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    MONTH IN CARS / #Barn-Finds / #1960-Mercedes-Benz-190SL / #1960 / #Mercedes-Benz-190SL / #Mercedes-Benz / #Mercedes / #Mercedes-Benz-W121 / #Mercedes-Benz-190SL / #Mercedes-Benz-190SL-W121 / #Mercedes-Benz / #1961-Mercedes-Benz-190SL / #Mercedes-Benz-SL / #Mercedes-Benz-SL-W121 / #Mercedes-Benz-190SL-Roadster-W121 / #Mercedes-Benz-190SL-Roadster-W121

    UK Merc – this time a 190 SL – joins in the auction action

    Mark Bryan of H&H’s Classic Motorcycle department was on a trip to Solihull to value some bikes when he was shown this – an unrestored 1960-Mercedes-Benz-190SL in an old lock-up garage.

    The car is an original #UK-registered , right-hand-drive example and appears substantially complete, if rather rotten and rough. Until recent months such a car would be expected to fetch no more than £20k-£25k but a startling result at CCA’s auction at the #NEC-Restoration-Show in March altered perceptions – a 190 SL barn-find estimated at less than £30k sold for £73,700 despite significant rust and a steering wheel on the left.

    The car here goes up for sale at H&H’s Duxford auction on July 26, estimated to sell at ‘up to £50k’ but offered with no reserve. The 190 SL has risen sharply in value but even this may not be enough to cover the high restoration costs that owners of 190 SLs find themselves facing.
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    Year of manufacture #1960
    Recorded mileage 28,011
    Asking price £54,995

    Vendor Knowl Hill Performance & Luxury, near Maidenhead, Berks; tel: 01628 825110;

    WHEN IT WAS NEW #Austin-Healey-3000MkI / #Austin-Healey / #Austin-Healey-3000 /
    Price £1326
    Max power 124bhp
    Max torque 162lb ft
    0-60mph 11.4 secs
    Top speed 114mph
    Mpg 21

    This home-market, Lancashire-supplied Healey could conceivably be showing the genuine mileage, because all of the MoTs tally back to 1985 when it read 16,055. It’s had just three owners, the latest since 1999. Either way, the body is straighter and with better front wing/door/ sill fit than average, and has been repainted in its original colour – less the black scallops with which it left the factory. The Heritage Certificate also confirms that it was ordered with a laminated windscreen, heater, overdrive and disc wheels. At some stage the steels have been replaced by wires, which pass the pen-and-tinkly-spoke test. They’re shod with Avon ZZ tyres – always an excellent sign of an enthusiast owner – that have lots of tread, and the same on the spare. All the chrome is smart, plus it has H4 headlights and discreet orange indicators under the rear bumper.

    The upholstery was redone in 1995, and the front leather is just taking on patina. The rear seat has the factory vinyl covering, there are belts front and rear, and there’s a Moto-Lita wheel. The carpets, dash and instruments are good, sidescreens lightly scratched and the hood is okay. The engine was rebuilt in ’92 at 22,644 miles. It’s clean and tidy, with no significant leaks and still with the original-type oil filter and dynamo. The coil looks newish and under the distributor cap we find an Ignitor replacing the points. The coolant level is correct with decent antifreeze strength, while there’s clean oil to the top level. The exhaust looks fairly recent, too.

    It starts easily with a sonorous boom that’s a little louder than standard and drives smoothly and sweetly, but with a sticky right front caliper that was freed off by working the pedal. No doubt this is due to standing and more use can only improve it. If not, new calipers are circa £180. It shows 60psi oil pressure at any revs and 40psi at tickover, with temperature steady at about 190ºF, and the overdrive clicks in and out smoothly. This nicely kept BT7 will be sold with a photocopy of the owner’s manual, a large history file and Heritage Certificate, plus new MoT at sale.


    EXTERIOR Excellent panel fits; nice paint
    INTERIOR Retrimmed in mid-’90s; front seats taking on a little character
    MECHANICALS Motor rebuilt 5500 miles ago

    VALUE ★★★★★★✩✩✩✩

    For Mostly standard, in fine order
    Against One sticky brake caliper, though it might free off


    It has all the signs of a well-cared-for example that has suffered slightly from lack of use. And there’s one way to put that right…
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    Charterhouse, July sale / #1960 / #BMW-Isetta / #BMW /

    Isettas come up at auction relatively often but they seem to be very hard to value with some machines looking undervalued while others seem to find homes at overinflated prices. This particular example has been the subject of a full nut and bolt restoration by a previous owner to a high standard and presented well at auction. In the current ownership this charming bubble car has been used sparingly with the last tax disc being issued in April 2008. It sold for £12,760, just over its higher estimate.
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    After more than 50 years, Donald Campbell’s greatest record-breaking achievement remains unequalled, proving him a worthy successor to his famous father. #Donald-Campbell-CBE / #Donald-Campbell / #Proteus-Bluebird

    Campbell poses with #Proteus-Bluebird-CN7 at #Goodwood in #1960 . The car was demonstrated on the circuit prior to being shipped to Bonneville.

    Born 23 March 1921
    Died 4 January 1967
    From Kingston-upon-Thames, Surrey
    Career highlights Set eight world speed records on land and water; the only man to break both the LSR and WSR in the same year

    When I wrote here about Sir Malcolm Campbell (Feb 2013), I mentioned that his son must have had a hard time following in such footsteps. I now think that Donald had his life pre-destined. Sir Malcolm was a typical father of that era: at arm’s length, emotionally remote and hardly a man to encourage a son’s self-confidence. Donald was an only child, born to his father’s second wife in 1921. Come WW2, he was disappointed to find that he couldn’t join the RAF for medical reasons, and had to settle for an engineering post. When Campbell Snr died, he didn’t leave his son any serious toys – Donald had to buy his late father’s boat, K4, before using it to emulate the four records Malcolm had achieved. Campbell’s efforts, even with support from his father’s mechanic, Leo Villa, came to nought: K4 was not designed for the speeds required in ’1948.

    Modified to lift further out of the water, it struggled with hydrodynamic drag and eventually crashed at 170mph. Then, in 1952, John Cobb exceeded 200mph in his jet-turbine Crusader on Loch Ness but lost his life doing so. Tragic, but the die was set: jet power was the only way to go. Ken and Lew Norris drew up a revolutionary boat, K7, which had 3500lb of thrust from its Metro-Vickers Beryl turbine. From 1954-’1959, it enabled Campbell to break six World Water Speed records – from just over 202mph on Ullswater, to an eventual 260mph on Coniston.

    Encouraged by this, Donald sought to achieve similar results on land so the Norris brothers were given the task of creating a car with a design speed of 500mph.With an extra 1000lb of thrust over the Beryl, its Bristol Siddeley Proteus drove through a complex four-wheel-drive system.

    After little testing, in 1960 CN7 was taken to Bonneville and all bode well until Donald had an almighty crash at 350mph. The car showed its superior strength by not only saving his life, but also holding up enough to be rebuilt. In 1962, it was dispatched to Lake Eyre in Australia. It never rained there, until Donald arrived. Two years later, though, he managed a couple of high-speed runs to secure the LSR at 403mph.

    Buoyed by this result, Donald resolved to go for the WSR as well. Lake Dumbleyung in Perth was the venue for K7’s return and, on the last day of 1964, he hit 276.33mph to become the only man ever to bag both records in the same year.

    Stories emerged of a rocket-powered Bluebird Mach 1.1 and, to boost the likelihood of sponsorship, Donald decided to have a last fling on Coniston with K7. In November ’1966, I was sent there as a photographer. Atrocious weather meant that the record didn’t happen, but I spent some time with him and the crew at the Sun Hotel. He’d come in for some rough treatment from the press and seemed to be under considerable duress. I think this was down to his personal standing and reputation, as well as his finances.

    The rest is part of speed folklore. He’d extinguished any suggestions of incapability compared to his father, and was aware that K7 was on the limit. It’s only conjecture what went through his mind after the first run and why he chose to do an immediate turnaround and blast back when the stability factor had already loomed large.

    When the BBC produced Across the Lake, it detailed superbly what took place leading up to the fatal run on 4 January 1967. I was commissioned to provide and drive the replica K7 and, as I sat in it (with only a 250hp outboard, sadly), the lake stretching out before me like a five-mile linear mirror, suddenly I got why the Campbells and Cobb did what they did. They may have been wired up differently but their pursuits were noble. The record now stands at 317.58mph and is there to be broken. Volunteers needed.
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    car #MGA-1600 / #MGA / #MG
    Year of manufacture #1960
    Recorded mileage 48,500
    Asking price £27,995
    Vendor Cheshire Classic Cars, Chester; tel: 01244 529500;

    Price £940 7s 6d
    Max power 78bhp
    Max torque 90lb ft
    0-60mph 14.2 secs
    Top speed 101mph
    Mpg 24-27

    This rather attractive A has had just three owners, all of whom knew each other, and its 22-year-old restoration – costing £20,000, and detailed in the history file with pictures plus invoices – is holding up extremely well. It’s not the original colour but the shade suits it.

    The body is particularly straight – just check the reflections down the side in the photograph. Panel-fit, mostly of the original metal, is all excellent, likewise the door-fit. The structure is clean and straight underneath, with dead-flat floorpans plus no dings or rot in the chassis, where we also discover a newish-looking stainless-steel exhaust. The rechroming work is good, with only a few polish marks visible and one small area of pitting on the right end of the front bumper. It’s also good to see body beading that hasn’t been painted over.

    The paint is mostly deep and even, although there are one or two tiny bubbles beginning to appear, the worst under the nearside headlight. The hood and sidescreens are the factory items, but still tidy. It has almost perfect Semperit radials all round, and an unused Roadstone on the spare.

    Inside, the leather has hardly any wear, and is just beginning to creasein nicely. The dashboard is all original, the steering wheel is crack-free and the carpets are pristine. The heater-control surround had been broken when we saw the car, but will be replaced before sale.

    The B-series unit is refinished to factory standards – not too shiny – with clean oil and bluish coolant to the correct levels. Braided fuel hoses are a thoughtful touch as well. There are no leaks from the motor – the floor was dry where the car had been standing – and just a couple of drips from the rear axle. The engine fires readily and the MGA drives very sweetly, showing 40psi oil pressure at warm tickover and 60psi when driving – with temperature steady at 180ºF. The car drives and brakes in a straight line – with a firm but rattle-free ride – while the synchros are a little crunchy if you rush the changes, although that’s normal. The MGA will be sold with a new MoT and a detailed history file.
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    The streets of #Frankfurt #1956 / #1957 / #1958 / #1959 / #1960 / #1961 / #Porsche / #VW

    Greg Cagle was a little boy when his parents lived in Frankfurt, Germany, from 1956-1961, but he was already “a certifiable car nut,” and shot several hundred photos of road and race cars he encountered. He’s working on compiling some of those photos into a book, to be called Stop the Car! Included will be not just commentary about the cars, “but about what it was like at such a young age on a continent still struggling to recover from war, and the means of transportation most people resorted to: mopeds, motorcycles, microcars (which I fell in love with because they were just my size!) and so on.”

    Greg kept good notes, and has been able to identify all but a few of the cars in his photographs. One of the mysteries is this black coupe, shot in September 1957. “It looks to be a conglomeration of body parts from a #Porsche-356 (rear decklid and front hood, anyway) and other cars,” he writes.

    “It is clearly badged as a VW, and the metal script below the rear decklid says ‘Vallore.’ I can find no reference to it in VW history, so I assume it must be somebody’s backyard creation on a VW chassis? The tall roofline, split windshield, and crude bumpers make for a pretty ugly duckling. Does anybody know its history or whatever became of it?” We’ll bring you more of Greg’s mystery cars next month. ‏ — at Frankfurt, Germany
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    BEERS ‘N’ BIDS A few beers and some eBaying led to Scott Worsey ending up with a serious project on
    his hands – thankfully he was more than up to the task.

    Words: Adam Sloman images: Jon-Robinson Pratt

    Beer and eBay is a bad combination. You know what I mean. You have a couple of drinks, switch on the laptop and start looking and then, before you know it you’ve started bidding. That’s exactly what happened to Scott Worsey back in 2010. “I’d been away for a weekend’s camping with the family and was thinking how good a camper van would be for us as a family,” recalls Scott. “I had a few beers and I started looked at some of the modern, coach built stuff and saw they were mad money, then I looked at VW ‘campers’ and they were equally expensive. I started looking at other old vans and saw a couple of Commers. I had a few more beers and then put in a bid.”

    Scott thought that was that and went to bed, a belly full of beer and a head full of campers. The following morning he woke up to an email on his phone, he’d won the Commer. “It was in Shrewsbury, a good five hours away, so I convinced a mate to give me a hand and hook up a trailer to his L200 and help me go and get it.”

    When he arrived in the Midlands he found the Commer, named Katy, resting and rusting quietly under a tree. “My mate, Clark, told me to leave it exactly where it was – I told him I couldn’t cos I’d already paid for it!” The Commer was loaded up and brought back to Devon, with Scott fearing the worst once he got home. “I thought my wife was going to divorce me, but it was quite the opposite, the kids were climbing all over it and my wife was taking loads of pictures. She told me she liked it, but it’s got to be done.”

    Like most Commers, Scott’s van had significant rot and the interior wasn’t much better. “The old boy I bought it from had had a go at doing the interior, but it hadn’t work too well, the roof had been leaking. A lot of it was rotten and it smelled awful.”

    Scott started by stripping out that rotten interior and began to realise just how far the rot had gone. “The peak and the gutters were in good nick, which was a plus but there were holes all over the floor. The outriggers were shot, the spring hangers were rotten, the bottoms of the doors were gone it was pretty bad.”

    While Scott was happy to tackle the basics, he knew he’d need help to bring the van back to life and so roped in his mate Clark to help him once again. With the strip down done Scott realised the rot was so extensive that some drastic action was required. “We basically cut the bottom 300mm out of van, and we then cut out about two-thirds of the floor.

    Scott was lacking a workshop and so invested in a gazebo. “We built a gazebo and did it in that, Clark had got rid of most of his workshop tools so we did the van with some basic workshop tools. When we cut the sides of the van off some of the outriggers came with it,” recalls Scott.

    Scott cracked on with the body, stripping the paint by hand while Clark rebuilt the outriggers and the sides of the van – though not through choice, recalls Scott. “When the sides were cut off the van the outriggers came with it!” Despite the relative rarity of the Commer when compared to other old school campers, there are plenty of panels available, but Scott and Clark wanted to go in a different direction with his ‘van and so the pair bought up some sheet steel from a local engineering fi rm. “Clark fabricated every panel that needed replacing from a sheet of steel I bought,” says Scott.

    Clark de-seamed the Commer though he has added one or two flutes along the van’s flanks in order to give a flavour of the original style. The front panel has also been modified with an extra set of lights, while the cold air intake for the heater has been done away with, giving the van a cleaner look. “The side windows have been shortened too,” says Scott. “I needed space to build a cupboard at the back.” At the rear, the Commer’s standard lamps have made way for Range Rover items, representing another subtle but smart mod to the ‘van.

    When the camper’s body was finally solid once again, Scott was then tasked with deciding what colour it should be painted. “A lot of Commers are two-tone,” notes Scott. “I had all sorts of ideas for matte paints and stuff, but Clark came up with the colour. Funnily enough it’s a VW paint shade.” The Commer still bears the name Katy, though now it’s been lovingly airbrushed on, rather than written on by hand.

    The paint went on in October 2011, while the wheels were painted in a contrasting Magenta Pearl. “I really like the wheels,” notes Scott. “The only thing is a lot of the colour is hidden by the wheel trims.”

    Scott then needed to sort himself out a roof. “I went on the Commer Van Fan Forum and bought a second hand roof. I thought the holes would be the same – it took me and Clark four full days to graft it in.” Though in good condition it still needed a full respray and a retrim to bring it up to the same standard as the rest of the ‘van.

    By November, the Commer was ready to come back to Scott’s and another temporary home. “I bought a marquee and pitched it over the van to give me somewhere to work but the weather was so bad it was lifting the marquee up – I used railway sleepers to secure it but the wind was swinging the sleepers toward the van!”

    Mechanically, the ‘van needed little, but Scott has upgraded the ‘van with an electric fan and fuel pump. He’s also fitted a re-cored radiator and electronic ignition, as well as other consumables like plugs and leads.

    Having weathered the storms, Scott started 2012 by removing whatever old trim he could find in the ‘van as well as starting to insulate the inside panels. Scott wanted to make sure the inside of the ‘van was up to the same standard as the freshly-painted body and headed back online to the Van Fan Forum.

    “The guy I bought my ‘van from had a go at making his own interior but it was a real mess, and with the ‘van stripped I had a blank slate. A guy on the forum was really good and measured up all the cupboards for me.” Initially Scott was planning to build a simple interior that remained faithful to the Commer’s original interior but with carpentry experience to call on, he felt he could do a little better. “I spent most of 2012 squirreled away in the van, starting with ply lining it. By May I was building the frames inside the ‘van” says Scott.

    Once the frames were in situ, Scott covered them with flexible MDF and put radiuses on the corners to round them off. He then covered the panels in car body filler to give them a smooth finish. “I treated the cupboards as if I was doing the body of a car” he adds. When he was happy with the finish, Scott then pulled the cupboards out of the Commer and put them into the garage where, over the course of the winter, he painted them with one pack coach enamel. Scott turned to eBay to find the front seats for Commer, ultimately sourcing a pair of cream leather MGF items. A local retired upholsterer renewed the seats as well as making the dash cover, which Scott then trimmed and fitted, Scott recalls. “I fitted the dash and also retrimmed the door cards and the rear. I then got the cupboards back in and then it was ready for an MoT.”

    Finally, it was ready for its first MoT in years. “It passed, I don’t know the last time it was on the road. I’ve spent evenings and weekends on it since then doing the last few bits and bobs on it.”

    Normally, that would be that, but for Scott, he found there was more work waiting for him. “The roof leaked,” recalls Scott – clearly still annoyed by the memory. “It ruined the carpet – which had cost me something like £200. The cupboards got a soaking – I thought it was all going to be ruined – I was just about ready to get rid of it when I thought the interior was trashed.”

    Luckily for Scott the interior survived with minimal damage – Scott replaced the floor covering and all was good once more. Those weekends, and the water damage meant that Scott spent the rest of 2013 finishing the ‘van off, leaving no time to try it out. “We’ve had one night in it in Exmouth, but this year we’ll do a lot more – it feels finished now.”
    Scott’s right – the van does feel finished – and to a very high standard. The little details, like the curved cupboards, really lift the interior – you’d struggle to know that this was the product of one (admittedly talented) bloke in a garage.

    “I was really lucky with the project,” admits Scott. “I didn’t struggle to find any bits for it – everything I needed came either via the forum or eBay and with Clark’s help it went really well.” There’s something very cool about a Commer – the world of the classic camper is so utterly dominated by all things Volkswagen, Scott’s van stands out in the crowd and while you’ll initially notice it because it’s not a VW, the neat details built into the van by Clark keep your attention.

    SPECIFICATION #Commer-Camper / #Commer / #1960#1983 / #Commer-FC / #Rootes-Group / #Chrysler-Europe

    ENGINE: 1725cc, standard with #Weber carburettor
    TRANSMISSION: Four-speed manual, standard.
    SUSPENSION: Standard
    BRAKES: Standard
    WHEELS AND TYRES: Standard steel wheels, powder-coated and painted in Hot Magenta pearl. Toyo tyres.
    INTERIOR: MGF front seats in cream leather. Custom-trimmed dash and door cards. Custom fabricated cupboard units. Retrimmed rear seats. Campervan fixtures include oven, two-ring hob/sink unit. Four-berth with double bed and hammocks in elevating roof section.
    EXTERIOR: Custom front panel with additional lights, smoothed and air intake removed. Custom rear with Land Rover tail-lights. Custom fabricated side panels. Body resprayed in VW cream.
    SHOUT: The wife Claire and kids Elliot and Millie for putting up with missed weekends and evenings as well as having a grumpy Dad/ husband. Commer Van Forum (www. and forum members “Panky”, “Commerracer Tim”, “Triumph Dan”, Suzanne for the curtains, Ernie for the rear seat pads. Clark for all his help. Richard and Lee at Clearcut Conversions (

    “The outriggers were shot, the spring hangers were rotten, the bottoms of the doors were gone it was pretty bad.”
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    A rarity made copies - only 9 examples /// Victim of the #1960 #Citroen-DS19-Chapron-Coupe-Le-Paris / #Citroen-DS19-Chapron-Coupe / #Citroen-DS19-Coupe / #Citroen-DS19-Chapron / #Citroen-DS19 / #Citroen-DS-Chapron / #Citroen-DS / #Citroen / #Citroen-DS-Coupe

    Symbol of modernity, the DS was nevertheless one of the last museums of the ultimate craftsman French coachbuilder Henri #Chapron . Or how about a tradition disappearing gave birth to some exceptional cars...

    In 1958, while all the other great names of the French body put the key under the door, #Henri-Chapron is interested in DS. A convertible (the only one without name) is presented at the Paris Salon. It is quickly followed by a coupe called the Paris. First in a series of nine copies only, this coupe is devoid of the vertical strip obscuring the junction in the middle of the rear wing. The front half of the car is itself very close to that of the sedan. The back, he is totally unprecedented. Today is the last scion of the line, and one of the three survivors, facing me. Produced on a base already registered, it has retained its original colour and chrome galore. The interior, generously topped with red, pleases the eye. Carpet, leatherette covering the seats (quite close to the leathery), the ubiquitous colour meets the eye and warms the atmosphere. Audessus, a golden banner reminds the roof colour.

    Finally, if the instrument panel is identical to that of a DS "normal", the instrumentation has not been completed, the impression left is different. The role of the harmony of colours is undeniable mark on this... Only regret a perfectible finish, which reveals inaccurate adjustments. Behind, the space is smaller than in the sedan, but still enough to accommodate two adults without risking getting angry with them. And given the volume offered by the trunk, each able to carry his belongings. A good point for trips with family or friends, but the best place by far, is located behind the steering wheel...

    Softness and pleasure

    Based on a copy 1960 our The Paris features the inimitable ashtray wings. It must also be satisfied with the original 1911cm3, it estasay in its version of 75bhp (83bhp the changes happen just after stopping The Paris) with a 6 volt power supply. Despite its status as a futuristic spaceship, he is entitled to an old-fashioned setting wheel of the ignition advance. To start, simply place it in the zero position and operate the shifter end behind the wheel. A gesture confusing for the novice, but which snags DS are used. The engine from the Traction Avant soars quietly, and the ride begins. Besides the softness of the box control, the lightness of the steering element is as stunning as compelling to use. Only a few "pschitts" features elegant disrupt our broom. Brake hand, ordering brutal reputation is overrated here. Besides the slight reaction time shown by our companion of the day, the fungus much maligned finally seems quite accommodating, as I find myself left foot braking. All without finishing the nose in the windshield! In the city, despite the respectable length of the set (same as the hatchback), I move with relative ease, proud to be flying a rare model.

    Arriving on the highway, but I have to find my concentration to keep pace with modern traffic. Supple and relatively quiet city, 1 911cm3 quickly confesses its limits on expressways. A long side ends under 70km / h flat out. Then get to double its tracks. On this point, the Paris Le Coupe is primarily a DS 19 starts with a slight overweight, a modern car with an engine a bit overwhelmed. As a convertible, is appraised a senator train that fits perfectly with the imposing it releases.

    A physical foremost

    The interest in this vehicle then lies mainly in its elegant line and exclusivity. Six times more expensive than a sedan at the time, it is even more so today. In theory at least, the hard part is to find a copy for sale. Because it is a self as one does more: handcrafted built with great care, sold for high prices to a select few rich, it represents a vision of the automobile endangered in the dawn of the sixties. A expertise now gone, as the audacity which enabled the launch of a model such as the DS...

    Although the vertical wand weighs just overall, the profile of the Coupé The Paris remains very elegant.

    Amusing detail, these deflectors borrow a room at the Renault 4CV.
    Placed behind the spare wheel, the 1911cm3 does not shine by its accessibility.
    We love its comfort, its rarity, its line, its stylish decor.
    We love the least exceeded engine, its bulk.

    As seats, against doors are entitled to a red leatherette covering the most beautiful effect. The doors, they are longer and wider than the sedan.

    While the space is less royal than in a sedan, but two adults can still travel comfortably in the back of this coupe.

    Besides the colours, nothing distinguishes inside the Coupé Le Paris, a DS of mass produced at the same time.

    The Paris Le Coupe is entitled to the new rear wings, 1959 arrivals, which allow changing the wheels ... without removing the wings.
    Although slightly down (back station!), Chest welcomes your luggage without problems and, more cautious, some tools...

    TECHNICAL DATA #1960 #Citroen-DS19-Chapron-Coupe Le Paris

    Engine 4 cylinder inline, longitudinal
    Displacement 1911cm3
    Fiscal power 11HP
    Max power DIN 75bhp at 4500rpm
    Torque DIN 137Nm at 3500rpm
    Food carburettor body double in the front wheel drive, Box hydraulic 4-speed (1st non-synchromesh)
    Brakes front / rear discs / drums
    Tires Front / Rear 165/400/155/400
    Dimensions L x W x H 4.80 x 1.79 x 1.45m
    Weight Approximately 200kg
    Top speed – more than 140kmh
    Acceleration NC 1000m D.A.
    Fuel consumption average 10-litres / 100km
    65-litres fuel tank
    Safe 500dm3

    Located behind the wheel, the gear lever also serves as a starter, when pressed to the left.

    Next to the glove box, the grid provides some air. From either side, coloured bands recall the two-tone bodywork.

    If the engine that drives the wipers were to falter, emergency lever, hidden under the dashboard, would manually operate the broom in front of the driver!
    • 1964 Citroën DS19 Concorde coupé - Sold for €110,000 - I think its maximum price for DS type cars for last years. But in 80s they coast a not lot of m1964 Citroën DS19 Concorde coupé - Sold for €110,000 - I think its maximum price for DS type cars for last years. But in 80s they coast a not lot of more than not new Ford Fiesta and VW Polo!  More ...
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    Anyone can restore a classic #Porsche , but only the bravest of petrol heads have the balls to modify one!
    Words & Photos: Paul Knight

    At the recent Wanroij event in The Netherlands there was one car that really grabbed our attention. Parked by the side of the lake was this insanely-low #1960 #Porsche-356B (T5). We had to find out more, hence immediately set about tracking down the owner...

    The man in question turned out to be Marco Mulders from Eindhoven – a name we immediately recognised, as Marco is no stranger to the #VW (or Porsche) scene. Marco is a trained pilot but, when he’s not working (i.e. just recently), he takes time to tinker with ageing VWs. He told us, ‘I built my first VW around 15 years ago and have owned a whole range of Bugs, Buses and 356 replicas... all of them low, of course!’. Marco also produces fibreglass 356 Speedster and coupé body shells (clearly a clever and incredibly busy guy!), and his previous green/white 356 coupé replica with Polizei livery was a very well known car on the show circuit.

    But, replicas aside, Marco had long been hankering after a ‘real steel’ #Porsche-356 to turn into something radical hence asked a friend who restores original 356s if he’d keep his eye open for a suitable project. Amazingly, his friend explained that he had a car at his workshop, which might just fit the bill. The car in question was actually an old Dutch racecar with quite a colourful history, so Marco wasted no time and sealed the deal almost immediately!

    The car had been standing for some time and was a bit scruffy, but it had an original steel sliding sunroof (a very rare option) and Marco was keen to get involved in some metalwork, hence he sent the thing away to be sandblasted! Marco commented, ‘When it came back, it was perhaps a little worse than I first imagined, and I ended up replacing practically the entire lower 15cm of the car’. This included a complete floor and some modifications, such as a raised section of the rear transmission tunnel and some custom-made transmission mounts. We should explain at this point that Marco was planning to build a real groundscraper, hence he opted to fit a Beetle transmission, which has been raised a little higher than usual and is held in place with some custom-made mounts. You may also have noticed that the transmission shift-rod now runs above the tunnel and terminates at a custom-made shifter box, topped with an Empi trigger shifter.

    Next, a set of one-off adjustable spring plates were laser cut and a pair of airadjusted dampers were fitted via custom mounts.

    Moving forward, the frontend adjusters (factory-fitted) were modified to provide some additional travel while a pair of king- and link-pin 2.5-in dropped spindles helped to get the front end way down. Once again, a pair of air-equipped dampers were fitted, along with a simple compressor and pressure valve system, which lifts the car just enough to make it driveable at the flick of a switch!

    At this point Marco also replaced the rusted-out doors with a better set, but now he had a problem... the finish was not consistent, and it just didn’t quite look how he’d first imagined. The solution? Another trip to the ’blasters! Upon it’s return, Marco carefully painted the floors and underside in gloss black, but then allowed the body to achieve just the right amount of rust before treating it to several coats of clear to seal the surface.

    Marco was keen to retain some of the history of the car in the shape of a few scrapes and dings, which it picked up on the race track. He also made a great job of letting-in and blending the fresh steel and repairs, so is proud of the fact that car honestly displays all it’s metalwork and repairs for all to see.

    We loved the fact that the sand was still falling out of the box sections and nooks of the body, which led to a small beach forming on the floor of the car! Speaking of the floor, what better way to compliment the gloss black paint than with a pair of Hunts (USA) polished aluminium bomber seats, which were trimmed by a friend with leather Marco rescued from an old couch!

    Creature comforts are few and far between, with only an old Nardi steering wheel, the factory gauges and a couple of aluminium door panels inside. Marco explained, ‘Genuine Porsche parts are just so over-priced, hence whenever I was stuck for a part, I’d just turn to what I know best and make a VW part fit the car’. It’s a cool ethos, and we like the fact that Marco simply refused to pay the ‘Porsche-tax’ – clearly a VW guy through and through!

    This was the case when it came to sourcing an engine for the project. Porsche 356 motors are out there, but you’re looking at roughly £5k for a halfdecent used motor these days, hence Marco opted for a VW Type 1 motor, instead. The car was originally fitted with a 90hp 1600cc motor, but it now powered by a twin-carb 1914cc Beetle motor, which probably produces at least 90hp... maybe even a little more!

    Marco doesn’t know too much about the motor, except that he pulled it from a Porsche 912, which he’d driven and reported that it ‘pulls really well’. It might not be pretty, but thanks to those dual Weber 40DCNF carbs and a modified stainless steel Type 2 exhaust, it sounds great when Marco hits the loud pedal! Marco went on to complete the wiring and plumbing (and airlines!), then fitted up just enough O/E trim to make the car work. The stripped out look and lack of bumpers really suit the non-nonsense styling of the ratty-racer, and there’s no denying that it’s just about as tough as they come.

    But, of course, it’s those huge Fuchs replica rims that really set things off. Marco bought the rims already modified and painted in flat black and decided that they’d work well with a custom coat of metallic gold paint.

    The rears are regular Type 2 bolt pattern 7x17s but the fronts have been narrowed and now measure 5.5x17. Fitting them to the car involved re-drilling the rear brakes to the Bus 5x112mm PCD and simply fitting up a set of 5x112mm CSP discs to the front spindles.

    The end result is one truly gobsmacking outlaw rat-ride!! However, Marco is the kind of guy that loves to build a car, but soon feels the need to fire up the grinder and start a fresh project just as soon as he’s completed the last. Hence, if you’re interested in this car and have a cool €50k to hand, it could be yours.

    In closing, Marco stated, ‘I would prefer to give the car away to anyone who can provide me with a full-time pilot-job – and that’s not a joke’... so there you have it, a free car if you can sit Marco in the hot seat of an aircraft!

    Left: The rear section of the transmission tunnel has been raised to provide clearance for a ‘Freeway Flyer’ Bug gearbox Below: The gold-painted Fuchs replica wheels measure 5.5x17 up front and 7x17 at the rear. Slammed on the deck, this car looks as hard as nails and drops jaws at 50-paces!

    1. The floors have been painted in black to contrast perfectly with the rusty exterior. Note the sand in the footwells, which is left over from the double sandblasting this car has been subjected to!
    2. The steel sliding sunroof is a rare option, which makes this T5 body quite desirable amongst Porsche collectors. Fortunately, this sunroof is complete and in working order – very cool indeed!
    3. Under the bonnet is a race fuel cell, a sealed battery and an air-compressor (feeding Monroe air-shocks)
    4. Aluminium bomber seats were supplied by Hunts in the USA and leather-trimmed by a friend.
    • patina porsche
      Marco Mulders is no stranger to cool rides... here’s his latest creation, an all-steel, slammed 356 on huge Fuchs-replica rims!
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