View allAll Photos Tagged 175cc
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
Prologue du Tour de France des Motos Anciennes organisé par le GAVAP -
Flixecourt (80) - Samedi 18 aout 2012
Dashboard,
175cc - 9.5 PS,
Elektrostarter, Kardan,
Oldtimerschau 2017 - 40 Jahre IMVC,
Mattighofen, Austria,
2017_0610_12:22
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.
1952, 125cc Model.
The BSA Bantam was a 2 stroke unit construction bike that was produced by BSA between 1948 and 1971. At different times it was available as a 125cc, 150cc or 175cc model.
32 = Nougier - Zurcher 125cc
36 Left = Nougier 125cc
Blank = Nougier 175cc v3
36 Right = Nougier 350cc v2
spesifikasi body:
lampu dpn set CB twin 125(ori)
tangki : cb twin 175cc(ori)
shock dpn : CB200(ori)
tromol dpn : CB 200(ori)
tromol belakang : suzuki GT380(ori)
kupingan lampu : CB twin 125(ori)
dop aki : CB 125 K1(ori)
lampu sen : CB 100 K3(ori)
spakbor dpn : CB twin 125(ori)
Spakbor blk : CB 125 engkel(ori)
stop lamp + krom lampu : CB twin 125(ori)
shock blk : FR80 (kalo ngk salah.,.,..)
jok : made in lokal
slongsong shock dpn : hand made (belum dipasang)
stang : CB 100 (ori)
T atas bawah : mega pro(ori)
spesifikasi mesin :
full ori CB 100 thn 76 (tp blm kepasang)
spesifikasi pengapian :
full ori honda supra
(menerima kritik dan saran)
thx to all seller CM
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
D12E-653 is seen heading north near Truồi, south of Huế in Vietnam with the SE6 0900 Saigon to Hanoi service on 12th April 2017.
This train takes two days to complete its journey so the train would be at least 24 hours into its journey when I took this shot.
Incidentally, I was very lucky to get this shot as I was riding pillion on the back of a motorbike (Honda 175cc) at 50mph heading south towards the train. With six frames per second continuous shooting - what could go wrong?
Prologue du Tour de France des Motos Anciennes organisé par le GAVAP -
Flixecourt (80) - Samedi 18 aout 2012
Description Gilera Arcore 150
Registration JYC 125N
Year c.1975
Colour Red
Engine size 152 cc
Chassis No. 6227
Engine No. 6377
Think Gilera and the mind immediately conjures up memories of their battles with the mighty MV motorcycles of the 1950s and 60s and the exotic multi-cylinder racers of that period.
In order to fund the expense of these mighty beasts, a range of scooters and small capacity road bikes were produced for the general public, no doubt swayed in the direction of these manufacturers by the exploits of their heroes on machines that they could never afford.
One such offering was the 1970s Arcore range, consisting of various 98cc to 202cc OHV four-stroke models and the more common 50cc two-stroke moped that was a popular choice amongst 16-year-olds in the 70s. Imported to the UK for the British market by Douglas of Bristol, the first Gilera Arcore 152cc machine was displayed at the 1972 Motorcycle Show to gauge interest alongside the smaller moped for the ‘sixteener’ market. The response was positive enough for Douglas to begin importing them for sale in the UK from September 1973 with a retail price of £295.
While the 152cc engine appears at first glance to be a two-stroke, the finned top cover neatly covers the valve gear of a four-stroke unit developing 14.5bhp and transmitting its power to the rear wheel via a 5-speed gearbox. Top speed was stated to be 72mph, but road tests showed 70mph sitting upright with 75mph possible in a crouched position.
First UK-registered in April 1975, this machine was probably built the year before that, JYC 125N being a Somerset issue number, not far from importers Douglas Motorcycles in Oak Lane, Fishponds, Bristol. As a photo of the bike in an unrestored condition demonstrates, it has been beautifully restored at some point, the file also containing a comprehensive selection of parts books, manuals and correspondence.
Description Jawa 23P Mustang
Registration PBH 974W
Year c.1980
Colour Blue
Engine size 50 cc
Chassis No. 164321
Engine No. 164321
Founded in 1929, the Czechoslovakian firm of Jawa initially produced an expensive and well-engineered 500cc OHV that was a credible alternative to similar machines offered by BMW but added a cheaper 175cc model to the range during the 1930s Depression era.
From 1968 to 1983 they also produced a range of 50cc mopeds that were closely related to the Simson SR50 also produced in the Eastern bloc. Four models were available, the Model 20 scooter, the 21 Sport, the Golden Sport and the type 23P Mustang. In unrestricted form these models produced 3.5bhp at 6,250rpm but for the learner market in the West they were offered in restricted form which reduced the power output to 2bhp at 4,500rpm. Rarely seen in the UK, these quality models were officially imported, but only sold in small numbers due to their relatively high cost.
At the time of cataloguing no documents could be found for this 23P Mustang which is thought to date from around 1980. A rare and unusual machine, it could prove a shrewd investment for someone given the way that prices of the more commonly seen FSIE and SS50 mopeds have risen in recent times.