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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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    On track in SM - sadly not mine... #1973-Citroen-SM / #1973 / #Citroen-SM / #Citroen

    1973 CITROEN SM

    DAVID LILLYWHITE @Drive-My David

    The Caterham has been returned to the factory, now the Academy season is over. The MGB and Saab are reunited in a barn down the road. And the SM is back, awaiting my attentions after BL Autos made such a nice job of realigning the front chassis legs, repairing a previously hidden rust spot further back on the engine bay chassis members, and refitting engine, gearbox, brakes, steering and suspension.

    In case you’ve missed a couple of episodes, I had done all that before the chassis problems were spotted, so I asked BL Autos to strip and rebuild the engine bay. It cost me £1000 but I really couldn’t face doing all that work again.
    Inevitably, my enthusiasm for the project was beginning to wane, roughly in parallel with the emptying of my bank account. But along came SM guru Andrew Brodie with his well-campaigned SM, fresh from a fourth place on the Mini Britannia, to the Drive-My track day at Goodwood, and he let me out to play in it.

    On a wet and shockingly slippery track, the long, heavy Citroen appeared to have no grip at the rear, slipping and sliding this way and that. But as the track began to dry, the SM demonstrated handling and poise worthy of much smaller, sportier cars. It rolled about, the rear wheels skittered; but when it did let go it was easy to catch, and it just flew round the track, prompting smiles, amazement and perhaps just a little fear from other drivers.

    I loved it. Balancing the weight of the big SM on its hydropneumatic suspension was as satisfying (perhaps more so) as driving a more obviously track-orientated car around the fast Goodwood circuit. I went home feeling inspired. It’s SM time again!
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    / #1968-Citroën-DS21-Decapotable / #Citroen-DS21-Decapotable / #Citroen-DS21 / #Citroen / #Citroen-DS / #1968

    CHASING CARS Russ Smith’s tempting buys

    For sale at #Bonhams , London, December 1, bonhams.com/cars Why buy it? Any #DS drop-top is a rare thing of beauty, and Bonhams’ goddess compounds the attraction by being one of – it is believed – only six examples built in right-hand drive. Straight, smart and with just the right level of patina, it has covered just 700 miles in the last three years. Price estimate £150,000-£180,000
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    / #1979-Citroen-2CV #Bonhams Greenwich / #1979 / #Citroen-2CV / #Citroen

    Greenwich, Connecticut June 3, 2018

    White with red fenders and vinyl rollback top; gray tweed seats. 435cc aircooled, opposed two-cylinder engine; single downdraft carb. Four-speed manual transmission, four-wheel hydraulic drum brakes, four-wheel independent suspension. And for horsepower? An overwhelming 12 at 3,600 rpm, according to Bonhams (other sources state almost double that amount). Restored in 2008 to a high standard, this 2CV has good cosmetics inside and out, with very good paint, excellent glass and a well-trimmed cloth interior.

    You could open a good size museum containing only 2CV models and derivatives. Citroën made trucks, vans and pickups, as well as the Sahara, a 2CV with two motors providing primitive but effective 4WD. In all, over 3,500,000 2CVs were built; add those variants that were done on the 2CV platform, and that number balloons to over 8,500,000. The irst 2CVs — for deux chevaux, or two horses in French (for its 2 taxable bhp) — were made in France in 1948; the inal ones were assembled in 1990. In the interim, they were manufactured in an amazing variety of countries. Even though the market for beach cars from the 1960s is hot (Fiat Jollys and Mini Mokes come to mind), the minimalist 2CV hasn’t been swept up in that tidal surge.

    Selling at less than nine grand against an estimated range of $15,000 to $20,000, this was une incroyable affaire, an incredible deal for the buyer.

    SOLD AT $8,960
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    ‘SUMMER DREAMIN'

    Keith has resolved to make the most of the summer with his Citroen, but before he can do that he needs to retrieve if from Cumbria.

    LIVING WITH CLASSICS

    Our tales from the driveway, garage and out on the open road
    OWNED SINCE March 2017
    MILEAGE SINCE LAST REPORT 1500
    TOTAL MILEAGE 94,020
    LATEST COSTS £40 (MoT and bits ‘n’ bobs)

    Keith Adams Contributor

    CAR #1979-Citroen-GS-Pallas / #1979 / #Citroen-GS-Pallas / #Citroen-GS / #Citroen / HLP 875V

    After a quiet winter and spring resting up in Cumbria, I decided it was time to ready the car for a summer of classic shows - and its first appearance at the Hagerty Insurance Festival of the Unexceptional. That’s easier said than done, when the car is at one end of the country, and you’re at the other - but in any opportunity for a long drive in one of my classics is an opportunity to be relished.

    I’d had the car MoT’d the week before by my classic-friendly tester (Mill Garage, Frizington) and it passed without advisories.

    My plan was simple - to get up before sunrise, jump into the GS, and drive it so I could then do a full day’s work. I would be helped by the fact the drive would be taking place on the summer solstice, and that a 260-mile commute from my home in West Cumbria to Peterborough in a #Citroen GS should be a joy from start to finish.

    At 4.30am I climbed in, belted up, turned the key, and psyched myself up for the drive south. A couple of minutes later, the first sliver of sun crested the horizon, I waved goodbye to the barn, and headed towards the A66. Settling into a 60mph cruise in the GS, what struck me is why on earth I don’t do this more often - getting up early to drive your favourite car on quiet roads is something every petrolhead should do on a regular basis.

    The roads were empty, and as the sun brightened, I got on with the business of enjoying myself. The GS was in its element - singing away at 4000-5000rpm, and wafting in a way that no car this small has any right to.

    The problem with this as a drive is that there’s no bad story to tell. GS and I managed to avoid the usual A1 traffic delays - and for once, Traffic England managed to keep all of it open. By the time I rolled into CCWs Peterborough office at 9am, I was fresh, happy, and ready for work. I’m not sure any other comparable 1970s saloon could have managed that feat as well. I love my GS, and in my ever-changing fleet, it feels like this one is the keeper.

    Downsides? None really, other than the fuel consumption, which averaged 25mpg. But it’s a small price to pay. It’s now at


    my place near work, sharing the drive with another Citroen - a gorgeous #Citroen-CX20-Pallas .

    Did we make it to the Hagerty Insurance Festival of The Unexceptional? Of course it did - and as I drove through the gates of Stowe School, I was honoured to be directed to display it right at the front of the pack.

    Even better news was that I met with Chris Salter, the guy I bought the GS from. I’d picked it up sight unseen, and even more unusually, I’d never met Chris face-to-face, concluding the deal via email. He was delighted to see his car again, his enthusiasm reinforcing what it is so magical about my GS... it’s going to be a great summer!

    Keith catches up with his Citroen's former keeper, Chris saiter.
    Ready for the longest commute Keith has done in a long time - he relished every moment.
    GS currently shares the same drive as a CX.
    Roads to himself (well, it is 6am...).

    'I love my GS, and in my ever-changing fleet, it feels like this one is the keeper'
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    CITROËN CX GTI TURBO ( #1985 - #1989 ) / #Citroen-CX-GTI-Turbo / #Citroen-CX-GTi-Turbo / #Citroen-CX25-GTi-Turbo / #Citroen-CX-GTi-Turbo-Series-1 / #Citroen-CX / #Citroen

    Citroën owners are passionate ones. They get the brand; all its pitfalls suddenly become attractive characteristics that make the brand stand out. The Citroën CX GTI is certainly amongst Citroën’s quirkiest models, and the CX itself is often regarded as the last proper Citroën before its takeover by Peugeot.

    The CX took over the big saloon gauntlet from the DS within the Citroen family. It was praised for its free-revving, long legged performance even before the GTI model arrived. The addition of the turbocharger in the 2.5-litre CX boosted power to a healthy 168bhp and top speed reached 135mph. While the speed aspect isn’t something to shout home about, it’s enough to help the CX along the way. Besides, its good looks are enough to woo you anyway.

    Today, finding a CX GTI is difficult enough, let alone one in RHD. We found just one example for sale, which resided in sunny Spain; a left-hand drive, automatic example which had covered almost 90,000 miles priced at just under £14,000.
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    Starting HANDLE / #Citroen-CX / #Citroen / #Citroen-CX-Prestige /

    Life after death: James Walshe seeks caring owner for his cars

    ‘It seems right to add my classics to my will’ Has this CX been cherished or abused?
    Clarke 1.1kW

    Inverter Generator £299.98 machinemart.co.uk

    Thankfully I’m not quite circling the drain yet but lately I have been casually wondering what would happen to my classics if I was hit by a bus tomorrow. Unexpectedly, they’ve become fairly valuable assets and so it seems right to add them into my will. But some important assurances are needed first.

    I fear the dreaded ‘Hoarder’. This is the kind of person who is okay with dumping a classic vehicle outside in a field, leaving it vulnerable to the elements. In the event of my kicking the bucket, these people are a threat to a lifetime’s hard work and commitment tomy hobby. I don’t want them anywhere near my classics.

    Some, with the best will in the world, will vocalise their promise to restore and maintain a car but in reality, this is nonsense. ‘I’ll get around to it one day,’ they’ll claim. They won’t, of course. The poor car in question will slowly rot to pieces, thus denying other potential restorers the opportunity to save the thing.

    The argument is played out often online. Some go to extremes, suggesting a hoarder can’t possibly be a true car enthusiast, while the accused respond – rightly so – by stating it’s no business of anyone else as to what they do with a car. Their property. End of. I’m considering the idea of donating my DS and CX to the Citroën Car Club. Perhaps the cars could be given away in the rale at the club’s annual event? Or, more sensibly, sold only to a proven responsible enthusiast – as chosen by the club committee – with funds raised going into the club coffers for future events and worthy projects. This would further increase interest in club activities while ensuring my cherished classics went to somebody who would continue to care for them, as I did.
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    SM provides sniff of affordability / #Citroen-SM / #Citroen / #1971-Citroen-SM / #1971 / #Citroen-Maserati / #Citroen-Maserati-SM / #Maserati-V6

    There seems to have been a recent easing of Citroën SM values, which has to be excellent news for those of us who still harbour semi-realistic dreams of owning one some day in the future. Classified asking prices have yet to budge, but several have struggled at auction lately on both sides of the Channel.

    Most significant was the #French-registered car recently sold by #Historics-at-Brooklands . Billed as one of the best SM’s available, it looked indecently good in a Flat grey with an even Finish and good panel it, and came with an encouragingly full history folder. Our guide price supported Historics’ £38,000-£44,000 estimate, but the bidding only made it to £34,000 – an amount the seller proved willing to take.

    Keep an eye on these – there are limited numbers of good ones about and it is hard to imagine them ever looking other than futuristic.
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    CAR: #Citroen-GSA-Pallas / #Citroen-GSA / #Citroen-GS / #Citroen / #1980-Citroen-GSA-Pallas

    Name John Leslie
    Age 74
    From Warkworth, NZ
    First classic Jowett Javelin
    Dream classic A mint Citroën CX2400 C-Matic
    Favourite driving song The sweet sound of a fine engine
    Best drive Dunedin [South Island] to Warkworth [North]

    BOXER THRIVES IN THE ANTIPODES

    Surprisingly, given the fact that New Zealand is on the other side of the planet to France, Citroëns have always had quite a serious following here. Traction Avants and DSs are still often seen on the roads, are admired at rallies and seem to be the strong point of the Citroën owners’ clubs across the country. CXs are few and far between, but it is pleasing to see several in good condition, while GSs and BXs are seldom spotted. I understand from a club authority, in fact, that there are only about 30 GSs and GSAs in running order across the islands.

    My introduction to Citroën came by accident... literally, when I was involved in a collision while driving my rather fine Rover 95 that wrecked the car and could have killed me. I recalled seeing a DS21 Safari for sale not too far away and so I replaced the Rover with the Citroën.

    Over the years, there followed a DS21 Pallas, a new 2CV Charleston, a CX2400 #C-Matic , my first GSA, a BX automatic, two Xantias – one an auto, still in my possession – and the GSA featured in this article. My first GSA, purchased in about 1997, proved to be an outstanding vehicle, wonderful for a long journey. The air-cooled flat-four was ideal in Dunedin, on New Zealand’s South Island to where we had relocated. It was in due course replaced by the BX automatic, which was better suited to city driving.

    In 2010, I came across a very well kept #1980 GSA Pallas, stabled it alongside my ’94 Xantia five-speed and 1998 auto, and have enjoyed it ever since. It is an early model with the GS dashboard; I prefer the round Jaeger instruments and the sea of warning lights, all of which are working perfectly – a rarity!

    The car has been repainted at some stage in a metallic blue as near to the factory colour as possible, the cloth upholstery and carpets are excellent, plus all the rubber mouldings are original. The front seats wrap around the driver and passenger and, along with the ingenious suspension, give it remarkable composure on winding roads.

    With 170,000km on the clock, the GSA runs superbly. The engine uses no oil between changes, there are absolutely no leaks, the cambelts and tensioners have been regularly swapped and routine servicing is done on the dot. There have been no hydraulic problems, the fuel pump, exhaust manifolds and Y-pipe have been replaced and the Weber carburettor heating pipes have been repaired. Most new parts are bought from Rob Moss at The Chevronic Centre, which provides a brilliant and prompt service.

    The ride is similar to a DS, the way Citroëns used to be, with the oleopneumatic underpinnings that smooth every bump and wrinkle in the road. The centre-line steering is accurate and the handling is a delight. I always say to friends – and those who show interest in the GSA – that it puts a smile on my face every time I get behind the wheel. The Pallas is by far the best of my fleet for touring, the magic-carpet ride, its easy gait in top gear and the powerful all-disc brakes making long-distance motoring a doddle.

    I run the Citroën on 98 octane fuel and use Total lubricants, as still recommended by the factory. I have owned about 36 cars in my 74 years – Austin, Jaguar, Jowett, Vauxhall, Rovers, many Daimlers, a Humber Super Snipe, Audi, Mercedes, Volvo and Renault – but the wee Citroën beats them all.

    Clockwise: double chevron generations – Leslie’s GSA and one of his two Xantias; original trim is all in fine condition; as is immaculate cabin; oil-tight flat-four; alongside lovely Light 15 in Dunedin; handy large boot.

    ‘The GSA is by far the best of my fleet for touring, with its magic-carpet ride and easy gait in top gear’
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