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    / #1973-Citroen-DS23-Pallas-IE / #Citroen-DS23-Pallas-IE / #1973 / #Citroen-DS / #Citroen / #Citroen-DS23 / / #1973-Citroen-DS23ie-Pallas / 1973 / #Citroen-DS23ie-Pallas / #Citroen-DS23-EFI-Pallas / #Citroen-DS23-EFI

    £28,000

    This fuel-injected 2.3-litre range-topper has desirable optional extras including factory air conditioning, explains Mike Renaut.

    Shiny dark blue paint suits this 1973 DS #Injection-Electronique and covers straight, corrosion-free panels with generally excellent gaps. All the Pallas trim is in place and appears in nice condition despite some surface tarnish, especially on the rear window surrounds. All glass including the headlamp covers is free from damage, the inner set of lights turning with the steering. Originally sold in Prato, Italy, the left-hand drive DS came to the UK in 2014 and the headlights still appear to be set up for driving on the right. Bumpers are equally blemish-free, as are the Pallas wheelcovers. If we had to nit-pick, there is slight surface rust on the wiper arms and the lower door trims are not affixed perfectly straight, but otherwise this car is hard to fault.

    The factory-fitted – and operational – air conditioning is an unusual option. The blue and white cloth and leather-cloth interior is in especially nice condition with no obvious damage and the big seats with headrests prove both comfortable and supportive. The dashboard is free of cracks, but there are a few small areas of scuffed paint and the surround for one set of pushbuttons needs securing in place.

    A rear window blind is included and the light grey fabric headlining is droop-free and in perfect condition. Door cards appear unmarked, as does the dark blue carpet. Turn the ignition key and the engine fires up immediately, soon settling to a smooth idle at an indicated 1200rpm. It quickly warms up and nothing on the numerous warning gauges offers cause for concern. The suspension operates just as it should, with the car soon finding its natural ride height. Again, no leaks or untoward noises were spotted during our inspection.

    On the road the Citroën is quiet and well-mannered with very light steering that still feels precise. Finding your way through the five-speed gearbox using the column-mounted gearlever soon becomes second nature, with each gear dropping into place positively. Stopping power is impressive, the sharp brake pedal virtually halting the car dead in its own length at low speeds. Winter and summer tyres are supplied with the DS, the set fitted during our test being Petlas with excellent tread. The jack and an unused ‘multiseason’ spare tyre are present under the bonnet. A generally tidy engine bay has a little worn and scuffed paint on some components, but no obvious leaks or areas of concern were noted. Recent #MoT certificates mention a weep from a power steering hose joint, but our inspection failed to detect it.

    The odometer reads just over 98,400km (60,000 miles). The previous owner added a new swivelling centre headlight assembly, alternator, high-pressure pump and fuel pump. New injectors and fuel pipes were fitted, and the fuel tank cleaned and lined in 2014. The air conditioning system was repaired and re-gassed in 2015. This very attractive example of a #Pallas has an excellent specification. The car drives beautifully and a little tidying under the bonnet would finish it nicely.

    Good colour, Pallas trim is all there and the panel gaps are generally good Interior looks and feels almost brand new Engine runs well, but its bay would benefit from tidy-up.

    1973 Citroën DS Pallas IE
    Price £28,000
    Contact European Classic Cars, Avebury, Wiltshire (07813 394167, europeanclassiccars.co.uk)
    Engine 2347cc 4-cyl OHV
    Power 141bh p@ 5500rpm
    Torque 135lb ft @ 3500rpm
    Performance
    0-60mph 11.7sec.
    Top Speed 116mph
    Fuel Consumption 29mpg
    Length 4874mm
    Width 1803mm


    CHOOSE YOUR CITROËN DS

    1 Unveiled in 1955, with hydropneumatic self-levelling suspension, power steering and disc brakes. A more basic ID version was available.

    2 September 1962 restyle saw a new nose, pointed front bumper and better ventilation.

    3 Pallas model with 41 improvements including a more luxurious interior debuted for 1965. The original hydropneumatic system used vegetable oil ( #LHV ), then switched to synthetic ( #LHS ). For the 1967 model year, Citroën introduced mineral oil-based oil ( #LHM ).

    4 1968 model year cars got four glass-covered headlights, inner set swivelled with steering.

    5 #Bosch fuel injection was introduced for 1970 and a 2.3-litre engine in 1972. Production ended in 1975 after 1,455,746 DSs were built.
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    Mike Renaut
    Mike Renaut joined the group Citroen DS Group
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    Mike Renaut
    Mike Renaut created a new group Austin A35

    Austin A35 Open Group

    Manufacturer Austin (BMC)
    Production 1956–1959 (saloon)
    1956–1962 (estate)
    1956–1968 (van)

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    Ford Model B, Model 18 & Model 40 / V8 Club Open Group

    Ford Model B, Model 18 & Model 40 / V8 Club - Ford produced three cars between 1932 and 1934: the Model B, Model 18 & Model 40. These succeeded the Model A. The Model B continued to offer Ford's proven four cylinder and was available from 1932 to 1934. The V8 (Model 18 in 1932, Model 40 in 1933 & 1934) was succeeded by the Model 48. It was the firs...t Ford fitted with the flathead V8. In Europe, it was built slightly longer. The same bodies were available on both 4 cylinder Model Bs and V8 Model 18/40s. The company also replaced the Model AA truck with the Model BB, available with either the four- or eight-cylinder engine. More

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    SIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car

    Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.

    Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.

    “It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”

    Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…

    Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”

    Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.

    This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.


    When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.

    The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.

    “The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.

    The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.

    The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”

    The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.

    The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
    As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”

    Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.

    “When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”

    Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”

    Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”

    THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.


    DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30

    ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings

    TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential

    CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed

    EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes

    INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cards
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    Mike Renaut
    Mike Renaut joined the group BMW E30 Club
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    Put a smile on your face / #Citroen-2CV / #Citroen /

    Citroën’s 2CV was always endearing and a hoot to drive – and now you can buy a ‘brand new’ one, handbuilt to your specifications Words Mike Renaut / Photography Matt Richardson

    THAT’S A SHOCK. Citroën’s #Deux-Chevaux is no longer a student’s cheap banger. A decent 2CV is worth several thousand pounds, especially one completely rebuilt to make it rust-free and mechanically perfect. That’s where The #2CV-Shop comes in: it transforms rusty examples into brand new 2CVs. ‘We strip them completely, replacing the entire floor and sills on every car we build,’ explains managing director Darren Arthur. ‘You can’t see rust hiding up inside, so we prefer to put all new steel in. Each shell is then shot-blasted back to bare metal.’ Once rot-free, the shell is seam-sealed and zinc-coated.

    The 2CV Shop is the UK distributor for Cassis, which produces parts from original Citroën tooling. The brand new galvanised chassis gets fresh steering and brakes, overhauled suspension, new wiring, a rebuilt engine and gearbox along with new pipework, wheels and tyres. All cars are handbuilt to the customer’s desires. ‘We did a 2CV in metallic black with televisions in the headrests to match a client’s Audi A8,’ says Darren. ‘A disabled chap required a hand throttle on his; another customer wanted racing suspension. Leather interiors are possible, and so are hatchback conversions and tinted glass.’

    The 2CV Shop produces some 20 bespoke 2CVs per year, mainly straightforward restorations to factory spec with upgrades such as electronic ignition. The entirely in-house process takes about 12 weeks and you drive away in what is effectively a factory-fresh 2CV.

    As with most things Citroën, what at first seems odd soon becomes second nature. Grab the gearstick jutting from the centre of the dashboard and pull; a flick of the wrist anti-clockwise selects the dog-leg first gear on the four-speed box, then release and push forward for second. With a 30bhp 602cc engine I’m not expecting much, but the car surprises. Revved hard it keeps up with modern traffic better than some larger-engined classics. Power into a corner and you’ll lean until the mudflaps scrape. But what looks comically terrifying from outside feels perfectly safe within an interior snug enough to ensure you aren’t thrown about. It’s basic, but all the essentials are here – and if you want the wind in your hair, the roof rolls completely back. Plus these cars cost next to nothing to run.

    Prices start at around £14,000 for an entirely ‘new’ 2CV. Restored (rather than completely rebuilt) machines are a fair bit cheaper. For 2013 The 2CV Shop will be offering the same rebuild service on Citroën Meharis. ‘Give us a call,’ says Darren. ‘We can do just about anything – and we love a challenge.’

    // The Citröen 2CV Shop, Warminster, Wiltshire BA12 7BZ, UK. www.the2cvshop.co.uk, +44 (0)1985 841327.
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    Mike Renaut
    Mike Renaut joined the group 2CV club
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