otherwise made the cab uneconomic to build given Dennis and S&D;'s low production volumes. These types were normally sold with an in-house SD or Dempster refuse body (e.g. Revopak, Maxipak, Routechief), but as with the N-Type before it S&D; also supplied it as chassis-only for the mounting of third party coachwork.

The first car, introduced in 1902, was a two-cylinder model with the 16 hp engine under the seat driving the rear wheels through an epicyclic gearbox and chains. It was considerably larger than most other makes of the day. For several years, colors were optional, but most were painted either white with tan trim or light brown. After about 10 were sold they moved to larger engines and shaft drive. Four cylinder models followed in 1904 rated at 35 or 50 hp. The 1907 60hp (45 kW) LX model was an eight-seat tourer. The Model XC in 1908 was a 90 hp (67 kW) 13 litre six and described as the "sportiest kind of car it is possible to get", by Walter S. Austin. Depending on coachwork it could cost up to $7000.

In 1936, Belfast Corporation's tramway committee recommended that an experimental trolleybus service be inaugurated after inspecting the Birmingham, Bournemouth, London, Nottingham, Portsmouth and Wolverhampton systems.Trolleybuses for Belfast Commercial Motor 23 October 1936 page 60Operating Aspects of Passenger Transport Commercial Motor 18 December 1936 page 48 Seven pairs of chassis from AEC, Crossley, Daimler, Guy, Karrier, Leyland and Sunbeam were acquired. These were fitted with six types of electric motor with coachwork by five different builders, and were supplied on the proviso that should the trial be a success, Belfast Corporation would purchase them, and should it fail they would be returned.Meeting Belfast's Special Conditions in Trolleybus Manufacture Commercial Motor 24 December 1937 page 8 On 28 March 1938, operations commenced out of Falls Park depot along Falls Road.

The C4 chassis is a lengthened version (by 14 cm) of that of the Amilcar CC model. Coachwork for this vehicle was fabricated by subcontractors and delivered to the Amilcar for final assembly. Power for the C4 was provided by the same unit used in the CS, a 1003 cc four-cylinder engine (two valves per cylinder) with a bore, a stroke, a magneto ignition AND Solex carburetor; it was rated at 22 KW at 2800 rpm. The vehicle transmission (which was also used in the CC and CS models, the only difference being the longer length of the gearshift levers, necessitated by the longer chassis) provided three speeds, with power being sent to the rear wheels (a differential was not used on the rear-wheel power distribution scheme until the 1925 model, however).

8B owners included the Aga Khan III, William Randolph Hearst, Rudolph Valentino, Gabriele d'Annunzio and Pope Pius XI. Today, only three 8Bs are known to exist. A maroon 1931 Isotta Fraschini Tipo 8B Viggo Jensen Cabriolet d'Orsay with maroon leather and ostrich skin upholstery and maroon soft top with coachwork by Dansk Karosseri-Fabrik of Copenhagen, went on to be the 1995 Pebble Beach Concours d'Elegance Best of Show winner. Featured in the 1974 Danish film "I Tyrens tegn" (Sign of the Taurus), the right-hand-drive car, which is chassis No. 869 and engine No. 821, was sold at auction to an American private collector for $1,382,500, the highest price of that sale. It is currently owned by The Keller Collection at the Pyramids in Petaluma, California.

Whereas the RE used a gently ramped frame on bus variants. Seddon decided to use a straight frame using 8in channel longitudinals and mainly tubular cross-members which was oriented to rise from front to rear at about 5 degrees from the horizontal. Wheelbases offered were either 16 ft 6in for 33 ft coachwork or 18 ft 6in for 36 ft bodies. Instead of the complex drive-line arrangement of the RE a straightforward T-drive layout was employed. The rear end of the 10.45-litre Gardner 6HLX (the 8.6 litre 6HLW was optional) was mounted below and hard against the rear cross member on the short version, driving directly via a fluid flywheel into a Self-Changing Gears 4 or 5-speed direct-operating epicyclic gearbox, air-operated with electrical control.

The Convoy was available in 2.8-tonne, 3.1-tonne and 3.5-tonne variants (the 3.5-tonne having a dual rear-wheel setup for safety and improved handling) with load volume capacities up to 12.9 cubic metres, which were highly praised on release by reviewers as 'best in class'. An extra long wheelbase version was also available. The chassis was described as 'tough as old boots', 'smart', and 'cool and sophisticated' by pundits, but was criticised for 'scary handling in the wet' when empty. The LDV 'SVO' (Specialist Vehicle Options) division boasted of its ability to coachbuild directly in the factory (located at Washwood Heath in Birmingham), making the vehicle popular with those requiring custom coachwork, such as disabled users, ice cream sellers, tow truck operators, those carrying frozen food, and fire brigades.

The cars were produced in small batches, giving quite noticeable economies in manufacture, with a consequent reduction in selling price. By 1937, as many as ten cars a week were passing through Park Ward's works, and in 1939, Rolls-Royce completed its acquisition of the business.George A Oliver, A History of Coachbuilding, Cassell, London 1962 After World War II, Park Ward continued to produce special coachwork, and the all-steel technology was used by Rolls-Royce to produce a standard body range on its cars, starting with the Bentley Mark VI. Twenty years later, Park Ward was merged with H. J. Mulliner & Co. in 1961 to form Mulliner Park Ward.Reference Hemmings Motor News Collector Car Encyclopedia Mulliner Park Ward operations were centralised in the former Park Ward factory in Willesden.

Wood finishes were expanded, with a coachwork line and "ROVER" on the door cards, accentuating the new, pleated seat finishes and deep pile rugs along with pleated leather door cards, much of which was handmade with what Rover called in its advertising "the craftsman's touch". Post 1996 Vitesses were all "Sport" specification so the sport badge was dropped, also from 1996 the 2.0L T16 engines used wasted spark ignition instead of distributor. Non-sport Vitesse models have approx , whilst the sport has . Although the 800 had fallen behind the opposition considerably (few mechanical changes were made, apart from the introduction of the Rover KV6 Engine which replaced the Honda 2.7 V6 in 1996), it was a steady seller until the spring of 1999, when it was replaced by the Rover 75.

While driving his Dual- Ghia from Las Vegas to Los Angeles, lecherous, heavy-drinking pop singer Dino (Dean Martin) is forced to detour through Climax, Nevada. There he meets the amateur songwriting team of Barney Millsap (Cliff Osmond), a gas station attendant, and piano teacher Orville J. Spooner (Ray Walston), a man easily given to jealousy. Hoping to interest Dino in their songs, Barney disables the "Italian" sports car and tells Dino he will need to remain in town until new parts arrive from Milan. (Dual-Ghia was actually an American marque, mating a Dodge frame, drivetrain, and engine with Italian coachwork.) Orville invites Dino to stay with him and wife Zelda (Felicia Farr), but becomes concerned when he learns the singer needs to have sex every night to avoid awakening with a headache.

Mercedes-Benz –. One of the most famous Mercedes-Benz bodied by Carlton is the George Milligen, 1929 Mercedes-Benz 38/250 Model SSK (Chassis 36045) which delighted visitors at the 2009 Pebble Beach Concours d’Elegance.Bonhams, 1929 7.1 liter Mercedes-Benz 38/250 Model SSK Short-Wheelbased Two Seat Sport Tourer Coachwork by Carlton Carriage Company, The Goodwood Revival, 2004 The SSK was known as the faster sports car in the world in the late 1920s. Rolls- Royce - About 50 bodies were created for Rolls-Royce chassis (2 for the 20 hp, 27 for the 20/25, 3 for the 25/30, 2 for the Phantom I, and 16 for the Phantom IIBernard L. King, Rolls-Royce 25/30 and Wraith, Complete Classics, Weedon, England, 2014, Page 249) between 1924 and 1939.

1935 Delage D8-105 Sport Coupé with coachwork by Autobineau The same year saw the launch of the “D8-85 » and the « D8 105 ». The D8-85 was the less extreme in terms of ultimate performance, offered with a choice between a and a chassis. The engine displacement, adding the eight cylinders together, was 3570cc in this version producing, as indicated by the name, a maximum output of at 4,000 rpm. On The D8-105 the engine size was the same, but the unit was modified to produce , while the car sat on a shortened chassis. In April 1935 the manufacturer’s financial difficulties culminated in the closure of Delage plant at Courbevoie, as a result of which the D8-85 and Delage D8-105 were taken out of production.

The Alvis 12/75 model was introduced in 1928, a model bristling with innovation, such as front-wheel drive, in-board brakes, overhead camshaft and, as an option, a Roots type supercharger. As with many upmarket engineering companies of the time, Alvis did not produce their own coachwork, relying instead on the many available coachbuilders in the Midlands area, such as Carbodies, Charlesworth Bodies, Cross & Ellis, Duncan Industries, E. Bertelli Ltd, Grose, Gurney Nutting, Hooper, Lancefield Coachworks, Martin Walter, Mayfair Carriage Co, Mulliners, Tickford, Vanden Plas, Weymann Fabric Bodies, and Arnold of Manchester. Several cars also survive with quite exotic one-off bodywork from other designers such as Holbrook, a U.S. coachbuilder. In 1936 the company name was shortened to Alvis Ltd, and aircraft engine and armoured vehicle divisions were added to the company by the beginning of the Second World War.

Southdown used six coachbuilders on its all-Tiger coach fleet. Whilst Ribble refitted its later prewar Tiger coaches (which had previously been petrol- engined) with PS1 running units as well as taking PS1/1s. The PS2 followed the PD2 Titan in having the 125 bhp 9.8-litre O600 engine and a new synchromesh gearbox. With changes to rules on width and length there were numerous different versions of the home market PS2 based on permutations of width and length, whether built with or without a rear dropped frame and whether reconstructed from short-wheelbase chassis or built new to the longer wheelbase. PS2/1, 3, 5 and 7 had a wheelbase for bodywork. PS2/10, 11, 12, 12A, 13, 13A, 14 and 15 had a longer wheelbase of for long coachwork (but see later about the six-wheel PS2/10 and /11).

In the early units the engine unit was articulated, enclosed in similar coachwork to the passenger section; the whole car was made of steel. A car was shown at the British Empire Exhibition in 1924 and 1925 and tested by the LNER. To provide a better service to compete with raising levels of road traffic two of these articulated two-cylinder chain-driven units were purchased, and operated in the Lowestoft area. This was followed by 22 cars to a similar design in 1927 and 1928. A prototype cardan shaft driven car with a rigid body was built in 1927 and between 1928 and 1930 forty-nine cars with six cylinder cardan shafts drives and rigid bodies were purchased, followed by five cars in 1930 and 1932 and Phenomena, a twin articulated pair with two 100 hp six cylinder motors, in 1930.

The previous generation of Mercedes models featured three types of chassis: those mass produced on a unibody Ponton chassis, which included the entry-level 4-cylinder 180/190 series, mid-range 220 series of sedan, coupe, and convertible, and 190SL sports coupe and roadster; a luxury range of coachwork-built 300 series sedan, coupe, convertible, and roadster, hand-crafted on a pre-war X-frame chassis; and the exotic 300SL coupe/roadster, built on a unique tubular frame. In the late 1950s, Daimler- Benz AG began plans to unify its entire model range on one platform in order to take advantage of economies of scale. Assembly of all 2-door 300S W187s ended in 1955, and in 1958, the fuel-injected W128 220SE "Ponton" was introduced. The new generation of 220/220S/200SE W111 "Fintail" sedans was introduced in 1959.

Their all-female team, driving an MG Magnette, took third position overall in a race that ended amidst a torrential thunderstorm. She maintained close links to MG, and was a member of George Eyston's "Dancing Daughters", a three car, all-female entry in the 1935 24 Hours of Le Mans race, driving works-prepared MG PAs. 1935 was also the year that saw Margaret Allan first drive one of the cars with which she was to become most strongly associated: Richard Marker's Bentley 4½ Litre, "Old Mother Gun". This car had won the 1928 24 Hours of Le Mans race as a factory Bentley entry, but since passing into Marker's ownership had been fitted with a streamlined, single-seater body that had formerly been fitted to a 3-litre car owned by Woolf Barnato, in place of the car's original tourer coachwork.

The flashing indicators will have been retro-fitted. 1958 AC Ace, AC engined alt= 1957 AC Aceca Bristol prepared for the "Carrera Panamericana" Mexican road race A.C. Greyhound Saloon 1962 1959 AC single-seater at Motor Sport at the Palace, Crystal Palace (circuit) 27 May 2013 After the war, AC secured a large contract with the government to produce the fibreglass-bodied, single seat, Thundersley Invacar Type 57 invalid carriages with Villiers 2-stroke engines. The invalid carriages continued to be built until 1976 and were an important source of revenue to the company. Production of cars restarted in 1947 with the 2-Litre, using the 1991 cc engine from the 16. The 2-Litre used an updated version of the pre-war, underslung chassis, fitted with the AC straight-six engine and traditional ash-framed and aluminium-panelled coachwork, available in saloon or convertible versions.

Like Harrington they also offered a more conservative option, in their case an Embassy body with twice as many side windows. A more conservative option definitely wasn't Yeates' style, instead they introduced a more radical one, if the Europa was insufficiently in-your-face they could offer you the Fiesta, now with trapezoid glazing. Yeates was always going to be a minority choice, and as Yeates sold everyone else's coachwork (their core business being dealership) perhaps they wanted it that way. 1961 proved though that on the premium chassis, Harrington was now second only to Plaxton, although Duple vastly outstripped either (and the Burlingham operation they now owned) in the market for lightweight day-trip coaches. During 1961 the legal maximum width and length limits for buses and coaches was relaxed, new maxima were 36 ft by 8 ft 2½in, to take effect from 1 January 1962.

The 1955 Ferrari 250 GT Competizione Coupé, all-alloy, chassis 0447GT was offered by RM Sotheby's in Arizona in 2015 at an estimate of US$1.75 – US$2.25 million. The 1956 Ferrari 250 GT Coupé Boano s/n 0581GT, that emerged after 35 years of storage was sold on Gooding’s Pebble Beach 2019 auction for US$522,000. The 1959 Ferrari 250 GT Coupé, s/n 1315GT was sold on Gooding’s Scottsdale 2019 auction for US$599,000. The final example of the Pinin Farina- bodied Coupés from 1960, chassis 2081GT, was sold on Gooding’s Amelia Island auction in 2019 for US$335,000. A one-off 1958 250 GT Coupé Speciale, s/n 1187GT was sold on Gooding’s Scottsdale auction in 2013 for US$2.365 million. The 1957 250 GT Coupé Speciale by Pinin Farina, a one-off coachwork for Lilian, Princess of Réthy on chassis 0751GT, was offered on RM Sotheby's Arizona auction in 2019 at an estimate of US$11 – US$13 million.

SBS Transit currently operates the largest fleet of Scania K-series buses in Singapore, with a total of 1,101 Scania K230UBs. The company made its first purchase of 500 K230UBsSBS Transit Orders 500 New City Buses , Scania AB (Press Release), 10 October 2007 at a cost of S$180 million in early 2007, as part of its scheme to replace most of the ageing fleet and compliance with the new Euro IV emission standards set by local authorities.SBS Transit orders 500 buses from Scania, Loh Kim Chin, Channel NewsAsia, 12 October 2007 The single-decker buses are wheelchair accessible and have 2 wheelchair bays each. They are also fitted with 6-speed ZF automatic transmission, bodied by Gemilang Coachwork of Johor, Malaysia with a modified Scania licensed front. In September 2008, SBS Transit purchased another 400 K230UBs at the cost of S$147 million, with similar features to the first batch of 500.

Late model LDV Convoy in custom Plymouth City Council school bus livery (not official LDV provided livery) For schools in particular, LDV were also able to deliver a standard configuration type approved minibus in full reflective school livery and containing features relevant to school customers such as ABS, orange external flashing lighting, overhead storage racks, heavy- duty ventilation, a reverse warning siren, child-size three-point seat belts, and fire suppression systems. The bus (the result of a survey of 31,000 schools) was unveiled at the 1998 British Motor Show, and professional driver training for three drivers was also free with the purchase of the vehicle, making it gain a reputation as the 'king of the primary schools'. Another example of an aftermarket school bus configuration, from the set of the children's TV show Balamory, housed in the Glasgow Museum of Transport. Note the storage racks on the roof, an official LDV option, and an example of the custom coachwork fitted in house.

Enfield Autocar Company Limited. The Manchester Guardian 18 Jan 1908: 11The liquidator offered the goodwill, tools and finished and unfinished parts for the following motor vehicles: ; _Enfield Allday_ :10/20 touring car :12/30 touring car (new Model) :10/30 sports model car :25/30 2=ton lorry ;Chassis only: : _Allday_ :8/10 :12/14 :16/20 :25/30 :2-ton lorry and tractor :3-ton lorry and charabanc :5-ton lorry source=The Manchester Guardian 07 July 1923: 4. ;Chassis only: : _Enfield_ :8/10 :14.3 :18.3 :24.8 This was not the end as the company was re-organised and moved to smaller premises in Small Heath, Birmingham from where the 12/30 was offered with a very wide range of coachwork from the Warwick 2-seater at £575 up to the Hereford limousine at £720 and Stratford saloon at £795. Before the new range could get established, even if they could be sold at the very high prices, parent company Alldays & Onions collapsed in 1924.

Also in that year two versions for wide coachwork were announced; these differed from the previous types in having narrower axles. These were type PSUC1/4 with Pneumocyclic gearbox and PSUC1/5 with constant mesh. Two revisions to specification which were not accompanied by a change in specification number were from 1957 when an Albion five-speed constant-mesh gearbox became an option for manual- transmission chassis and from 1958 when the 105bhp 6.15 litre O375H engineAdams & Milligan, Albion of Scotstoun, Paisley 1999 became optional across the range. Although conceived for the home market, export versions were soon introduced, these were the OPSUC1, with heavier duty tyres and suspension, and the LOPSUC1, which also had left hand drive, suffixes and options as for home market models. In 1962 the power unit became the 125 bhp 6.75-litre O400H and the type codes were revised, to PSUC1/11, PSUC1/12T and PSUC1/13.

Witnesses standing on the platform saw Newson sitting upright and facing forward, his uniform neat and still wearing his hat; his hands appeared to be on the train's controls as far as they could tell. Scale drawing of the crash, showing the size and position of the front three carriages before and after the impact The brakes were not applied and the dead man's handle was still depressed when the train entered the overrun tunnel, throwing up sand from the drag; when the driver's cab made impact with the hydraulic buffer, the carriage was separated from its bogie and the coachwork was forced into the end wall and the roof. The first fifteen seats of the carriage were crushed into . The second coach was forced under the rear of the first, which buckled at three points into the shape of a V with a tail, and had its rear forced into the tunnel roof.

The Mk6 GT featured some of the best technology of the time: first of all an aluminium monocoque (although the prototype car had a steel monocoque in order to save development time), while all opponents, apart from Jaguar, still relied on a space frame chassis. The Ford-Colotti engine-gearbox assembly was a stressed member and the rear suspension was mounted directly on it, a technique that did not appear in full on Formula 1 cars until the Lotus 49 in 1967. As a result the car was so compact that the wheelbase was even shorter than Lola's other formula cars, despite using a big pushrod 400 hp (298 KW) American V8 engine. The coachwork, designed by John Frayling and made by FRP, had its own features such as reduced overhangs, Kamm-tail, roof- integrated engine air intake and special doors which extended into the roof to give the drivers greater access to the cockpit once they were open, an idea that was kept on the car's successor, the Ford GT40.

Although Barton gained a reputation for having a varied fleet of vehicles during the 1950s and 1960s, from 1946-9 the vast majority of new chassis were from Leyland, and virtually all coachwork was from Duple. The Duple A type coach was chosen for PS1 Single deckers, some featuring a more compact front-design allowing up to 39 seats in the then maximum overall length of 27 ft 6in. The 40 postwar double deckers on PD1 or PD1A had an updated version of the forward entrance lowbridge body with more brightwork and power-operation for the entry door. Barton was a prolific rebuilder of buses -- between 1950 and 1955, fifty-eight BTS1 "Viewmaster" single-deck coaches were rebuilt from Leyland Titan, Tiger, and Lion chassis; between 1959 and 1961, seven BTD2 full-fronted double-deckers were created from the chassis of a Leyland Tiger and six Titans; and between 1969 and 1971, eleven AEC Reliance chassis were rebuilt as Barton BTS2 and fitted with new Plaxton Panorama Elite bodywork.

Many employees of the Saxony factories in Zwickau (Audi and Horch factories), Chemnitz (Siegmar plant, former Wanderer) and Zschopau (DKW Motorcycle factory) came to Ingolstadt and restarted the production. In 1950, after a former Rheinmetall-Borsig factory in Düsseldorf-Derendorf was established as a second assembly facility, the company's first postwar car went into production: the DKW Meisterklasse F 89 P, available as a sedan/saloon, a station wagon and the four-seater convertible built by Karmann. The F 89 were based on the DKW F8 (motor) and the DKW F9 (coachwork) pre-war constructions. Auto Union 1000 In response to pressure from Friedrich Flick, then its largest single shareholder,Oswald, p 263 Daimler-Benz acquired 87% of Auto Union in April 1958, taking complete control in the following year. In 1958 it saw the return of the Auto Union brand, represented by the Auto Union 1000, a small saloon. At the same time the 1000 Sp, a coupé, was produced for Auto Union by the coachbuilder Baur at Stuttgart.

A Saurer coach of the line Oviedo-Cangas del Narcea in 1923 In its early years the ALSA fleet was based mainly on NAG and Saurer vehicles, with some additional GMCs, and De Dion-Boutons, but in 1939/40 they bought around seven British ACLO normal control coaches, which in the early fifties were followed by eight forward control units of the Regal III model of the same make, with bodies by Seida of Bilbao. Later, ALSA switched to an all-Pegaso buying policy, initially still with Seida bodies, and later with Monotral, Setra-Seida, Ayats and Irizar coachwork; to turn in the early 1980s to Mercedes-Benz O303 and O404 chassis with successively Maiso, Hispano Carrocera, Sunsundegui and Noge Spanish bodies. Mercedes-Benz is still the main ALSA chassis provider, but the top-of- the-range three-axled Setras are the current flagships of the ALSA fleet, many of them in the Clase Supra top-class specification. Most of the fleet is equipped with WIFI, onboard toilets, air conditioning and power outlets at every seat.

This style of Contender was sold in 1:76.8 scale model by Dinky Toys as their 'BOAC Coach' BOAC took 28, of which nineteen were used overseas making them the largest customer for the Contender, Maidstone & District Motor Services were second with 11 buses and one coach.Burrows, 'Ask Geoff' column, in Stenning(ed)Classic Bus 110, London, 2010 Although during its short life the Contender was less successful than Beadle's integral coaches, Beadle's comparable Chatham range were by 1957 almost their only line and when the BET group decided to reduce the number of its recommended suppliers only Southdown's liking for their coach body on the Leyland Tiger Cub kept the Dartford body lines going, but then Southdown switched to Weymann and briefly Burlingham (having taken Harrington Wayfarer Mark Is in small numbers and then deserted Harrington for most of the 1950s) and that was the end of Beadle in the coachwork game. Rootes decided that the car-dealership chain Beadle also ran was a better business. During the life of the Wayfarer all of the mushroom coachbuilding businesses disappeared.

Western had three of the Scottish Bus Group's twenty-six, all Alexander bodied coaches, one went to SOL, the rest were new to Alexanders, all of these were coach-bodied. North Western Road Car Company had six of the British Electric Traction group's 46, all of which were buses; the others going to PMT (34), Northern General Transport Company (5) and East Yorkshire Motor Services (1).The East Yorkshire bus had a Park Royal body, the other BET fleets had Weymann although PMT also took Willowbrook bodies. The major purchaser in the UK was the Ulster Transport Authority with 57 (following on from narrow Tiger Cubs), all bodied as 41-seat buses by the operator on Alexander frames. Independent Venture of Consett, County Durham had 17, a mixture of 45-seat bus and 41-seat dual-purpose with Willowbrook coachwork, one of which had been an unregistered demonstrator. Charlie's Cars of Bournemouth were the largest private sector operators of the coach with 2 Harrington Wayfarers and 6 Cavaliers. Smith of Wigan (6) and Gardiner, Spennymoor (4) had Plaxton batches. Yeates bodied one C41F Europa coach VMW441 for an independent in Wiltshire.

Mid-engined cars were a revolutionary idea introduced in motor racing by the Cooper Car Company, a small British firm that managed to beat big players in the Formula 1 World Championship two years in a row. This engine layout did not make its way into Grand Tourers, which were accepted to race only if a minimum production run had been completed: not a single manufacturer was keen on making a big investment to build cars "at a minimum rate of one hundred identical units as far as mechanical parts and coachwork are concerned in 12 consecutive months", as required by the FIA, without having the necessary experience with such applications and the right components. In those days there was no commonly available transaxle gearbox capable of managing the enormous torque provided by big V8 engines. When the Colotti Tipo 37 gearbox was made available to the market after being specifically built to be mounted on the Lotus 29 single seater, a racing car powered by a Ford Fairlane V8 and intended to race in the 1963 Indianapolis 500, Lola's owner Eric Broadley had the opportunity to solve the problem.

The Dominator was conceived as a competitor to the Daimler Fleetline and initially customers were generally those who had previously taken double-deck Fleetlines, however the largest component of the all-single deck Darlington Corporation fleet was the single-deck Fleetline SRG6, the rest of its parc in 1977 consisted of 1967 Daimler Roadliners, new Leyland Leopards and 1974 Seddon Pennine RU. So, in 1978, it ordered a single-deck version of the Dominator with an extended-wheelbase, designed for 11-metre coachwork, this was bodied by Marshall and the style, dual door with 46 seats, when exhibited on the Dennis stand at the 1978 Motor Show at the National Exhibition Centre was named Camair 80. David Cox, then Engineering Director of Merseyside PTE, reviewed it under his alias Midlander for Buses. He commented that the design was nothing like as stylish, but probably cheaper to produce than the original Marshall Camair. He felt that the side-facing bench seats over the front wheel arches, with their deep footstools, gave a rather tunnel-like aspect, and offered his ideas on a tidier layout, but praised the principle of using the same chassis for double and single-deck applications.