View allAll Photos Tagged 175cc
The police in Vietnam are the only people allowed to ride on "big" motorcycles due to legislation restricting the size of motorcycle engine displacements to 175cc (most scooters are between 100cc and 120cc). These "big" motorcycles? ... a whopping 250cc.
My bike back home is over 7x larger than these "monsters".
2014 Burt Munro Challenge (Invercargill) E Hayes & Sons Teretonga Circuit Racing Saturday 29th November 9am.
Just a little different. Do you know how cool this would be to ride!!!! And after all isn't that the name of the game? i.e. to feel what it is to ride something a little different? Ok let me explain. Back in the day when I use to ride motorcycles - like from 1981 to 1990, I owned 10 motorcycles over that period. You might ask why so many? And I will say; Because after a while I just became a little bored of the ride. I owned 6 trail/enduro motorbikes, 1 motocross racing motorbike, and 3 sports road motorbikes. Engine sizes went from 175cc to 1000cc. I owned three 2 stroke and seven 4 stroke engined motorbikes. I owned seven single cylinder motorcycles and 3 four cylinder road bikes. Yes I loved big single cylinder 4 stroke engined trail/enduro bikes plus all 3 road bikes were 4 cylinder inline engined. I never owned/rode a twin cylinder engined motorcycle! The main reason behind that was because they tended to be out of my price range. 'Twins' were either English (Triumph or Norton) or Italian (Ducati & Moto Guzzi) or German (BMW) made and were expensive to buy here in New Zealand. I had my near-death motorcycle accident in 1990 on my 1985 Kawasaki GPZ 750R Ninja that resulted in me losing my entire left leg at the hip joint and left side of my pelvis.
BSA Bantam Major (1948-71) Engine 175cc
Registration Number 369 DUC
BSA SET
www.flickr.com/photos/45676495@N05/sets/72157623759878630...
The BSA Bantam is a two-stroke unit construction motorcycle that was produced by the Birmingham Small Arms Company (BSA) from 1948 (as a 125 cc) until 1971 (as a 175 cc). Exact production figures are unknown, but it was over 250,000[
The Bantam was based on the DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gearchange was on the right side as with other British motorcycles of the period
The Bantam was based on the DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gearchange was on the right side as with other British motorcycles of the period.
Initially the bikes were powered by a single cylinder two stroke engine of 125cc, upgraded to 150cc for the D3 series of 1954 and 175cc for the D5 from 1958.onwards
Thanks for 17.7 Million views
Shot at The Silverstone Classic 28th July 2013 Ref 95-197
From Bonham's catalogue:
Estimate:£8,000 - 10,000
€9,900 - 12,000
US$ 13,000 - 16,000
Footnotes
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. 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 in present-day top-of-the-range models. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 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. Right-hand drive versions were assembled in England at Citroën's Slough factory.
Imported in 1998, this left-hand drive DS20 Pallas has been extensively restored; the body was stripped bare and the floors and sills repaired; the inner/outer skins of all four doors replaced; new windscreen and window seals installed; the lights changed to UK specification; and the car fully re-sprayed. In addition, the black leather interior, carpets and rear window blind were renewed. On the mechanical side, the suspension units received new seals; the front hub units were replaced together with top and bottom ball joints; the brakes overhauled; all steering and suspension rubbers replaced; and a new exhaust system fitted. The large history file contains restoration invoices plus all receipts accumulated by its past owners in France. Completed in 2011 and described as in generally good condition, this beautiful and highly desirable classic Citroën is offered with fresh MoT/tax and Swansea V5C document.
Lot heading
Left-hand drive
1973 Citroën DS20 Pallas Saloon
Registration no. EKH 276K
Chassis no. DSFD03FD13190
Engine no. DY3066293914G
Sorry if I don't look to happy but I was still in a state of shock !
I was convinced that the Brit bikes would do the business..........
Glad to say I was wrong !!!!
1929 Powered by a Villiers 175cc 2 stroke engine and Monet - Goyon 3 Speed box. Drum brakes front and rear.
BS 8478 displayed in Pall Mall for the successful St James's Motoring Spectacle 2024.
. Carrying the number 16 for the London to Brighton Veteran Car Run.
The DVLA website says built in 1898 with a 175cc engine. But information from the London to Brighton Veteran Car Run website says that it has a 1.75 h.p. engine and made in 1899.
Messerschmidt KR200 (Kabinenroller) (1956-64) Engine 191cc Fichtel and Sachs air cooled single cylinder two stroke.
MESSERSCHMIDT SET
www.flickr.com/photos/45676495@N05/albums/72157624963580230
A three wheeled bubble car designed by aircraft engineer Fritz Fend, based on the Fend Flitzer invalid carriage. Originally introduced a 175cc with a similar design and different bodywork.
The narrow body and low frontal area, was achieved with tandem seating, allowing the body to taper at the rear like an aircraft fuselage..
Shot at the Classic and MPH Show, NEC, Birmingham 13.11.2010. Ref 66-193
175cc - 9.5 PS,
Elektrostarter, Kardan,
Oldtimerschau 2017 - 40 Jahre IMVC,
Mattighofen, Austria,
2017_0610_12:21
De Velorex
Wellicht heeft U nog nooit gehoord van de gebroeders Frantisek en Mojmira Stránsky uit Ceské Trebovécásti Pernik….
In 1943 knutselden de broers hun eerste karretje in elkaar; de met een Manet 9Occ motor aangedreven driewieler had fietswielen en een heel dunne overkapping van Durapal. Het was oorlog in Europa en velen experimenteerden zelf om eigen vervoer te maken. Er bleek heel veel belangstelling voor het product van de broers Stráns en het zoeken naar verbeteringen hield maar niet op. Allerlei motoren werden geprobeerd en een goede oplossing voor de overkapping, bleef een groot probleem. Een goedkope oplossing bleek achteraf echter gewoon linnen.
Na de oorlog werkten de mannen door aan het project en al na enkele jaren ontstond een vorm van serieproductie. Een winkeltje en werkplaats werd gehuurd. Er kwam een versie met een Cz l5Occ motor, een drietal karretjes met een 300 cc PAL motor werden gemaakt en een reeks van 6 stuks met een JAWA 250 cc motor. Op de as prijkte de eigen merknaam “Oskar”. De bestuurder en de persoon ernaast, hadden een dak boven het hoofd, kinderen of anderen achterin-, zaten onder de blote hemel.
In juli 1950 hebben de broers deelgenomen aan een wedstrijd van kleine auto’s in hun land Tsjecho-Slowakije. Frantisek reed in de Oskar Jawa 250 en Mojmira reed de Oskar DKW 350. Totaal namen 29 zelfgemaakte voertuigen deel. Mojmira behaalde toen zelfs een topsnelheid van 85 km, hetgeen hen deed besluiten om dat karretje in serie te gaan maken. Zij verhuisden naar Solnice en begonnen met 6 werknemers en maakten de Oskar 54 met Jawa motor 250 cc.
In 1952 werd de voorkant van de carrosserie verandert van hoog naar laag. (Kunt U zich voorstellen hoe de hobbyisten reageren wanneer ze een karretje met en hoge voorkant zien?)
In 1954 verongelukte Frantisek tijdens een proefrit.
Een jaar later wordt besloten de wielen kleiner te maken 16 inch i.p.v. 19 inch, maakte veel verschil voor wat betreft de wegligging.
Om politieke redenen (hij wilde geen lid worden van de communistische partij) verliet Mojmira in 1954 zijn eigen bedrijf. Het bedrijf ging toch door en groeide. Met behulp van een dynamostarter werd het na 1956 gemakkelijker voor invaliden met de Oskar 54 om te gaan. Een nieuwe versie komt op de markt en krijgt de naam Velorex Oskar 16 en later Velorex 16/250 mee.
Invaliden kregen vanaf dat moment voorrang bij de bestelling van een Velorex; er ontstonden zelfs wachtlijsten.
In 1963 kwam een driewieler met een Cz 175cc motor en een Jawa 350cc op de mark. Beiden met standaard een dynamostarter.
In 1971 werd de productie van driewielers gestopt, waarna in 1972 de vierwieler Velorex 435D in productie werd genomen. Een lang leven was dat product niet beschoren; na 1380 exemplaren hield het op. De allerlaatste gemaakte Velorex 435D had een karosserie van Iaminaat, leek een beetje op de Fiat 500 en was uitgerust met een 350cc Jawa motor.
De opkomst van de Oost-Duitse TRABANT vaagde de Tsjechische Velorex van de markt.
Montée historique du Salbert Septembre 2015 (Belfort - France)Photo from and with the courtesy of Christophe Bogula
Giovanni Parrilla (that is the correct spelling of his name before they dropped one "R" to make it easier to pronounce) was born in Southern Italy in 1912. Giovanni opened his first business near Milan Italy in which he worked on diesel injection pumps and was a Bosch spark plug wholesaler. After WWII in October 1946, Giovanni released two newly designed racing motorcycles (first new Italian racing design since the end of the war).
By late 1953 and into 1954, a new over-the-counter production racer was released called the 175 cc Competizione, which was later upgraded into the 175 cc MSDS. Later both 200 cc and 250 cc versions of this motorcycle were built exclusively for the North American market.
19th, Annual, Italian Car and Motorcycle Show, held at the Waterfront Park, in North Vancouver, British Columbia, Canada.
For my video; youtu.be/Y7jhdzYSN2Y
The Piaggio Ape ([ˈaːpe ˈpjaddʒo]; ah-pay; Italian for bee[1]) is a three-wheeled light commercial vehicle first
produced in 1948 by Piaggio.
At the end of World War II, most Italians, badly affected by the war, lacked means of transport, and more importantly, the financial means to acquire full-sized four-wheeled vehicles. In 1947 the inventor of the Vespa, aircraft designer Corradino D'Ascanio, came up with the idea of building a light three-wheeled commercial vehicle to power Italy's economical reconstruction, an idea which found favour with Enrico Piaggio, the son of the firm's founder, Rinaldo. The very first Ape model and the mark immediately following it were mechanically a Vespa with two wheels added to the rear, with a flat-bed structure on top of the rear axle. The early sales brochures and adverts referred to the vehicle as the VespaCar or TriVespa; it cost 170,000 lire. The first Apes featured 50cc,[2] 125cc or 150cc and more recently 175cc engines. By the time of the 1964 Ape D, a cab was added to protect the driver from the elements.[3] The Ape has been in continuous production since its inception and has been produced in a variety of different body styles in Italy and India.
Controlled with scooter style handlebars, the original Ape was designed to seat one, but can accommodate a passenger (with a tight fit) in its cab. A door is provided on each side, making it quicker to get out of the vehicle when making deliveries to different sides of the road. Performance is suited to the job of light delivery, with good torque for hills but a low top speed, which is irrelevant in the urban settings for which it was designed. Outside of towns, Apes are customarily driven as close as possible to the curb to allow traffic to pass