View allAll Photos Tagged 175cc
Messerschmidt KR200 (1955-64) Engine 191cc S1 TS
Production 40,000
Registration Number HHJ 362 (Southend on Sea)
MESSERSCHMIDT (Car) ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624963580230
Messerschmidt were temporarily banned from building aircraft following World War II and had turned to producing other products, in 1952 they were approached by Fritz Fend with a view to manufacturing a small motor model was the KR175 launched in 1952 powered by a 175cc engine. based on his Fend Flitzer invalid carriage. The first vehicle was the From this came the three wheeled KR175 a two seater with tandem seats, with tubular spaceframe, handle bar steering, and bonded rubber suspension the KR standing for Kabinenroller - scooter with a cabin
Replaced in 1955 by the larger engined KR200 which incorporated the same basic frame as the KR175 with changes to the bodywork (notably including wheel cutouts in the front fenders) and an improved canopy design and had a car type throttle and clutch, Dyna start and a reversible engine. THe KR200 was powered by a 91cc Fichtel & Sachs air-cooled, single cylinder, two-stroke engine positioned in front of the rear wheel. ] The rear suspension and engine mounting were reworked, and hydraulic shock absorbers were installed at all three wheels. Tire sizes were enlarged to 4.00×8
Retailing for around DM 2,500, the KR200 was considered an instant success with almost 12,000 built during its first year, maximum speed was probably determined by the bravery of its pilot but due its lightweight the little car was capable of a speed in excess of 90 km/h (56 mph)
In 1956, around a year after West Germany joined NATO, Messerschmitt was allowed to manufacture aircraft again and lost interest in Fend's microcars. Messerschmitt sold the Regensburg works to Fend who, with brake and hub supplier Valentin Knott, formed Fahrzeug- und Maschinenbau GmbH Regensburg (FMR) to continue production of the KR200 but as the German and other economies began to recover sales of the bubble car derivatives decline and Messerchmidt car production ceased
Diolch am 78,143,421 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,143,421 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1330
BSA Bantam D12-4 (1968-69_ Engine 175cc two stroke
Registration Number GGL 945 G (Bath)
BSA ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759878630
The BSA Bantam was introduced as a 125cc two stroke in 1948, with a production run spanning until 1971. With a total estimated production run between 250,000 - 500,000 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 constantly being developed with at least nine different itineration some of which could be further subdivided. Its engine size remained at 125cc until 1954 growing to 150cc for the D3 of 1954-57, after which it became a 175cc machine remaining so until the end of production.
Diolch am 92,450,596 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,450,596 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-108
Terrot was een Frans bedrijf dat in 1887 werd opgericht en vanaf 1901 motorfietsen ging produceren.
De Terrot Type 2 CV. Luxe L.O. werd geproduceerd vanaf 1930 tot 1933.
BSA D1 Bantam (1959-66) Engine 175cc two stroke single Production + 125,000 (all Bantams)
Registration NumberGAL 664 D (Nottinghamshire)
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). The Bantam was based on the design of the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image with Imperial fittings, so the gearchange was on the right side as with other British motorcycles of the period.
The first in a long line of Bantams the D1 was introduced as a 125cc machine in 1948
The D7 was the longest running model, introduced in 1959 and produced until 1966, it had a similar 175cc engine to the outgoing D5 both with an output of 7.4bhp and a maximum speed of approximately 57mph but had an entirely new swinging arm frame and hydraulically damped forks which incorporating a nacelle mounted headlamp. The D7 continued in production until 1966 with at least 3 different styles of tank and alterations to the Wipac powered electrical system including a change to battery powered external coil ignition.
Colours were Various shades of red or blue with chrome highlights.
And i passed my motorcycle test on one
Diolch am olygfa anhygoel, 63,480,040 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 63,480,040 views
Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-052
Happy New Year and all the best to all of you.
Rallye Monet Goyon - Attigny -Vosges - France.
Photo from and with the courtesy of Christophe Bogula
For my video; youtu.be/DH4ybS4-RUM?si=oH3E1oX4Fw-BufFm,
The Piaggio Ape, Italian for bee, is a three-wheeled light commercial vehicle first produced in 1948 by Piaggio.
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. In the early sale brochures and adverts the vehicle was referred to as the VespaCar or TriVespa and cost 170.000 liras. The first Apes featured 50cc, 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. 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.
Marina I, Mosciano Sant'Angelo, Abruzzo
France : 1969
Willam cars were produced in Italy but sold in France by Henri Willame. Fiat in Italy was trying to get rid of any competitor. That is why these little cars were exported.
They were powered with a 125 or 175cc Lambretta engine and a four speed gearbox. Several models were made : convertible bodies, two doors city car with a short wheelbase, and station wagon, van or pickup.
The model shown here is the station wagon. It was solid little car, with an all steel body and chassis, using some mechanical parts from the FIAT 500, like suspensions and steering system.
Production almost remained unchanged until 1988, when the company went bankrupt.
Left to right.
1961 Lambretta TV175 175cc.
Lambretta name of motor scooters, initially manufactured in Milan, Italy, by Innocenti.
Lambretta was the name of a mythical water-sprite associated with the river which runs adjacent to the former production site.
The main stimulus for the design style of the Lambretta and Vespa dates back to pre-World War II Cushman scooters made in Nebraska, United States. These olive green scooters were in Italy in large numbers, ordered originally by the United States military as field transport for the paratroops and marines.
Aeronautical engineer General Corradino D'Ascanio, responsible for designing a simple, robust and affordable vehicle. It had to be easy to drive for both men and women, be able to carry a passenger and not get its driver's clothes soiled.
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1968 Vespa (Douglas) 180cc.
Vespa is an Italian brand of scooter manufactured by Piaggio. The name means wasp in Italian. The Vespa has evolved from a single model motor scooter manufactured in 1946 by Piaggio & Co. S.p.A. of Pontedera, Italy to a full line of scooters and one of seven companies today owned by Piaggio.
In 1944, Piaggio engineers Renzo Spolti and Vittorio Casini designed a motorcycle with bodywork fully enclosing the drivetrain and forming a tall splash guard at the front. In addition to the bodywork, the design included handlebar-mounted controls, forced air cooling, wheels of small diameter, and a tall central section that had to be straddled. Officially known as the MP5 ("Moto Piaggio no. 5"), the prototype was nicknamed "Paperino" (either "duckling" or "Donald Duck"
D'Ascanio's MP6 prototype had its engine mounted beside the rear wheel. The wheel was driven directly from the transmission, eliminating the drive chain and the oil and dirt associated with it. The prototype had a unit spar frame with stress-bearing steel outer panels.[3] These changes allowed the MP6 to have a step-through design without a centre section like that of the MP5 Paperino. The MP6 design also included a single sided front suspension, interchangeable front and rear wheels mounted on stub axles, and a spare wheel. Other features of the MP6 were similar to those on the Paperino
www.veteranvespaclub.com/piaggio-history/2018/12/18/new-f...
Bicycle manufacturers Eugène Muls and Antoine Vandenbrom entered the motorcycle market with EMVA after World War II. From 1949 onwards, they produced light motorcycles in Ans, near Liège, with German 150 and 175cc Sachs engines. The brand also released motorcycles under the name "Ensia".
This 1952 EMVA 175cc machine is on display at Autoworld, Belgium’s national motor museum, in Brussels.
BSA Bantam D14.4 Supreme (1968-69) Engine 173cc two stroke single 12.6 bhp
Production + 125,000 (all Bantams)
Registration Number GGL 945 G (Bath)
BSA ALBUM
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). The Bantam was based on the design of the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image with Imperial fittings, so the gearchange was on the right side as with other British motorcycles of the period.
The D14.4 shared its 175cc two stroke single engine with its predecessor but now with output increased from 10 bhp to 12.6 bhp and the resulting top speed increased from 57 mph to 65 mph. The 4 in the model name, indicates that the bike now came with a four speed gearbox. Machines came in either Black or Polychromatic Blue with two tone tank, painted above, chrome plate below.
Diolch am 88,158,865 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 88,158,864 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-103
Poirier Voiturette Monoto XW5 (1955) Engine 175cc Ydral
Unregistered
The Poirier Voiturette Monoto model XW5 adressed the need for cheap transport during the post-war cyclecar era . It is ultra lighweight, two seater and powered by a 125cc Ydral engine
This machine was offered at the British Motorcycle Museum, H and H sale 2nd March 2019 selling for £1,125
Diolch yn fawr am 69,273,700 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 69,273,700 amazing views, enjoy and stay safe
Shot 02.03.2019 at the National Motorcycle Museum, H and H Auction Ref 138-016
PLEASE, no multi invitations in your comments. Thanks. I AM POSTING MANY DO NOT FEEL YOU HAVE TO COMMENT ON ALL - JUST ENJOY.
I saw this small three wheeled truck near the Royal Palace in Stockholm. The Piaggio Ape (pronounced "ah-peh" - Italian for bee) is a three-wheeled light commercial vehicle first produced in 1948 by Piaggio.
At the end of WWII Italians lacked modes of transport In 1947 the inventor of the Vespa came up with the idea of building a light three wheeled commercial vehicle to power Italy's economical reconstruction. The very first Ape model was mechanically a Vespa with two wheels added to the rear, with a flat-bed structure on top of the rear axle. In the early sale brochures the vehicle was referred to as the VespaCar or TriVespa and cost 170.000 liras. The first Apes featured 50cc,125cc or 150cc and more recently 175cc engines. In 1964 a cab was added to protect the driver from the elements. 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.
Coachwork by Chapron
Zoute Sale - Bonhams
Estimated : € 150.000 - 200.000
Sold for € 253.000
Zoute Grand Prix 2022
Knokke - Zoute
België - Belgium
October 2022
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 top-of-the-range models until earlier this year. 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. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Citroën's sanctioned Décapotables were built on the longer, stronger chassis of the ID Break (Estate) before being despatched to Chapron for completion.
Henri Chapron had started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.
The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car. 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 the mid-1970s.
This DS19M is presented in lovely Blanc Carrare with Burgundy leather interior, exactly how it was delivered new in France that year. According to the Dutch Citroën ID/DS Club Archivist (and previous owner of the car) it was the first 'Cabriolet Usine' built for the year 1964, arriving late in 1963 in the Chapron atelier. Moreover, it is one of only 122 Citroen DS19M Décapotable's built. #8617 left Chapron in February 1964 to be delivered to Citroen for commercialization. Notable special accessories (not from new) include additional fog lights; a Continental Edison FM radio; and Robergel enjoliveurs diamant (diamond hubcaps) said to have been fitted by the first owner. The latter is believed to be the wife of a Berliet concessionaire in the Dijon region.
Between 1978 and 1997 the DS belonged to a Mr Dusapin in Bougival, and was known to have had a number of other owners in the Bourgogne region subsequently. Since 2000 the car has resided in the Netherlands and in 2002 was bought by the Dutch Citroën ID/DS Club Archivist, Mr. Coenen, who has attended many Club events with this lovely original DS Cabriolet. He kept the car for some 17 years before passing it on to the current owner, another Dutch Citroën enthusiast and specialist mechanic.
This car is highly original and in correspondence is referred to as 'un-restored', although it should more accurately be regarded as sympathetically restored with regard to the interior, body, and paintwork. The engine, of course, has always been maintained and the hydraulic system changed from the less reliable red LHS to the green LHM fluid. Being a Citroën specialist, the current owner has looked after his car's mechanical maintenance and confirms it is in excellent running condition.
Registered in the Netherlands, this beautiful DS Décapotable comes with assorted correspondence; some period photographs; and the all-important Chapron file confirming its original specification.
Chassis n° 4376093
Coachwork by Henri Chapron - n° 9092
Zoute Sale - Bonhams
Estimated : € 210.000 - 260.000
Sold for € 230.000
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
Offered here is a rare example of Citroën's iconic DS21 Décapotable. This car is a Cabriolet de Série, often referred to as a Cabriolet Usine (factory convertible) built by Henri Chapron after Citroën bought the rights to his design; although made by Chapron, the Cabriolet de Série could only be sold via the Citroën dealer network. Chapron continued to build his own range of bespoke designs on the DS platform, which were always different from the Série cars.
In total, 1,365 Série convertibles were sold between 1960 and 1971; most were built prior to 1966 and so were delivered with the antiquated 1,911cc engine used since the DS's introduction in 1955. Examples built subsequently with the more modern 2,175cc engine are relatively rare.
The most important aspect of this car is that it combines the more reliable 'green' LHM system with the arguably more attractive 'frogeye' headlights. This combination was produced only between September 1966 and September 1967 prior to the introduction of the restyled nose with the enclosed headlights. This car also has the C-Matic semi-automatic gearbox and thus represents what for many enthusiasts is the dream specification. It is one of only 60 DS21 Décapotables delivered in 1967 with the semi-automatic transmission.
A copy of Henri Chapron's order form is in the car's history file, showing that chassis number '4376093' was delivered to the coachbuilder's factory at 114 rue Aristide Briand, Paris on 8th December 1966. Chapron's order number was '9092', and the DS was finished in Rouge Rubis with Gold leather interior. The completed car left Chapron on 14th February 1967 to be sold via the Citroën dealership network.
A registration document on file shows that this Décapotable resided in Le Vesinet in the western suburbs of Paris during the mid-1970s. In 1978 the car was acquired by its third owner, Alistair Hacking and exported to the UK. Fully restored during 1992/1993, the car was sent to a Netherlands Citroën DS specialist in 2019 for further restoration, which included the mechanicals, hydraulic system, bodywork, brightwork and interior. The restoration was completed in 2020 with final details completed by French Classics in England.
This Décapotable has full matching numbers - chassis, body, and correct DX engine – while the presence of Chapron marking on several of the body panels is further evidence of its originality. Unlike many Décapotables this example retains its original chassis. Chasssi '4376093' has been certified by Chapron via a document issued by Noëlle-Eléonore Chapron in January 2019 (on file).
The Décapotable is the most sought-after variant of the iconic Citroën DS. Of the 1,365 Cabriolet de Série models built, only 483 were based on the DS21, and this example is the 340th made. Presenting in truly superb condition following its recent restoration, the car drives beautifully, combining unrivalled ride quality and sublime elegance in equal measure.
Officina Meccanica Broglia
Lignières - Swiss - 1987
Photo from and with the courtesy of Dorian Rollin
Chassis n° 4376093
Coachwork by Henri Chapron - n° 9092
Zoute Sale - Bonhams
Estimated : € 210.000 - 260.000
Sold for € 230.000
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
Offered here is a rare example of Citroën's iconic DS21 Décapotable. This car is a Cabriolet de Série, often referred to as a Cabriolet Usine (factory convertible) built by Henri Chapron after Citroën bought the rights to his design; although made by Chapron, the Cabriolet de Série could only be sold via the Citroën dealer network. Chapron continued to build his own range of bespoke designs on the DS platform, which were always different from the Série cars.
In total, 1,365 Série convertibles were sold between 1960 and 1971; most were built prior to 1966 and so were delivered with the antiquated 1,911cc engine used since the DS's introduction in 1955. Examples built subsequently with the more modern 2,175cc engine are relatively rare.
The most important aspect of this car is that it combines the more reliable 'green' LHM system with the arguably more attractive 'frogeye' headlights. This combination was produced only between September 1966 and September 1967 prior to the introduction of the restyled nose with the enclosed headlights. This car also has the C-Matic semi-automatic gearbox and thus represents what for many enthusiasts is the dream specification. It is one of only 60 DS21 Décapotables delivered in 1967 with the semi-automatic transmission.
A copy of Henri Chapron's order form is in the car's history file, showing that chassis number '4376093' was delivered to the coachbuilder's factory at 114 rue Aristide Briand, Paris on 8th December 1966. Chapron's order number was '9092', and the DS was finished in Rouge Rubis with Gold leather interior. The completed car left Chapron on 14th February 1967 to be sold via the Citroën dealership network.
A registration document on file shows that this Décapotable resided in Le Vesinet in the western suburbs of Paris during the mid-1970s. In 1978 the car was acquired by its third owner, Alistair Hacking and exported to the UK. Fully restored during 1992/1993, the car was sent to a Netherlands Citroën DS specialist in 2019 for further restoration, which included the mechanicals, hydraulic system, bodywork, brightwork and interior. The restoration was completed in 2020 with final details completed by French Classics in England.
This Décapotable has full matching numbers - chassis, body, and correct DX engine – while the presence of Chapron marking on several of the body panels is further evidence of its originality. Unlike many Décapotables this example retains its original chassis. Chasssi '4376093' has been certified by Chapron via a document issued by Noëlle-Eléonore Chapron in January 2019 (on file).
The Décapotable is the most sought-after variant of the iconic Citroën DS. Of the 1,365 Cabriolet de Série models built, only 483 were based on the DS21, and this example is the 340th made. Presenting in truly superb condition following its recent restoration, the car drives beautifully, combining unrivalled ride quality and sublime elegance in equal measure.
BSA D1 Bantam (1959-66) Engine 175cc two stroke single Production + 125,000 (all Bantams)
Registration Number PPN 291 (East Sussex)
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). The Bantam was based on the design of the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image with Imperial fittings, so the gearchange was on the right side as with other British motorcycles of the period.
The first in a long line of Bantams the D1 was introduced as a 125cc machine in 1948
The D7 was the longest running model, introduced in 1959 and produced until 1966, it had a similar 175cc engine to the outgoing D5 both with an output of 7.4bhp and a maximum speed of approximately 57mph but had an entirely new swinging arm frame and hydraulically damped forks which incorporating a nacelle mounted headlamp. The D7 continued in production until 1966 with at least 3 different styles of tank and alterations to the Wipac powered electrical system including a change to battery powered external coil ignition.
Colours were Various shades of red or blue with chrome highlights.
And i passed my motorcycle test on one
Diolch am olygfa anhygoel, 63,480,040 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 63,480,040 views
Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-051
MV Auugusta CSTL (1956) Engine 175cc four strok
Registration Number 714 YUD
MV AGUSTA SET
www.flickr.com/photos/45676495@N05/sets/72157641058982054...
The CSTL was built as a Touring model, and was the companies first four stroke.
More 175cc models were produced than any other type of MV Augusta
Many Thanks for a fan'dabi'dozi 26,968,500 views
Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-1042
Vente aux enchères Coupes moto Légende 2016 - Dijon Prenois - France
Photo from and with the courtesy of Christophe Bogula
Ex French championship winner
Rallye Monet Goyon Attigny Vosges - France
Photo from and with the courtesy of Christophe Bogula
Gilera Extra Rosso (1957) Engine 175cc
Frame No: 171958
Engine No: 171958
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 poaid 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
Introduced for 1957, the Rossa Extra was essentially a deluxe version of the 175 Sport.
This machine was offered at the British Motorcycle Museum, H and H sale 2nd March 2019 with an auction estimate of £ 4000-5000
Diolch yn fawr am 69,265,797 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 69,265,797 amazing views, enjoy and stay safe
Shot 02.03.2019 at the National Motorcycle Museum, H and H Auction Ref 138-008
Coachwork by Henri Chapron
Bonhams : the Zoute Sale
Estimated : € 240.000 - 320.000
Sold for € 425.500
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
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 in present-day 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. Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. 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.
The beautiful Citroën convertible offered here is the first of three DS23 IE cars built by the Chapron factory for 1973, and one of only four such examples with the 2.3-litre IE (fuel injected) engine. It was originally ordered by eminent Parisian Raoul d'Iray in October 1972 through the Citroën dealership in Paris 18th, 6 rue d'Oran. Carrying the Chapron build number '9414', this exceedingly rare car was finished in December 1972 and first registered in March 1973 under the Parisian number '3304 ZB 75' to Mr Raoul d'Iray, 148 Avenue Louis Roche, Gennevilliers/Seine, France.
At that time, Henri Chapron's cars were no longer sold through the Citroën dealer network, and every car that Chapron transformed had to be approved by the French licensing authority (the 'Service des Mines') before it could be registered. These papers accompany the car. The DS remained in Raoul d'Iray's ownership for a decade. It then passed to a Mr Van Houten, remaining with him for a further decade before passing to Mr Jaap Knap, a Citroën dealer.
Last publicly offered for sale in 2006 at Rétromobile, this rare Citroën DS23 IE Décapotable was purchased by the car collector and hugely successful fashion entrepreneur, Mr Kevin Stanford, who registered it in the UK with his personal registration plate, '56 KS'.
For the next 12 years the car was enjoyed by Mr Stanford and his family before being purchased by a UK car collector. Since then it has received a detailed mechanical overhaul at the hands of the widely respected UK-based Citroën specialist, Olivier Houiller of French Classics Ltd. Recent receipts totalling over £15,000 accompany the car, as does the extensive Chapron build documentation that was provided by Noëlle-Eleonore Chapron, Henri Chapron's daughter.
This magnificent and very rare piece of French motoring history is 'on the button' and ready to be enjoyed. An eye-catcher at any gathering, it comes with the aforementioned documentation and is currently registered in the UK.
It's not often I have a chance to pull the Parilla out of the garage and get a picture of it. Original "CEAT" Racing tires are quite rare today.
Coachwork by Henri Chapron
Chassis n° 4609606
Bonhams : the Zoute Sale
Estimated : € 190.000 - 220.000
Sold for € 207.000
Zoute Grand Prix 2019
Knokke - Zoute
België - Belgium
October 2019
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.
Built in 1967 and first registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox and retains its original registration, '6394 UY 75'. 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.
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 1967. Today, this DS remains in outstanding condition; fastidiously maintained, it runs and drives superbly. Restoration bills are on file and the car also comes with its original plates and a French Carte Grise. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed.
Coachwork by Henri Chapron
Bonhams : the Zoute Sale
Sold for € 218.500
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
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 top-of-the-range models until earlier this year. 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. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Henri Chapron started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. In 1919 he started his own business in the well-to-do Parisian suburb of Neuilly-sur-Seine where his main activity was re-bodying cars that had been requisitioned in wartime by the French Government. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.
Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.
Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. 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.
According to the Henri Chapron Attestation on file, this car was built by Citroën in November 1966 and sent to the Charon Factory in Levallois Perret on the 24th of that month. Production number '9088', this car was built in the Chapron workshops as were all the convertibles marketed by Citroën at this time. It was completed on 28th February 1967 and returned to Citroën to be sold by one of the company's concessionaires. Citroën had introduced the superior green Light Hydraulic Mineral (LHM) fluid on all hydro-pneumatically suspended models in September 1966, making this car one of the first to benefit from this advance. Having the pre-facelift nose and the green LHM system makes this car particularly rare; indeed we are advised that only 42 DS21 Décapotable models were completed to this specification.
On 27th March 1967 the DS was sold new via the Citroën dealer in Nice to its first owner, Mr Jean Thore of Eze in the South of France. Mr Thore and Mme Dominique Thore enjoyed the car for 34 years. They always kept it at Eze and covered approximately 90,000 kilometres during their ownership.
In 2001, Australian Mr John Plooy was looking for a 'green fluid' DS21 Cabriolet and chanced upon this car. He wanted to keep the Citroën in the Netherlands and use it for annual trips to Italy. When the car arrived in Holland, Mr Plooy immediately sent it to marque specialist Bart Kocken; it turned out to be in excellent original condition, with no rust or evidence of past accident damage. Mr Plooy commissioned a mechanical overhaul of anything that required it, and had the car repainted and a new convertible top fitted.
This Décapotable retains its original chassis, body panels, interior, Jaeger dashboard, carpets and FM radio, and is in excellent original condition overall, something seldom encountered with these cars. Mr Plooy drove the DS only some 10,000 kilometres over the years, and in 2017 decided to sell it, having reached the age of 80 years. Offered with its original tools, jack, Chapron paperwork, etc, this rare and ultra-desirable soft-top DS is ready for the next owner to use and enjoy.
Seen parked outside the museum in The Square, Winchester, a beautifully restored bike in immaculate condition.
Coachwork by Henri Chapron
Bonhams : the Zoute Sale
Sold for € 218.500
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
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 top-of-the-range models until earlier this year. 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. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Henri Chapron started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. In 1919 he started his own business in the well-to-do Parisian suburb of Neuilly-sur-Seine where his main activity was re-bodying cars that had been requisitioned in wartime by the French Government. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.
Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.
Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. 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.
According to the Henri Chapron Attestation on file, this car was built by Citroën in November 1966 and sent to the Charon Factory in Levallois Perret on the 24th of that month. Production number '9088', this car was built in the Chapron workshops as were all the convertibles marketed by Citroën at this time. It was completed on 28th February 1967 and returned to Citroën to be sold by one of the company's concessionaires. Citroën had introduced the superior green Light Hydraulic Mineral (LHM) fluid on all hydro-pneumatically suspended models in September 1966, making this car one of the first to benefit from this advance. Having the pre-facelift nose and the green LHM system makes this car particularly rare; indeed we are advised that only 42 DS21 Décapotable models were completed to this specification.
On 27th March 1967 the DS was sold new via the Citroën dealer in Nice to its first owner, Mr Jean Thore of Eze in the South of France. Mr Thore and Mme Dominique Thore enjoyed the car for 34 years. They always kept it at Eze and covered approximately 90,000 kilometres during their ownership.
In 2001, Australian Mr John Plooy was looking for a 'green fluid' DS21 Cabriolet and chanced upon this car. He wanted to keep the Citroën in the Netherlands and use it for annual trips to Italy. When the car arrived in Holland, Mr Plooy immediately sent it to marque specialist Bart Kocken; it turned out to be in excellent original condition, with no rust or evidence of past accident damage. Mr Plooy commissioned a mechanical overhaul of anything that required it, and had the car repainted and a new convertible top fitted.
This Décapotable retains its original chassis, body panels, interior, Jaeger dashboard, carpets and FM radio, and is in excellent original condition overall, something seldom encountered with these cars. Mr Plooy drove the DS only some 10,000 kilometres over the years, and in 2017 decided to sell it, having reached the age of 80 years. Offered with its original tools, jack, Chapron paperwork, etc, this rare and ultra-desirable soft-top DS is ready for the next owner to use and enjoy.
Poirier Voiturette Monoto XW5 (1958) Engine 175cc Ydral
French Registration Number 58 EVL 95
The Poirier Voiturette Monoto model XW5 adressed the need for cheap transport during the post-war cyclecar era . It is ultra lighweight, two seater and powered by a 125cc Ydral engine
This machine was offered at the British Motorcycle Museum, H and H sale 2nd March 2019 selling for £2,250
Diolch yn fawr am 69,273,700 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 69,273,700 amazing views, enjoy and stay safe
Shot 02.03.2019 at the National Motorcycle Museum, H and H Auction Ref 138-015