View allAll Photos Tagged Cabriolet
Car: Toyota Celica Cabriolet.
Date of registration: 30th June 1988.
Registration region: Central London.
Date taken: 10th May 2018
Album: Street Spots
Seen in Ipswich, this one is still around and currently on SORN. I remember a teacher having a similar one in yellow back when in the '80s.
Registration similar to those on a batch of Nissan UK cars (see Laurel below).
1982 BMW 320 cabriolet.
10 previous keepers.
Anglia Car Auctions, King's Lynn -
"Post-factory conversion. The vendor advises that the bodywork was restored around 2009. Comes with some service history, MoT history dating from 2006 and owner's manual. Chassis number WBAAH1203C6724196.
V5 present
MoT July 2018
Recorded mileage 101,000
Estimate: £4,500 - 5,500
Result: £4,200."
The NSU Ro80 was a relative revolution at the time of its introduction. With smooth, aerodynamic styling and a rotary engine, NSU’s Ro 80 made big promises. Years later, one man decided he’d create the convertible that was missing from the Ro 80 lineup. Let’s check out this one-of-two NSU.
NSU continued its development of rotary power, and shortly after the Spider the company introduced the considerably more modern Ro 80. NSU was at the end of its independence around the time the new sedan debuted; two years later, the company merged with the Auto Union. And that organization subsequently merged with, and was crushed by, VW-Audi. The Ro 80 was then the first and last modern NSU sedan.
Introduced in 1967, the Ro 80 was marketed to wealthy customers as an executive sedan. Available in four-door format only, smooth styling covered a bevy of advanced technology. Ro 80 was front-wheel drive, powered by a 113-horsepower Wankel engine of 995 cc displacement. A single transmission greeted buyers: the ever-obscure semi-automatic. Three manual speeds with synchromesh were operated by an automatic clutch. That meant a traditional gear lever shifted by the driver, who touched a knob on the lever to activate the vacuum-operated clutch.
All the advanced tech was great, but unfortunately NSU was not prepared for the issues which came along with its rotary engine design. The free-revving Wankel was overworked by zealous drivers, and after 1971 an audible warning was installed to let customers know when their engine was operating in the danger zone. Even if not stretched to the max, early engines had build quality and reliability issues. Many failed and required a rebuild before 35,000 miles. The problem was the motor’s rotor tip seals, which had to be redesigned to prevent internal leaks.
NSU’s engineers worked quickly, solving most of the Ro 80’s bugs by 1970. But by then dealer and consumer pressure had lead to a longer warranty on all cars, and it hurt the company’s reputation and wallet. No matter, as the Auto Union had taken hold and NSU was not long for the world. The Ro 80 continued in production at Neckarsulm through 1977. After that point, NSU was finished, and the factory was converted to Audi production.
The muse for the Lego model shown here lived the first 15 years of its life as a standard sedan before it transformed at the hands of an Ro 80 specialist mechanic. Said mechanic desired a convertible NSU, and set to work in 1990 turning a four-door sedan into a two-door cabriolet. Another Ro 80 collector saw the drop-top and thought it an excellent idea. He hired the mechanic to build another in 1991.
[Edited text from: www.thetruthaboutcars.com/2020/01/rare-rides-a-1974-nsu-r...]
W22
Chassis n° 95309
Bonhams : The Autumn Sale 2020
Estimated : € 625.000 - 825.000
Unsold
Autoworld
Brussels - Belgium
September 2020
Introduced at the Berlin Motor Show in February 1933, the Typ 380 (W22) was powered by a straight-eight overhead-valve engine of 3.8 litres capacity, while the chassis was an all-new state-of-the art design featuring independent suspension all round: by wishbones and coil springs at the front and swing axles at the rear. As such it represented a significant advance in roadholding and handling compared with the offerings of rival manufacturers, most of which still relied on beam axles and cart springs.
In basic form the Typ 380 came with 89bhp on tap, while if specified with the optional Kompressor (supercharger), two types of which were available, maximum power was raised to either 118 or 138 horsepower. There was also a four-speed gearbox with synchromesh on the upper two ratios, plus hydraulic drum brakes on all four wheels. Despite being widely admired for its refined chassis and powerful engine, the Typ 380 ceased production in 1934 and is one of the rarer Mercedes-Benz models of the between-the-wars period.
According to the Daimler-Benz factory archives, only 154 examples of the Mercedes-Benz 380 K were manufactured in 1933 and 1934. This small number included all body types, so this Cabriolet B is indeed a rare specimen. Although details of the first decades of the car's life are obscure, it is known that chassis number '95309' was delivered on 9th January 1934 to its first owner in Barcelona, Spain with the beautiful Cabriolet B coachwork it still wears today, as confirmed by Mercedes-Benz Classic (details on file). Equipped with Kompressor, heater, an additional headlamp, and side-mounted twin spare wheels, the car has an impressive appearence from all angles.
By the early 1970s '95309' had found its way to the German classic car restoration company, Heinje-Sportwagen of Oldenburg. Never intending to re-sell the Mercedes, the owner, Mr Franz Heinje, restored it in his own workshops. No corners were cut during the restoration and the car is still in magnificent condition today. Franz Heinje kept the Mercedes for nearly five decades until his death. Needless to say that, owning a professional restoration company, Mr Heinje was always able to service, repair and maintain his pride and joy to the highest standard.
This rare Kompressor Mercedes comes with a letter dated 31.08.1976 from Daimler-Benz Archives to long-time owner Franz Heinje; German Kraftfahrzeugbrief; current German TÜV; and the aforementioned confirmation from Mercedes-Benz Classic Car Archives.
The second generation of the Rover 200 series was introduced in 1989 as a badge engineered version of the Honda Concerto. Rover added a few version to the range itself like this cabriolet. The last of these cabriolets were built in 1998..