View allAll Photos Tagged 175cc
I was reminded of the existence this photo (taken by the then girlfriend of one of those visible) when he rang me last night. We were on a run from Bristol to Symonds Yat in the Wye valley (no map, nobody knew the way) and are here parked up near Chepstow waiting for a few of our group who at this time didn't have full licences & had to ride across on the cycle path of the (then only) Severn Bridge. The date would I guess be summer 1982. I'm on the BSA B33 that I had just built from the proverbial box of bits. Students of BSA motorcycle design will have noted from this that I hadn't at this time located the correct tank, front mud guard or headlight cowling.... all would be fixed in later years.
I have no idea what Adam Golding is up to here... there again I never did.
Clearly we were all strangers to a bar of soap :)
This photo was taken by Alison and the title is the one that she used when she emailed it to me a few years ago.
For the interested, the bikes are 3 BSAs (B33 & 2 Bantams) a CZ 175 (much bastardised) a Ducati 239 Desmo and I think it was some form of Honda 175 4 stroke twin that Gerry was abusing at this time.
This collection of reprobates with the exception of the one I am now married to were all the product of an education at Bristol Grammar School.... I can't see them wanting to use this shot in any of their advertsing material somehow.
When my kids saw this, the eldest said "So that's what Ade looks like with hair!".
These days Ade, Del & myself stil llive in or around Bristol, Adam lives somewhere near Exeter, I've lost touch with Gerry, no idea where he is and sadly Rich Gledhill died of malignant melanoma in I think it was January 2004.
Coachwork by Chapron
Chassis n° 4251058
Les Grandes Marques du Monde au Grand Palais
Bonhams
Parijs - Paris
Frankrijk - France
February 2019
Estimated : € 150.000 - 200.000
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 and bought the rights to his design. Still made by Chapron, the Usine (factory) convertibles were built on the longer, stronger chassis of the ID Break (Estate) and 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 Usine. It is estimated that some 1,700 Usine convertibles were made between 1960 and 1975, while Chapron built a further 389 of his own, the last in 1973.
One of 241 Usine convertibles built in 1963, this car was delivered on 4th July of that year and was acquired by the current vendor on 19th August 1981 in Niort, France. It is believed that the vendor is only the second owner. Used sparingly over the course of the last 37-plus years, the car has been partially restored, the soft-top being renewed in 1981, the paintwork redone in 1982, and the front seats re-trimmed in 1995, while in 2000 the engine was changed (original engine plate available).
Overall, the car is in very good original condition while noteworthy features include a stainless steel exhaust, Continental Edison radio, anti-fog system, Robergel wheels, central armrest, and very rare Chapron leather-trimmed headrests. The car has been regularly maintained by a DS specialist located near Bordeaux, France, and almost all the hydraulics parts have been replaced.
Finished in Blanc Carrare (white) with black leather interior, this beautiful Décapotable is offered with French Carte Grise, certification from Conservatoire Citroën, and all invoices for the work carried out.
Terrot 175cc LU Utilitaire (1933) Engine 175cc
Registration Number YXG 135 (Middleborough)
Terrot ALBUM
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Terrot launched new two-stroke models: the 175cc model L and the 267cc model E. In 1925
Many thanks for a fantabulous 39,585,,500 views
Shot at the American Car Show Tatton Park, Manchester 4th July 2015 Re 107-400
Motobi Pesaro (1965) Engine 50cc Single Two Stroke
Registration Number FNV 710 C (Northamptonshire)
MOTOBI SET
www.flickr.com/photos/45676495@N05/albums/72157666538761262
Moto B Pesaro was founded by Giuseppe Benenli in 1949, after he quit Beneli , following a family disagreement with his five brothers, Moving to separate premises within Pesaro. The company specialised in two stroke machines. Echoing the innovative German-built Imme R100 motorcycle of 1949, Motobi shaped the engine into a smooth “egg” shape, giving it a characteristic styling that Aermacchi would later emulate. The machines earned a reputation for smooth running and lively performance, and the 175cc went on to win nine Italian Road Race Championships between 1959-72.
After Giuseppe's death in 1957 the business was taken over by his two sons Luigi and Marco, who repaired the family split and in 1963 Motobi merged with Beneli although the two companies maintained seperate identities into the mid 1970s
Many thanks for a fantabulous
47,191,605 views
Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-605
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.
Victoria Motor and Cycle Co., LTD., Dennistoun, Glasgow. Farming Yestearyear SVTEC Rally Scone Palace 10/09/2023
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.
Mi-Val Motorcycle Badge - History
AUTOMOTIVE BADGES ALBUM
www.flickr.com/photos/45676495@N05/sets/72157631048301272...
Mi-Val was founded in 1950 by a consortium of Bolognese businessman and was based in a former arsenal in Emilia. With the design, and most of the components were created in house. Like many small machines of its time, the Mi-Val was heavily influenced by the design of the hugely successful DKW RT 125. The Mi-Val 125cc engine was designed Adriano Amadori, the frame by Carlo Ronzani, suspension was the work of Luigi Bonazzi, and the pressed-metal forks and the fuel tanks were made by Augustus Bonori, .all of whom from the Bologna region.
The first machine the 125cc Tourismo was announced in November 1950. In all, more than a dozen different versions of the 125cc machines were built, with numerous upgrades with the later ones fitted with a four speed gearbox.
Mi-Val competed successfully in Trials and by 1953 started a works team that won Gold Medals at the 1954 and 1956 Six Day Trials. They also won the Enduro National Championship in 1953, 1954 and 1956.
In 1954, Mi-Val began construction of the Mivalino, a three-wheeled Messerschmitt built under licence with a 171cc engine
Motorcycle production expanded to a 175cc version. By 1958 the 125 and 175 received five speed gearboxes
Mopeds were introduced from 1959, as well as the 125 and 175cc models a 200cc also joined the line up.
In 1967 Motorcycle production ended and Mi-Val became part of the Beretta group, producing machine tools.
Diolch am 77,398,610 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,398,610 amazing views, every one is greatly appreciated.
Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-982
Messerschmidt KR200 (1955-64) Engine 191cc S1 TS
Production 40,000
Registration Number 675 TYD (Somerset)
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 79,223,034 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 79,223,034 amazing views, every one is greatly appreciated.
Shot 03.11.2019 Redhill, Surrey 144-287
"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
The Mymsa was inspired by the German Tempo with front engine and three wheels. The van was built by the Catalan company of engines and motorcycles “Motores y Motos, S.A.” (MYMSA) in Barcelona, also known as “MYMSA Aragall” by the name of the owner.
It was also made in Rana (means ‘frog’) 3R versions with 125 cc (to 650 cc) engines. Even a small number of 4-wheel trucks were made.
Black&white photo colorized
Chassis n° 1041
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 50.000 - 70.000
Sold for € 49.450
Parijs - Paris
Frankrijk - France
February 2018
- Ultra-rare French microcar
- One of an estimated 38 survivors
- Professionally restored
- Excellent original condition
- One of the best surviving examples
'Conceived by les Ateliers Électromagnétiques de la Seine and produced by the SNCAN aircraft company, the Inter could be summed up as a French equivalent of the Messerschmitt.' – 'Beaulieu Encyclopedia of the Automobile'.
This charming French microcar looks very much like a 'car of the future' from the 1950s; indeed, it is easy to imagine it emerging from a flying saucer in a science fiction movie of the period. The Inter 'Auto Scooter' was built at SNCAN's factory near Lyon and first shown to the public at the Salon de l'Auto in 1953. Its aviation connections are obvious - it looks just like the cockpit and nose section of a contemporary light aircraft - while the tilting canopy was another feature it shared with the German Messerschmitt, as was the tandem seating arrangement for the two occupants. Motive power was supplied by a 175cc Ydral single-cylinder two-stroke engine, which drove the rear wheel via a three-speeds-plus-reverse gearbox and chain final drive. Unusually, the Inter's two front wheels could be folded up to reduce the body's width of 135cm by around 45cm, making it possible to store the vehicle in one's shed. Only some 300 Inters were manufactured from 1954 to 1956, with a few others assembled from parts up to 1958. It is estimated that around 38 cars remain today in collections and museums worldwide, with only a few among them still in running order.
This particular Inter was discovered in a barn a few years ago, in running order and original. The vehicle was then completely restored by Auto Classic Restauration in Normandy, and photographs and invoices relating to the restoration may be found in the history file. Guaranteed to turn heads at any motoring event, this quite delightful Inter microcar is one of the best of the surviving examples.
Lambretta Lambro 175 (Ser 2) (1963-65) Engine 175cc Single, 2 Stroke
Registration Number Unknown
LAMBRETA ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624838967127
The first known Lambretta Three-Wheeler that was avaliable to purchase was the FB in 1949. Although there is reference to an A model in earlier catalogues it is not thought that any were actually avaliable to purchase. Production continued until the introduction of the first series Lambro Li175 in 1959.
The Li 175 Series 1 produced in 1959 and 1960 was the first Lambretta 3 wheeler to be named after it's engine size. One of the developments was a larger engine size and marked an increase in capacity from the earlier 150cc engined models. Innocenti launched the Lambretta Li 175 Series 2 in 1960 featuring improvements in driver comfort, such as a much larger cab.
In 1963 the Lambro 200 and Series 2 Li 175 were launched the Li 175 became the Lambro 175. Technically they are almost identical to the Series 2 but featured a chassis prefix change. This change in the model is the first of the Lambro 'ranges' that Innocenti produced
The 200 and 175 were replaced by the Lambro 550 was produced from the August of 1965 as a replacement for the Lambro 200. The method of naming the Lambros by engine size was replaced by the amount of weight it could carry. Lambretta continued running two models alongside each other by producing the Lambro 450 from the October 1965 to replace the Lambro 175. The 450 still featured the iconic single headlight and with the smaller 175cc engine but the 550 was produced with twin headlights for safety and the larger engine. The carrying compartment for both models was increased in line with demand for carrying larger loads.
Many Thanks for a fan'dabi'dozi 30,903,700 views
Shot 167.11.2014 at The National Exhibition Centre, Classic and Sportscar Show Ref 103-400
Italian design by Piergirolamo Bargagli. This microcar consists of two components. A platform with control pedals and a steering wheel. It is powered by a two-stroke one-cylinder engine. And several exchangeable bodies called after seasons (primavera / invernale).
B&w photo modified and colorized.
Messerschmidt KR200 (1955-64) Engine 191cc S1 TS
Production 40,000
Registration Number TJY 356 (Exeter)
MESSERSCHMIDT (Car) SET
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
This car was offered for sale at the H+H Auction at the event, described as all good and the subject of a restoration between 2013 and 2014. Offered with an auction estimate of £ 20,000 to £ 25,000 it remained unsold
Many thanks for a fantabulous 41,037,595 views
Shot at the Chateau Impney Hill Climb, Chateuu Impney, Droitwich 12 July 2015 - Ref 108-219
Gilera Giubileo 98 (1969) Engine 98cc four stroke single
Frame No: Unknown
Engine No: 001/32041
Registration Number Unknown
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 98cc, although looking like a 2 stroke from the outside, is very much a 4 stroke on the inside. In fact, a master of innovation and design. Cooling fins on a "sump-styled" casing improved cooling, as well as having a crank-propelled oil pump. Pushing nearly 6BHP
This bike was offered at the British Motorcycle Museums, HandH Auction 2nd March 2019 described as unrestored and having been stored for a few months with an auction guide price of £1,000 to £1,500
Diolch yn fawr am 69,346,417 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 69,346,417 amazing views, enjoy and stay safe
Shot 02.03.2019 at the National Motorcycle Museum, H and H Auction Ref 138-029
French built microcar. Lookalike of the Pierre Brissonnet Voiturette, but they were two different bubbles. Both PB and PV showed their car at the 1955 Paris Motorshow.
The Chantecler was by far better sold than the Pierre Brissonnet Voiturette. See also newer pic.
Me on my BSA Bantam 175cc ,(30+ yrs ago).I havent got this any more , but I still got my little green one to look at as I cant ride any more..
Alcyon 175cc (1929) Engine 175cc
Frame # A70141
Engine # 403260
The Alcyon was a French bicycle, automobile and motorcycle manufacturer between 1890 and 1957. based in Neuilly, Seine.
This 175cc model was found complete but in poor condition in a French barn by a retired motor cycle engineer. It was brought to England and restored by him using various new engine parts, rebuilt wheels and new tyres, tube bearings, cables and chains etc.
Please click on this link to my Flag Page to register a view from your country.
Thankyou - Rob
Shot taken 10.06.2012 at the Bromley Pagaent of Motoring REF 85-006
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.
Messerschmidt KR200 (1955-64) Engine 191cc S1 TS
Production 40,000
Chassis No. 70501
Engine No. 3030318
Registration Number YMW 779 (Middlesex)
MESSERSCHMIDT (Car) SET
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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
Many thanks for a fantabulous 37,981,700 views
Shot at the Haynes International Motor Museum Sparkford, Somerset 23rd June 2015 Ref 107-143
Coachwork by Chapron
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 capacities, while other DS developments included a restyled front end, 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). 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.
Built in 1964, this DS 19 Décapotable has the original-style front end predating the revised version introduced in 1967. A semi-automatic transmission model, the car was delivered new in Lyon, France and remained with its original owner until 1971. The second owner, a resident of the Loire region in France, kept the DS until 1999 when it passed to the current (third) owner in Holland. Between 1999 and 2002, the car was completely restored in Holland, including an interior re-trim and renewal of the electrics, with complete overhauls of the engine and transmission being carried out in 2015. Invoices relating to the 2015 overhauls are on file, and the DS also comes with its original first-owner and second-owner French Cartes Grises. The car is currently registered in the Netherlands and has a valid technical inspection.
The Zoute Sale
Bonhams
Sold for € 181.700
Estimated : € 135.000 - 175.000
Zoute Grand Prix 2016
Knokke - Belgium
Oktober 2016
1924. 175cc Super Sport
You may be familiar with the Échard family name. The company was founded in 1902 by Charles Félix Échard in Levallois-Perret (92, Hauts-de-Seine) to produce bicycles. Marcel, a son of Charles Felix, became an engineer and, from 1912, produced the Lutétia brand engines. A water sport fan, the first engines produced by Marcel were outboard engines for boats. By 1921 Marcel had become interested in motorcycles and patented an auxiliary engine for bicycles that would also be used by the Austral brand.
In 1924, the "Société anonyme d'Exploitation des Établissements M. Échard Moteurs Lutétia was formed in Courbevoie (92, Hauts-de-Seine) and would produce motorcycle engines until 1928, when they closed.
In 1924, Jose Sugranes was a Spanish importer of the Lutétia engines and produced motorcycles under the Lutétia name until 1931. (When the manufacturer closed in 1928, he took over production in Barcelona). These motorcycles were built with either a Lutétia or a Villiers engine and a Josep Montpeó frame - Montpeó was a well-known manufacturer of Bicycle parts and sidecars, based in Barcelona and, when his main business was quiet, he also produced a small number of complete motorcycles.
The motorcycle in the photographs is a Lutétia (Villiers) Super Sport 175cc. of which only 25 are believed to have been built,
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As often happens, the history of great industries is born in garages. In our case this is the “Benelli Garage”, where, in 1911, the 6 Benelli brothers Giuseppe, Giovanni, Francesco, Filippo, Domenico and Antonio, known as “Tonino”, repaired and manufactured motorcycle parts.
In 1921 the ‘Velomotore’ was created: a single cylinder two strokes 75cc adapted to a bicycle frame, and the following year it was the turn of the ‘Motoleggera’ 98cc, immediately appreciated by the public of that time.
The first real Benelli motorcycle, a 175cc model, ridden by Tonino, proved immediately to be a winner in the competitions world. Here begins the long list of glorious moments, with more than 1000 victories in the Italian and European Championships and two World Titles won in 1950 and 1969.
Many legendary riders have ridden the Benelli motorcycles. Besides Tonino, the owner of the company, the Italian riders Ambrosini, Grassetti, Campanelli, Provini, Pasolini, Villa and the internationals Saarinen, Hailwood and Carruthers.
At the end of the 60’s the last motorcycle of the family-owned company was born; the Tornado 650 which developed 50 hp at 7000 rpm, and easily surpassed 170 km/h. Motorcycle production continued in Pesaro with the ground breaking in line 6 cylinder 750 and 900cc Sei’s which were manufactured up until the early 1980’s.
In 2001 the production of the first all new in line triple powered range began, with the fully faired supersport Tornado 899cc Limited Edition. The addition of the Tornado Naked Tre or TNT for short, and subsequently the Tre-K in both 899 and 1131 cc variants meant that Benelli was truly back in the market of the large capacity sports motorcycles.
Today Benelli is part of the (QJ) Group, a corporation which produces more than 1.2 million two-wheels vehicles per annum. QJ, wishing to respect the tradition of the passion which has always guided the history of the Italian brand, will continue manufacture in Pesaro, the traditional home of Benelli Motorcycles.
"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