View allAll Photos Tagged 175cc
Montée historique du Salbert Septembre 2015 (Belfort - France)Photo from and with the courtesy of Christophe Bogula
Ad for Ducati motorcycles from a copy of "The Motor Cycle" magazine dated 15th February 1962.
Note that the 200cc model is cheaper than the 175cc model.
175cc, chain driven single overhead camshaft
MV used the name 'Disco Volante' (Flying saucer) due to the unusual shape of the petrol tank
Amazingly advanced design for 1953. Engine castings are lightweight, with metal only where it is needed.
Multiplate clutch running in oil.
Unit construction engine/gearbox (four speed, foot change). See the rocking gear lever so that you didn't scuff your designer Italian footwear!
Tele forks and swing arm rear suspension. British bikes at this time were invariably still rigid or plunger rear suspension.
There were the usual period claims/ boasts by the manufacturer of 85 mph, 14hp and 100+mpg!
Truth is that the bike is capable of approx. 75mph with the rider flat on the tank, and it will easily top 100mpg even when ridden fairly hard.
Handling/roadholding and brakes could cope with twice the power quite easily!
These bikes were very expensive to buy, but compared with a BSA C11, Villiers powered machines etc. available in 1953, what a machine the MV must have been.
This bike was bought in 2002 and was cosmetically quite reasonable. Mechanically it was a huge disappointment, and struggled to make 50 mph!
The Italian 'racers' in the 1950's did not favour the MV sohc motor as oil feed onto the cam lobes was scarcely adequate. We designed a hollow camshaft with 'quill' end feed, and oil delivery holes on the cam flanks which cured this problem.
We worked on compression ratio, camshaft design, crankshaft balance factor, electronic ignition and overall gearing.
Next week , the bike is competing on its 5th 'Motogiro d'Italia' - a 1200mile, 5 day endurance event in Italy.
We use up to 8500rpm (6500 standard), and have designed the power characteristics to be flexible, reasonably tractable so that you could easily go shopping on it, but it still has an 'interesting' part of the power band in the 6500-8500rpm range.
Bike was re-painted in 2007. Damn pretty too!
On 'A' and 'B' class roads this is a superb and quick machine, particularly when remembering it is now nearly 60 years old!
Gilera Giubileo 175 Sport (1964-69) Engine 175cc air cooled four stroke single
Registration Number 736 UXR (London)
GILERA MOTORCYCLES ALBUM
www.flickr.com/photos/45676495@N05/albums/72177720299975584
Throughout the early 1950s, it was Gilera dominated motorcycle racing taking six individual World Championships and five manufacturers' titles. But it was the sales of small capacity machines that paid the bills. The majority of machines sold were lightweights based on the overhead-valve 125cc single that had first appeared in prototype form in 1948. Developed and enlarged first to 150cc and then 175cc, these simple OHV singles were top sellers throughout the 1950s and into the 1960s, although their high price outside Italy made them a relatively rare sight abroad
The term Giubileo translates to Jubilee/Anniversary, the model was released to celebrate their Golden Jubilee/50 years of manufacture under the Gilera name. In 1946, Giuseppe Gilera commissioned an engineer called Piero Remor to study and produce an economic equivalent of their bigger displacement GP Race-bikes. Gilera celebrated their 50th anniversary by releasing a range of small displacement motorcycles.
The Giubileo 175 Sport was introduced for the 1964 model year powered by an air cooled 175cc four stroke single of 10hp, driving through a four speed gearbox.
Diolch am 80,816,034 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,816,034 amazing views, every one is greatly appreciated.
Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-235
Chassis n° 4609606
Coachwork by Henri Chapron
- Open headlight version with desirable green LHM hydraulic fluid
- Matching numbers (chassis, body, engine)
- Comprehensively restored to concours condition 1990-1993
- Registered in the UK
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 180.000 - 220.000
Withdrawn
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.
175cc, chain driven single overhead camshaft
MV used the name 'Disco Volante' (Flying saucer) due to the unusual shape of the petrol tank
Amazingly advanced design for 1953. Engine castings are lightweight, with metal only where it is needed.
Multiplate clutch running in oil.
Unit construction engine/gearbox (four speed, foot change). See the rocking gear lever so that you didn't scuff your designer Italian footwear!
Tele forks and swing arm rear suspension. British bikes at this time were invariably still rigid or plunger rear suspension.
There were the usual period claims/ boasts by the manufacturer of 85 mph, 14hp and 100+mpg!
Truth is that the bike is capable of approx. 75mph with the rider flat on the tank, and it will easily top 100mpg even when ridden fairly hard.
Handling/roadholding and brakes could cope with twice the power quite easily!
These bikes were very expensive to buy, but compared with a BSA C11, Villiers powered machines etc. available in 1953, what a machine the MV must have been.
This bike was bought in 2002 and was cosmetically quite reasonable. Mechanically it was a huge disappointment, and struggled to make 50 mph!
The Italian 'racers' in the 1950's did not favour the MV sohc motor as oil feed onto the cam lobes was scarcely adequate. We designed a hollow camshaft with 'quill' end feed, and oil delivery holes on the cam flanks which cured this problem.
We worked on compression ratio, camshaft design, crankshaft balance factor, electronic ignition and overall gearing.
Next week , the bike is competing on its 5th 'Motogiro d'Italia' - a 1200mile, 5 day endurance event in Italy.
We use up to 8500rpm (6500 standard), and have designed the power characteristics to be flexible, reasonably tractable so that you could easily go shopping on it, but it still has an 'interesting' part of the power band in the 6500-8500rpm range.
Bike was re-painted in 2007. Damn pretty too!
On 'A' and 'B' class roads this is a superb and quick machine, particularly when remembering it is now nearly 60 years old!
Officina Meccanica Broglia
That OMB 175 Racer is one of the last of nearly 15 OMB racers that could have been produced between 1933 & 1935 all slightly different one from the other. During the same period, something like 80 tourism version were also produced
These are a couple pumped little engines. Run in on the dyno at 17.5 hp. We had hoped for 20, but these are only 175cc. The 200cc engines will break the 20 hp barrier.
ASI Motoshow 2026 - Varano De' Melegari - Italy
Photo from and with the courtesy of Christophe Bogula.
This faithful little Italian filly has completed the famous Motogiro d’Italia on a number of occasions.
photo by Alan Kempster for Ayr Classic Motorcycle Club.
For my video; youtu.be/3wGMwgko7rM
175cc Continental Red Seal "race" engine
Crevier Classic Car Company, Costa Mesa, California, USA
The Poirier was first manufactured in France in 1928. The company primarily manufactured invalid carriages but they also advertised various 3-wheelers for general sale. In 1935 back-to-back versions and monocars were superseded by the Monoto single and tandem-seater voiturettes. These vehicles were built on tubular frames with steel body work. Prior to World War 2 the Poirier was powered by a 175cc Train or Sachs engines as well as Peugeot and Gnome-et-Rhone engines. Along with shaft transmission, these were replaced after the war with 98cc Sachs and 125cc Ydral engines. The company ceased production in 1958