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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
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Shot at The Silverstone Classic 28th July 2013 Ref 95-197
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.
‘Harry’, as this bike is known, has been everywhere, many Motogiri d’Italia and last year he successfully completed the renowned Milan-Taranto.
photo by Alan Kempster for Ayr Classic Motorcycle Club.
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 !!!!
"Le Baron Von Hertrich grand vainqueur de la course de côte de Barr 1935 catégorie 175 cc au guidon de la fameuse OMB"
Photo from and with the courtesy of Christophe Bogula
‘Harry’, as this bike is known, has been everywhere, many Motogiri d’Italia and last year he successfully completed the renowned Milan-Taranto.
photo by Alan Kempster for Ayr Classic Motorcycle Club.
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.
1929 Powered by a Villiers 175cc 2 stroke engine and Monet - Goyon 3 Speed box. Drum brakes front and rear.
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.
Penton was a brand of off-road use motorcycle introduced in 1968 by John Penton, a noted enduro rider on the dirt bike competition circuit.[1]
Penton approached the KTM company, who at the time built bicycles and mopeds, to build a light-weight off-road motorcycle.[1] The first Penton motorcycles were modified small bore motorcycles with a Sachs engine with improved suspension and details.[2] The early motorcycles made their mark in International Six Days Trials (now called the International Six Days Enduro) competitions with riders such as future Motorcycle Hall of Fame members Billy Uhl and Carl Cranke. The most popular size was the 125cc (Six Day), but they were also made in 100cc (also Berkshire) and later, in 175cc (Jackpiner, in 1972), 250cc (Hare Scrambler, in 1973), and 400cc (Mint, in 1974). Later models utilized KTM engines, gas forks, lay down shocks, fiberglass gas tanks, plastic fenders and frames of high grade chrome-moly steel.
Other, less-common models included the Mudlark observed trials motorcycle (made by Wassell in England), the Cafe MX (a dual purpose version of the Mudlark), the Hiro 125 (the Six Day with an Italian motor), the Woodsman (an enduro version of the Mudlark) and the K-R (Kenny Roberts)shorttrack racer.[2]
Production, development and distribution was taken over completely by KTM Austria in 1978.
{Wikipedia}
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.
While not 100% on the date this looks to be the new registrations going out on August 1st 1974 , notice the reg numbers are consecutive! in this shot are 2 Mobylette X7 folding mopeds, Russian Cossack Motorcycles , Namely 2 Jupiters (350cc 2 stroke twins) 1 Voshkod (175cc two stroke single) and 1 Ural (650cc parallel twin.)
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
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
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