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  •   John Barker reacted to this post about 2 лет назад
    / #1997 / #Ferrari-456GTA £69,990 / #For-Sale / #Ferrari-456-GTA / #Ferrari-456GT / #Ferrari-456 / #1997-Ferrari-456GTA / #Ferrari / #Ferrari-V12

    This four-seater Italian exotic has been driven sparingly but obviously cared for well, says Rob Scorah

    It’s more usual to meet Ferrari’s Nineties two-plus-two in more subdued colours – blue or silver – but this mid-production 456 in #Rosso-Corsa over Crema leather makes a striking example. With fewer than 21,500 miles driven (and having been garaged properly), you’d expect the paintwork to retain all of its factory lustre and consistency, and it does. Finish and colour hue do not vary across surfaces or different body materials and there are no signs of cracking or corrosion on aprons or leading edges. There are several very tiny stonechips to the nose. These have been touched up, though considering the calibre of the car they could maybe have been done a little better but you have to look hard to find them. The black windscreen surrounds show no sign of discolouration or corrosion.

    Panel fit remains true. Doors and boot close to leave nicely-matched edges and the big clamshell bonnet rises and falls smoothly and fits precisely. Under that big lid the engine appears as (after reading the blue-chip specialist service history) you would expect. Everything looks factory fresh – wiring, clips, cam covers and general cleanliness. As well as a fully stamped book, with the most recent services by Migliore Cars of Bromsgrove, prospective buyers will also be pleased to find that the 456 has had a recent cambelt change. Interestingly there are also a couple of notes from previous owners outlining a little specialist lineage on the mechanics who have worked on the car.

    The interior of the car mirrors the outside, with very light signs of use commensurate with the mileage. The worst that can be found is a little wear to the driver’s seat outer bolster. Otherwise, carpets and hides are clean; steering wheel, gearshift and switches are free of ring or fingernail scratches. There is also a set of fitted Ferrari luggage included, its condition not far behind the car itself.

    Nineties Ferraris were more urbane than their forebears and the V12 fires up easily and settles into a refined idle without any oil-starved rattles. The automatic transmission slots easily into gear and the car is away without any thuds or shunts. As with the car’s aesthetics the 456’s road manners emphasise refinement and you soon realise that this car is about swift progress from fairly gentle input. Steering is precise and the suspension sure-footed, handling bumps without clunks. The gear changes seem particularly smooth, even when the driver gets involved to hold / drop the coupé into a lower gear for bends (there are no rattles or creaks in the turns).

    You have to provoke the Ferrari to really hear the engine and even then its tone has a silky, even quality. The 5.4-litre V12’s heft is felt low in the revs, accelerating smoothly through the range. The pressure and temperature gauges threw up no warning signals on our test.

    Although prospective 456 owners may prefer different colour / transmission options, this 1997 car is hard to fault. It is a very clean, very usable and swift tourer. And an easier Ferrari to own than many.


    The #Pininfarina -designed 456 GT 2+2 is launched in 1992 at the Paris Show. Its traditional front-engined Ferrari grand tourer layout makes it attractive and practical as well as the fastest front-engined car in the world. Complementing the usual six-speed manual, a four-speed auto is offered in the 456 GTA.

    In 1998, the 456M (for Modificata) takes over. There are subtle restyling cues, the most notable being a reshaped front grille incorporating fog lamps. The #V12 is unchanged in size or output. The biggest mechanical differences are the revised active (self-levelling) rear suspension and traction control.

    The model is discontinued in 2003 after a total of 3289 of all models have been built.

    The interior looks original but has very little wear of note. Recent cambelt change is good news for potential owners. Rosso Corsa with Crema leather is unusual on a 456.

    Quote £975.07 comprehensive, 3000 miles per year, garaged, tracker. Call: 0333 323 1181

    1997 Ferrari 456 GTA

    Price £69,990
    Contact Manor Classics, North Yorkshire (01904 501252, manorclassiccars.com)
    Engine 5474cc V12, dohc per bank
    Power 442bhp @ 6250rpm / DIN
    Torque 406lb ft @ 4500rpm / DIN
    Performance Top speed: 193mph; 0-60mph: 5.5sec
    Fuel consumption 15mpg
    Length 4763mm
    Width 1920mm
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  •   David Lillywhite reacted to this post about 2 лет назад
    Citroen SM V8 we driving the reborn prototype. Citroen Cars destroyed its SM V8 prototype when #De-Tomaso took over. So one enthusiast built his own - with the original engine. Words Robert Coucher Photography: Cathy Dubuisson.


    For decades. Citroens have been enormously advanced cars let down by distinctly pedestrian engines. And as Citroen destroyed its only #Citroen-SM V8. you'd either have had to build your own - or visit Georges Regembeau.

    Regembeau. born in 1920. first got into engineering at the age of 14, when he built a tractor. At 17 his innovative repair of a road-tarring machine (which had broken down outside his home) earned a handsome sum from a Mannheim company, which patented his modification. So he bought himself a car: a #Citroen-Traction-15/6 .

    After World War Two, he rallied it and even entered Le Mans, and realised the chassis could cope with more than just 77bhp. So he devised his own mechanical fuel injection and supercharged it. For good measure he built a six-speed gearbox, which endowed the Traction with a 131 mph top speed - verified by an officially timed run at Montlhery.

    Regembeau supercharged another four 15/6s for customers, then moved on to develop various modifications to improve the reliability of the Citroen DS. Besides work to make the hydraulic seals more oil-tight, he devised a five-speed gearbox, greatly improving the car’s refinement and economy on the new autoroutes. Then he moved to tuning and. with judicious changes to its cylinder head and induction system, the later #Citroen-DS21ie was capable of a staggering 138mph.

    Soon Regembeau found himself peering beneath the Citroen SM's elegant bonnet. With the oil shock of 1974. Regembeau began proposing a diesel conversion to SM clients whose engines were giving them problems. He had already built an 85bhp 2.0-litre four-cylinder diesel for the #Citroen-DS and, by the early 1970s experiments with #Bosch mechanical injection and successive increases in capacity to 2.7 litres produced a reliable 180bhp - enough to push the 1450kg SM to almost 125mph.

    But there was life in the petrol V6 yet. Regembeau understood the V6's flaws and realised that nothing short of ground-up re-engineering would make it run reliably. Starting from the bottom end, he revised the crankshaft, main bearings and piston liners, installed solid valves and redesigned the cylinder heads using better quality steel. He also redesigned the primary timing chain with better lubrication and added automatic tensioners to this and to the secondary belt, which drives the alternator, air-con compressor and the hydraulic steering and suspension systems.

    Regembeau's revisions to timing, induction and exhaust manifolds lowered peak torque from 4000rpm to a more relaxing 3000rpm, while power went up to an impressive 240bhp with triple Weber 48 carburettors. Allied to Regembeau's own six-speed gearbox, the Citroen SM RG was a 150mph car.

    Son Patrick gradually took over the business from a very reluctant father and today, like his father used to, he works alone - although his mother is also an accomplished mechanic who has certainly served her time in the workshop. Visit http ://citroensmregembeau. free.fr.

    Everyone who is vaguely interested in motoring loves Citroens - but very few of us actually have the courage to own one. That's unfair, because early Citroens, such as the #Citroen-Traction-Avant and the #Citroen-2CV , were as tough as any car. But with the arrival of the DS, Citroen came over all avant-garde and, although it was powered by cheap and simple engines, the hydropneumatic suspension and brake system frightened off owners in the days when many people actually serviced cars themselves. The DS was superbly French but rather too idiosyncratic for most.

    The fabulously outrageous SM was the same, only more so. Styled by #Robert-Opron and fitted with a #Maserati-V6 engine, along with the signature hydropneumatic suspension and brake system that Citroen doggedly stuck to, the SM was an exotic-looking creation. Unfortunately it was launched when the automotive industry - especially in France - was in chaos, the fuel crisis was about to hit and the car proved to be underdeveloped and unreliable.

    During the decades since, the SM was largely ignored by the mainstream classic car world, seen as an over-complicated underachiever. For years, old SMs could be seen smoking around less salubrious suburbs with bits of fragile trim hanging off and the brittle interior crumbling. But in the last few years prices have jumped as the SM has become a desirable icon of the 1970s. With specialists such as Garage Daunat and Regembeau in France and Andrew Brodie in the UK proving that SMs can be made to run reliably and their foibles remedied, interest has rocketed. Even Drive-My editor Eric Richardson is in the process of importing one!

    The SM was recently afforded a seven-page feature, so this is not the place to repeat all the history. And nor should it be, because the car we have here is not one of the ordinary 12,920 production models but a replica of a one-off prototype. In fact it's the only #Citroen-SM-4.1-V8 in existence.

    To the bafflement of many, Citroen purchased Maserati in #1968 and this gave it access to Maserati's engine department, headed by Giulio Alfieri who developed the 2.7-litre V6 for the #Citroen-SM . According to marque expert Marc Sonnery, and detailed in his upcoming book Maserati and Citroen Years 1968-1975, in the spring of #1974 Alfieri was tasked with developing a new V8 engine for the Maserati Quattroporte II. The old Indy/Bora #Maserati-V8 was deemed too heavy and out of date so the Merak V6 engine was the basis for a fresh and more efficient 4.0-litre V8, and the idea was to test it in an SM.

    Alfieri ingeniously enlarged the V6 by cutting it in the middle of the third cylinder from the front and mating it with a one-and-a-half cylinder section from another block. Perfecto! A lightweight V8 that sits behind the front-wheel-drive SM's gearbox.

    Marc Sonnery put the question to Cleto Grandi, who was head of tecnico in the late Alfieri's R&D department for Maserati, and he says: Since Mr Malleret (director of Maserati for Citroen) did not want to use the traditional V8, judged too long in the tooth and uneconomical, it was decided to make a Merak Plus 2 engine... we took a Merak block and welded two additional cylinders from another Merak block and this engine came together quite simply.'

    Grandi continues: 'It was installed in the same position as the six-cylinder except that, to make room for the two additional cylinders, we had to modify the bodyshell slightly in the area of the dashboard to be able to fit the coolant pipes.'

    The gearbox remained standard, as Grandi explains: Normal five-speed gearbox, yes. We practically did not change a thing... To be able to fit [the engine] in the car, we flattened, as opposed to cut, the firewall and it just fitted in. There wasn't a lot of spare space, however.'

    One of Citroens reasons for purchasing Maserati was because of the smaller company's ability to produce prototypes quickly and Alfieri's engineers were skilled at aluminium welding. Grandi says: The distributor, we obviously took one for a V8, I am sure we fitted a Bosch unit, and we made longer camshafts and crank. The most difficult part of the job was to cut the two engine blocks and then afterwards weld them on the inside. That was difficult because of water and oil flow... you have all these passageways which had to be machined and then the two parts of the V8 were placed together so that everything could be calculated, then a welding tool specifically made for aluminium managed to weld it all very well.'

    The compact V8 was secreted into the SM's engine bay using the standard gearbox and engine mounts, with the firewall tapped with a hammer' - as Grandi tactfully puts it - to accommodate the extra cylinders. The regular SM sound- deadening material had to be removed, the exhaust manifolds took a bit of work, and additional pipes had to be added to both headers at the correct angle.

    The standard SM chosen to take the prototype V8 was finished in Rio Red with a black interior - exactly like you see in these photographs. Ingegnere Alfieri land others] did about 12,000km with the car, using it not only as a test bed but also for his personal commute home,' says Grandi. There was troppo potenza (too much power) so we had to change the suspension settings. Then at the end of the testing and development stage we removed the engine and, as the car was by then in poor condition, it was dismantled and scrapped.'

    By 1975 Michelin had decided to sell “Citroen Car Company” to Peugeot along with Maserati, which was haemorrhaging money. Peugeot then sold Maserati to Argentinean industrialist and ex-racing driver Alejandro de Tomaso. A fiery character, he wanted all signs of Citroen totally expunged from Maserati's history and the Citroen SM V8 was one of the casualties.

    Although the original Rio Red SM bodyshell was crushed, the special engine was saved along with other important Maseratis, including a collection of historic racing cars. This collection was then preserved by the Panini family in Modena, where it was put on display at its Parmigiano cheese factory. In 1998 the SM V8 engine was sold to the German Maserati collector Hermann Postert, who displayed it on a stand in his home.

    In the summer of 2009, private collector Philip Kantor persuaded Postert to sell him the prototype engine, to realise a long-held ambition. My late father loved Citroen SMs,' says Kantor. The trouble was they proved somewhat unreliable so he owned five at once to ensure one would always be running. He thought the cars were great but underpowered. Discovering that Alfieri had created this one-off prototype V8, and researching exactly how he had gone about it, I knew I had to recreate it, using the original V8 engine. My father would have really appreciated the engineering challenge and most certainly the result.'

    Citroen SM specialist Frederic Daunat was entrusted with this personal project and recreated the V8 in accordance with the original prototype. And now #Drive-My gets the chance to drive this unique SM in the quiet rural surrounds of Herbeville, near Versailles.

    It's immaculately finished in the soft orangey hue that is Rio Red, wearing the rare composite wheels made by Michelin, and its smart black leather interior appears original. In fact, the SM V8 looks no different to a regular SM but, when the engine fires, the cat is out of the bag.

    And, mon dieu, it sounds good! There's a very angry Italianate rasp that promises a good deal of power. It was never dyno'd, but the 4.0-litre V8 is thought to be whacking out around 260bhp.

    The driver's seat is big and soft; the view over the curved dash and fat steering wheel clear. The clutch operates as it would in the V6 and the V8 provides plenty of shove off the line, while the gearshift moves around the heavily chromed gate beautifully. That fat steering wheel needs to be so because you really have to hang onto it - with high gearing and extremely strong self-centring, you cannot palm along with one hand.

    Frederic Daunat, who prepares rally- winning SMs. has beefed up the hydropneumatic suspension but the car retains that incredible gliding ability across the country roads. As instructed, the brake button on the floorboard has to be treated very gently and at first application the SM nosedives to a very sudden halt. It takes practice to learn how to toe it correctly and it is a bit disconcerting not having a brake pedal to feather into blind bends, but at least you are always assured that the 1459kg #Citroen will stop.

    But going, not stopping, is this car's intention and. boy, is it quick. The V8 engine note hardens at about three thou', then goes off the chart with enthusiasm. Minimal sound deadening meansyou hear it at work from inside, and what a wonderful sound. With super-sharp steering, immense brakes, a tautened chassis and a fabulous V8, this prototype replica is the car that the SM always should have been. It's fast, comfortable, totally sorted, and the added power allows you really to exploit the capable chassis and benign handling to the full. This impressive Citroen is exactly what the late Mr Kantor Sr would have enjoyed for his high-speed European motoring.

    The Citroen SM V8 prototype replica will be offered for sale at the Bonhams Le Grand Palais auction in Paris, France, on 5 February 2011; www. bonhams.com/ cars.

    The #Citroen-SM-V8
    ENGINE #Maserati 4100cc V8. DOHC per bank, four #Weber #42DCNF carburettors
    POWER DIN 260bhp @ 5500rpm (approx)
    TRANSMISSION Five-speed manual, front-wheel drive
    STEERING Rack and pinion, fully powered #DIRAVI
    SUSPENSION Hydropneumatic, front wishbones, rear trailing arms
    BRAKES Vented discs front, solid discs rear
    WEIGHT 1459kg (approx.)
    PERFORMANCE Top speed 155 mph
    0-62mph 7.1 sec (test drive)

    ‘Going, not stopping, is this car’s intention and, boy, is it quick. The V8 engine note hardens at about three thou’, then goes off the chart with enthusiasm’

    Left. Inside, it's the usual plush, deeply comfortable and slightly eccentric SM story, With added speed.
    Above. Carburettor trumpets prove the badge tells the truth - though this V8 was actually built out of two V6s.
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  • Rob Scorah получение награды Photogenic
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    Ferrari 456 GT

    1992–1997 (456) and 1998–2003 (456M)
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  •   Elliott Roberts reacted to this post about 3 лет назад
    It has been a long while since I last had an update on the E30 and to be honest, along with saving for a wedding and another non-BMW project I purchased at the end of last summer requiring unexpected attention, I have just been lacking motivation. Still, I did manage to fi t my new engine mount bushes. My two new bushes were ordered from Schmiedmann in Denmark, which is fantastic for BMW parts; I’m sure you could almost build a whole car from scratch with parts from its online catalogue.

    / #BMW-E30 / #BMW-318i / #BMW-318i-E30 / #BMW / #BMW-3-Series / #BMW-3-Series-E30 / #M10 / #BMW-M10

    I ordered standard bushes and not uprated polyurethane or solid items for one main reason: the price. They cost me around £13 for the pair while poly or solid mounts would have set me back closer to £100, which I just couldn’t afford. Luckily after receiving my new mounts they appear to be slightly beefier from the original bushes currently on the car. Access to the mounts was easy on my #M10-engined model; once I had removed the air box and connected intake piping to access the passenger side mount, and put the steering rack on full lock to reach the bottom nut, a squirt of the always useful WD40 and the bolts were swiftly removed. To get the bushes out involved gently jacking up the engine to raise it away from the chassis, which was done with care as the risk of bending something or severing a pipe or wire was a possibility. As you can see from the side-by-side photos the old bushes were severely worn, probably the original items and much overdue a replacement. The new bushes have locating tabs so it was impossible to get them mounted incorrectly and the only stumbling block was having to jack the engine up further to fi t them in the same gap the compressed old ones came out of. Both sides in and tightened, it was time to fi re her up and see the difference and it was huge.

    The lumpy idle from the Schrick cam is now supported much better and twist under load has been severely reduced. After taking her out for a short drive I can also confirm the issue I had last year whilst travelling to Le Mans of the exhaust hitting the floor has been cured, thanks to less movement from the engine mounts, so all in all a great bit of maintenance.
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  •   Rob Scorah reacted to this post about 3 лет назад
    1961 Bristol 406 £85,000

    This finely engineered gentleman’s express is one of just 174 built, and it’s in ready-to-enjoy condition, says Rob Scorah.

    The general condition of this Bristol’s deep maroon paint is very good – no bubbles or fading, though there are small chips near the filler cap and to the edge of the bonnet and doors, and light scratches to the top coat on the nearside wing. Alloy body panels look to be in fine shape – symmetrical side-to- side with consistent panel gaps. The opening wing laps that allow access to the spare tyre and battery sit completely lush when closed. Door jambs are clean and the underside of the car is very sound.

    Chrome is largely up to the standard of the paint, though that on the bonnet vent is dull and weathered. Also, the rubbers and brightwork of the windscreen and rear window surround show light cracks and a little distress. There’s rust in a couple of the screws of the radiator grille, though the deep surround itself, as well as the bumpers, look in fine fettle. There’s a little surface rust in the steel wheels’ recesses.

    Inside, the coupé again gives a good impression, looking generally well cared-for and maintaining a good balance between authenticity and ongoing upkeep.

    The grey leather is supple and retains its colour, and the maroon piping looks tidy. The sides of the front seats and headrests show some scuffing. Though handsome, the Moto-Lita steering wheel is not original. However, a correct-type example (not as good-looking) will also be supplied with the car.

    The wood trim, while largely intact and showing good grain, has lost its colour and lacquer in some places. This is mainly under the windscreen and around the rear edges of the quarterlights where the window opens. There are no signs of damage in the surrounding material. The dashboard itself is a deep rich brown. Floors are solid and interior fittings feel firm and function as they should.

    The engine bay has a workmanlike tidiness with everything in the right place and no signs of leaks or overheating. The comprehensive service history attests to five owners’ worth of diligent care. It includes handwritten letters from a garage (1976), many hefty invoices from Bristol specialist Spencer Lane Jones, plus records of a rear axle rebuild and an overhaul of the ‘one-shot’ lubrication system. Confirmed mileage now sits at 66,193.

    The clutch is light enough for one of these and, though the steering is heavy at parking speeds, it drives without sloppy tolerances in steering or suspension.

    The 2.2-litre pulls from low enough in the revs so as not to make town driving a rowing exercise, while cruising remains relaxed but flexible. Overdrive pops in and out very smoothly and decent acceleration is only a crisp gear throw away. Water temperature sits in the lower half of the gauge and oil pressure is on 60psi.
    There may be some negotiating room given those untidy details mentioned, but considering this example’s solid history, strong mechanicals and the scarcity of these cars, don’t expect to come too far south of the asking price.


    404 introduces hole-in-the-wall grille in 1953. Engine is a 1971cc six; 52 made. Longer wheelbase four-dour 405 Saloon arrives in 1954 – 265 of which are made – along with 43 405 Drophead Coupés, now highly collectable.

    Taking over from the 405 in 1957, the heavier 406 raised engine capacity to 2216cc. Body now steel rather than wood-framed; four-wheel disc brakes are standard it. In total 174 are built.

    1959 Earl’s Court Motor Show sees launch of quirkily styled, triple-carb 406 Zagato. Much lighter than regular 406s, only seven were made and now command double the price of the regular factory offering.

    406 replaced in 1961 by the Bristol 407, which looked similar but had a 5130cc Chrysler V8.

    TECHNICAL DATA FILE #1961-Bristol-406 / #1961 / #Bristol-406 / #Bristol

    Price £85,000
    Contact Old Timer Manchester (oldtimermanchester.com, 01944 758000)
    Engine 2216 inline-six, ohv
    Power 105bhp @ 4700rpm
    Torque 129lb ft @ 3000rpm
    Performance Top speed: 107mph; 0-60mph: 14sec
    Fuel consumption 15mpg
    Length 4978mm (196in)
    Width 1727mm (68in)

    Non-original wheel is well-matched to dashboard.
    Bristol six quickly settles into an even, rattle-free tickover.
    Some details require attention but all panels fit flush.
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  •   Richard Truesdell reacted to this post about 3 лет назад
    / #1974 #Mercedes-Benz 450SLC CHASING CLASSIC CARS ASKING PRICE £12,900 / #Mercedes-Benz-450SLC / #Mercedes-Benz-450SLC-C107 / #Mercedes-Benz-C107 / #Mercedes-Benz / #Mercedes-C107 /

    Often in the shadow of its soft-top R107 sister, the rarer SLC C107 is a very capable and an airy GT in its own right.


    SLCs (Sporting Lightweight Coupés) have an air of relentless unburstability and this 450 is no exception. On start-up, the engine immediately settles into a steady even thrum, with no ticks or whines or blue smoke puffing from the rear. The transmission answers the throttle and the car pulls away strongly from standstill and on the move with plenty of low-down torque. There may be a very slight moan in the transmission, but the three-speed changes smoothly in all gears. The suspension is supple, with even the effect of major potholes being shielded from the occupants. For such a heavy car, roll is well controlled and there are very few groans or complaints from moving interior trim.


    This mid-1970s Mercedes makes a good first impression. Its body panels are straight and the panel gaps narrow and even. The plastic and chrome lower body trim and bumpers have retained their shape and are not discoloured. Mirrors, lights and window trim all look very smart. The rear (body-coloured) rubber boot shows some hairline cracks in its finish, but these are only visible very close to. There one or two pin-prick bubbles in the finish just above the lower driver’s door trim and a couple of chips in the bonnet, but these are very minor.


    The leather and trim show the gentle patina of their age, but everything is generally in good order. The seats have retained their blue colour well and the stitching tight, except for a slight fraying on the driver’s outer bolster. There is a small tear in the rear seat. Carpets are in good condition, as are the rubber mats. All switches are present and correct, and the Instruments work fine. The radio cassette is original. The sunroof works smoothly, as do the powered windows. The left rear quarter-light does not descend fully.


    The engine bay is that of a tidy, working tourer. Fluids are clean and at their correct levels, and there are no leaks in the hoses. There is no surface rust in bolt threads or on bare metal components. The history is a little patchy – an upper-engine job costing £8000 carries no date, but the car has obviously been well tendered-to. The V8 runs smoothly, with no smoke or leaks and the temperature and pressure gauges throw up no warning signs.

    The car feels looks and goes right and instils a lot of confidence in the driver. It’s a brilliant tourer as well as an everyday classic.


    EXTERIOR Overall good paintwork. Excellent condition wheels.
    INTERIOR Leather and carpets fine. All switches work correctly.
    MECHANICALS Engine runs and pulls well. Smooth transmission.
    PROS Good condition mechanically.
    CONS Not perfect cosmetically.
    ENGINE 4250cc/V8/OHC
    POWER [email protected]
    TORQUE 259lb [email protected]
    MAXIMUM SPEED 138mph
    0-60MPH 9.3sec
    TRANSMISSION RWD, three-spd auto
    MoT 12 months
    John Holland Cars, Sheffield S1 9BW / 0114 256 5040 /
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