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    / #Citroen-DS19 / #Citroen / #Citroen-DS / #1959-Citroen-DS-Prestige / #1959 / #Citroen-DS-Prestige / #1959-Citroen-DS-Prestige-Chapron / #Citroen-DS-Prestige-Chapron / #Chapron / #1959-Citroen-DS19-Prestige-Saloon

    Alerte Générale Bonhams, Paris, France 6 February

    THE MARKET / Auction Previews

    The French military certainly knew how to travel in style. This beautiful 1959 Citroën DS Prestige originally served as an attaché’s official car in Rome. Only 350 Prestige models were built by Chapron, and it’s thought that this is the earliest of around 60 survivors. The Prestige was the most luxurious of all the Ds, and this is the only one known to have been bought by the French Army. We all know the importance of looking good in Italy…

    After its military service it was sold into private hands, and passed between various Citroën collectors in France.
    It’s now owned by a UK-based DS expert and a minor restoration was carried out in 2019. It received a rebuilt gearbox, a new clutch, overhauled brakes and many other bits. Safeguarding this Citroën’s uniqueness was a priority, but the original bonnet – which features its military number painted on the underside – is not fitted. It is included in the sale, however. This DS is difficult to value, but the estimate is €60,000-90,000. bonhams.com
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    For most of my automotive life I have been a rear-wheel- drive guy. I knew that all-wheel drive or front-wheel drive provided better traction but, having grown up in New England where snow lay on the ground for at least four or five months of the year, I reckoned rear-wheel drive was just more fun. Doing donuts in a deserted supermarket car park on a Sunday morning, after a Saturday night snowfall, was way more fun than snowboarding or skiing. It’s why I chose the McLaren P1 over the Porsche 918. Hanging the tail out is one of driving’s greatest pleasures. I was well into adulthood before I got near a front-wheel-drive vehicle.

    / #1972-Citroen-SM / #1972 / #Citroen-SM / #Citroen / #Citroen-DS21 / #Citroen-DS / #1971 / #Cord / #Oldsmobile-Toronado / #Oldsmobile / #Citroen-Traction-Avant-15-Six / #Citroen-Traction-Avant

    In America back then, front-wheel drive was more for economy and practicality than anything else. The first post-war American car to feature front drive was the #1966-Oldsmobile-Toronado , and what an impressive debut it was. At a time when Italian manufacturers said you could never put more than 225bhp into the front wheels because of torque steer, the Toronado’s 7-litre V8 had 375bhp. And the fact it was the fastest stock car at the 1966 Pikes Peak Hillclimb helped to seal the deal.

    This radical automobile made me want to learn more. I set out to find myself the last great American front-wheel-drive car: the #Cord-810 and #Cord-812 from 1936 or 1937. It, too, had a V8 engine. In stock form it made 125bhp but you could have it with a supercharger. I found myself a #1937-Cord-812 , naturally aspirated. It was transformed with modern radial tyres, feeling and driving more like a car from the 1960s than the 1930s. The electric pre-selector gearbox is mounted in front of the engine so there’s a flat floor, freeing up more passenger room in the cabin.

    What killed it, besides gearbox problems, was that American cars at this price range were huge. This was the first ‘personal-size’ luxury car, and you seemed to get a lot more car for your money if you went the traditional route.
    My next front-driver was a #1972-Citroen-SM , Motor Trend’s Car of the Year. Rumour says the editor got fired because Citroën didn’t take out huge full-page ads logging its accomplishments like American carmakers did. Every enthusiast should drive an SM before they die. It has sleek aerodynamics, oleopneumatic suspension, quick power steering and the finest five-speed gearbox I have ever used. Driving in the rain was especially pleasurable because when you hit the brakes the rear end would go down rather than the front end, like a speedboat slowing down in the water. And the unique aerodynamics made the windscreen wipers almost superfluous.

    The excellence of this car made me check on Citroën’s earlier offerings. I soon acquired a #1971-Citroen-DS21 , the most comfortable car in the world. And a #1949-Citroen-Traction-Avant-15-Six , its six-cylinder engine better for today’s roads. Another great front-drive French car is the #Panhard-PL17 . It’s way more fun to drive than a Beetle, with only two cylinders but almost twice the power (60bhp for the Tigre model against 36 in a VW) from just 850cc. It weighs 1830lb [830kg], has a Cd of just 0.26 and can do nearly 90mph. It’s always more fun to drive slow cars fast. By far the strangest front-wheel-drive vehicle I have is a 1911 Christie fire engine. At the turn of the last century, fire engines were still horse-drawn because fire departments didn’t like combustion engines, considering them less reliable than horses. Walter Christie’s first pumper, built in 1899, was a horse-drawn unit.

    As engines gained favour, Christie came up with a two-wheel tractor with a 20-litre, four-cylinder engine and a two-speed gearbox to take the place of horses while pulling the same pumpers. It was much cheaper to operate than a team of horses because you didn’t have to feed the engine when it wasn’t running.

    Christie built about 800 of these until the early 1920s, when purpose-built fire engines finally took over. My strangest front-wheel-drive encounter happened recently, when I went skid-plate racing. If you’ve never heard of skid-plate racing – invented by a man named Robert Rice, aka Mayhem – don’t feel bad. Neither had I. You start with any legal front-drive vehicle, remove the rear tyres and weld a skid plate to the rear end. You’re dragging and sliding your rear end around corners, and it’s harder than it looks. Above 40mph it gets extremely tricky because you’re constantly steering and countersteering.

    In the first ten minutes I spun at least six times. When you come to a corner and feel the tail coming round, there’s almost nothing you can do. Unlike losing an early 911 in a corner, which happens so quickly you don’t realise it, this happens so slowly that you’re laughing the whole time as you try to save yourself. Who knew front-wheel drives could be so much fun?
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    Car #1983-Citroen-CX2000-Pallas / #1983 / #Citroen-CX2000-Pallas / #Citroen-CX2000 / #Citroen-CX 14,000 pnds

    For many, a late #Citroen Series 1 CX like this is the best of all worlds. The rust-free Portuguese car has been painted once in its life, but is otherwise original. Worth it for those beautiful dials alone. luxuseveloce.com (PT)

    Perfect Condition!

    Originality Certified by the Portuguese Classic Car Club ( Fiva Member)



    Top Original condition.

    Never Restored!

    RePainted Once!

    Accident free.

    Factory Welding marks and wax.

    Road Inspection History ( Mot/TuV)

    Extremely Original Car.

    With Sun Roof and AC (Working Perfectly!).

    Everything is working as it should…including the clock!

    Extremely well cared Car.

    Distribution Changed at 118640kms and at 123700kms.



    Interior it’s in perfect condition!

    All rubbers and Chrome are in perfect condition.

    Mechanically in top condition.



    Extremely difficult to find another CX in this condition!



    14000€
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    Safari close to home

    / #1973-Citroen-DS-Safari / #1973 / #Citroen-DS-Safari / #Citroen-DS / #Citroen

    Also in the sale was a 1973-Citroen-DS-Safari , a LHD car bought from France as a project but never started. Offered with an immense fabric sunroof, the wrong front seats and significant rust, this most capable of classic haulers found a new home for £1800.

    It may be left-hand drive and have the wrong front seats, but it has to be worth saving.

    Citroën DS Safari was bought from France as a project, but the restoration never started.
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    CAR #Citroen-GS-1220-Club / #Citroen-GS / #Citroen

    ALL AROUND THE WORLD – AND BACK

    OWNED BY Michael Browing
    FROM Melbourne, Australia
    FIRST CLASSIC 1949 MG TC
    DREAM CLASSIC 1973 Porsche 911 RSR 2.8
    BEST TRIP Along Victoria’s Great Ocean Road – illegally fast – in a 1995 Porsche 911 Carrera RS Clubsport


    It was a foolhardy idea: buy back the Citroën GS 1220 Club sedan I took delivery of new in Paris 45 years ago and drive it 1500 miles home, ignoring the fact that it had been off the road for two decades and its 145-15 tyres were older still. But ‘André’ (named for Citroën’s founder) and I made it from High Country Victoria to South East Queensland without any drama. I bought it from the same Citroën-loving family I sold it to after a year of European travels in 1972-’1973 – I am both the first and third owner of the first GS 1220 Down Under!

    The odometer reads 108,000 miles and I take responsibility for the first 24,000 and the last 2000. The Rouge de Rio paint is now several hues, the doors have the pockmarks of careless parking and the shapely tail bears the scars of a poor repair after an unsuccessful ‘mount’ by a large Ford years ago. But the red fabric interior has been renewed very successfully. It’s in remarkably good condition.

    A steam clean, new hydraulic spheres, a top-up with LHM fluid, new plugs, points and oil got it mobile again. I completed the post purchase trip at 4000rpm, which is about 55mph, averaging 35mpg and with negligible oil consumption. So there, Citroën doubters! Our adventures began at the Tourist Delivery Centre near Paris on 1 December ’72. Heading south, with the cavernous boot full of camping gear including a novel igloo tent with inflatable poles, Christmas and New Year were spent in Lisbon before sharing travels and cold, starry nights for the following 10 months. When money ran low, we returned to London to save for our next trip. Ayear later, back in Australia, we went our separate ways for 45 years. I was immediately drawn to the new GS. It was the most aerodynamic and advanced small car you could buy: its self-levelling hydropneumatic suspension set a new level of comfort with industry-leading anti-dive suspension; inboard disc brakes; and a small-but- willing flat-four air-cooled ‘boxer’ with belt-driven overhead cams. I loved the shape and it was affordable, so when the 1220cc was announced I put my money down. We camped mostly, but in May in Stuttgart a snowstorm forced us into a cheap hotel to visit Porsche and Mercedes-Benz. André didn’t mind when we left him for the weekend in favour of a new Porsche 911 RS 2.7, nor when I spent a day with Mercedes-Benz that included some 300kph laps of its Untertürkheim test track in a C111.

    Of course, André has had issues. We were driven mad by its dashboard rattles – why a French car company would fit a plastic one-piece dash for a country with so many cobbles is a mystery. The gearbox was noisy (it’s on its third), there was a rear suspension hydraulic leak and a wheel-balance problem from new that was a faulty bearing. But the good points more than compensate. Plus, it is a cheap classic; they have never achieved the collectability of the 2CV or DS. I didn’t hesitate when I got the call: “I’m thinking of selling your old GS – interested?” And for a total investment of about £2000, we’ll probably remain together for the term of our natural lives.

    ‘“André” didn’t mind when we left him for the weekend in favour of a new Porsche 911 RS and a Benz C111’
    Aerodynamic design and large, square boot with plenty of load-lugging capability endeared the GS to Browing and his plan to tour Europe in 1972. On its ’70s European travels with Browing At the bodyshop for minor rust repairs. Main: GS took Browing and companion from Seville to Berlin, Bergen to Istanbul in 12 busy months. Inset: owner with suitably 1970s attire.
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    So cool drives the avant-garde Citroën DS & Lancia Flaminia For the modern family Who looked for a large sedan with the latest technology in the 60s, which was found at Citroën and Lancia. Two completely different design ideas were available. Words by Franz-Peter Hudek. Photos Ingolf Pompe Good to know. / #Lancia-Flaminia-Berlina / #Lancia-Flaminia / #Lancia

    Key data: #V6 engine, OHV, 2458cc, 102bhp, 1430kg, 160kph, 1957 to 1970 Price: 34,000 euros (good condition) Character: Representative sedan with complex transaxle drive. Very solid, very comfortable, liked to ride in the Vatican
    Citroën DS 21 Pallas

    Tech data: four-cylinder engine, OHV, 2175cc, 100bhp, 1280kg, 175kph, 1956-1975 Price: 31,000 euros (good condition) Character: The most famous classic from France: unique, detail obsessed, futuristic, comfortable and capricious / #Citroen-DS21-Pallas / #Citroen-DS21 / #Citroen-DS-Pallas / #Citroen-DS / #Citroen

    Is that even a car? Or maybe a spaceship from the Perry Rhodan novels? Who is sitting behind the wheel for the first time in a Citroën DS, that raises this question. Almost nothing is reminiscent of a 1966 automobile, not even the steering wheel, whose only spoke, like the tongue of a reptile, sticks out of an oval mouth. Only a spoke! How should that be?

    And it's extremely light in here. The reason: The high, almost circularly curved windscreen seems to seamlessly pass into the side windows, as if there were no roof posts. This creates a perfect all-round view. That one does not see the front end of the big Citroën is not a handicap. We do not have to follow any bumpy asphalt bands, but float on our comfortable salon chairs simply through the universe. Even the bright, dynamically designed dashboard with a band tachometer embedded in fine corrugated iron and various chrome-plated dials signals the DS novice: This is not a normal car!

    Cool restraint in the Lancia Quite different is the Lancia Flaminia Berlina, whose interior is based on the traditional sporty car towards the end of the 50s: classic two-spoke steering wheel with semicircular Hupring, steering wheel circuit and two large round instruments for speed and engine speed.

    No experiments, just a few little peculiarities such as the indications of oil pressure and oil temperature, tank contents and cooling water temperature, which inform the driver within the round, up to 180kmh speedometer scale. Or a massive handbrake lever installed across the instrument panel, which acts like a handy baton.

    The seating position is similar to the Citroën. However, the Lancia driver overlooks almost a third of his own magnificent automobile: the two fenders pulled far forward and the dominant, only slightly sloping bonnet with the wide air scoop. In general, the aristocratic Italian makes no attempt to hide his impressive 4.85 meters in length. Both the huge forward-curved radiator opening and the tail fins protruding far beyond the trunk lid make the majestic Lancia look even bigger. The Flaminia is undoubtedly a prestigious automobile.

    The goddess from outer space

    The DS, on the other hand, whose name is pronounced in French as "déesse" - "goddess" - also reminds on the outside of a spaceship, which has extended the wheels to land. Its long wheelbase of well over three meters and the compact basic shape with tapered, almost cooler bonnet and sloping mini tail make the large front-wheel drive sedan compact. At 4.84 meters in length, the Citroën is only an inch shorter than the mighty Lancia with its decorative fin jewelry.

    If you were looking for an alternative to a Mercedes-Benz 220S for your family or other prestigious passenger transport in the early sixties, you could choose between these two extreme models. However, the car enthusiastic family man should pursue a lucrative profession, because the two import sedans were not cheap. The 220S with 110bhp gave it for 13,200 Mark, while Citroën for the shown here DS21 Pallas 14,300 and Lancia for the Flaminia Berlina even briskly called 22,500 Mark.

    For this you also got the most modern technology and an exquisite equipment. When introduced in 1957 Lancia a V6 engine made of light metal with initially 2.5-liters displacement and 102bhp, from the end of 1962 with 2.8 liters of displacement and 129bhp. The transmission and differential form a unit with the DeDion rear axle and internal brakes. At the beginning, the luxury equipment also includes rear window wipers and the small side windows which can be opened by the driver using compressed air. The workmanship of the bodywork is impeccable and is at Rolls-Royce level.

    The Citroën DS, which was introduced in 1955, offers even more modern technology: The hydropneumatic system, a complicated high-pressure suspension system, replaces the steel suspension and ensures a constant ground clearance that can be adjusted in three stages. In addition, it levels the rolling and pitching movements in curves and braking.

    The braking system and the optionally available semi-automatic systems also work with a high-pressure system developed for the DS series. Therefore, there is no brake pedal, but only a rubber button, on which one should enter with feeling, in order to avoid full braking.

    Our DS21 Pallas photo model reinforces the spaceship character of the interior with its red fabric upholstery and door panels. Its top features include larger seats inside, rear pocket cups and chrome door handles, exterior auxiliary lights, rubber bumpers, decorative trim, metallic paint and more. The unrestored topex copy with freshly reconditioned technology and new wearing parts was provided to us by the Citroën specialist Dirk Sassen in Düsseldorf. The DS 21 Pallas in Gris Palladium from 1966 is there for sale, contact in the purchase advice.
    DS with removable fenders One of the many peculiarities of the DS is the single-screw rear fenders, which you have to remove to change a wheel. And a four-speed semi-automatic without clutch pedal, the selector lever is mounted above the steering wheel.

    To start the 100bhp four-cylinder we press the selector lever in its neutral position upwards. The first gear engages with a slight body shake, and with little gas we go - no: we take off! In fact, the DS seems to hover almost contactless over the asphalt and can be controlled by the traffic with its fragile-looking steering wheel effortlessly and with little effort. The Lancia, on the other hand, calls for the old-school motorist: the massive, precisely crafted door and the crazy steering wheel gearbox, whose linkage extends to the gearbox on the rear axle, need a little bit of pressure in their handling.

    When driving, however, the heavy car proves to be surprisingly handy. Even without power steering, the Lancia pulls thanks to optimal weight distribution quickly and almost without resistance by fast driven curves. The powerful, quiet and low-vibration VR6 engine also contributes to a superior driving pleasure. Which one should you take? Strict Classicism or courageous avant-garde? Hard to believe: At that time, nearly 1.5 million buyers (all Citroën D models) opted for the avant-garde and only 3943 for the expensive classicism.
    Conclusion

    Does the Flaminia sedan also look familiar? It's clear. Their trapezoidal style shaped the cars of the 60s. The big sedans of Austin, Fiat, Peugeot and others took over this epochal Pininfarina look. By contrast, there are no design items from the DS. There are still many roadworthy classics that amaze us again and again. Franz-Peter Hudek

    Citroen DS
    BODY-CHECK
    ■ Between the tank and the trunk, the box-shaped seats of the rear swingarm bearings sit on the floor of the car. If the Citroën DS rusted through here, then usually the whole car is destroyed. The frameless side windows often get water in the car and ruin seats and panels. If it penetrates the roof, it attacks the C-pillar next to the floor of the car. Because the rear fenders are fixed with only one screw, it is worthwhile to remove them and to check the condition of the C-pillar. Also check: outer box sections of the frame, door bottoms, fenders, trunk floor and the sheet metal under the chrome trim of the Pallas models.
    TECHNOLOGY-CHECK
    ■ With the change to the green LHM hydraulic fluid from 1966, the reliability of the hydropneumatics improved considerably. With well-maintained models it is usually sufficient to change the spring balls about every 100,000 kilometers. Less well maintained DS also leaks in the 34 meter hydraulic system due to corrosion or leaking connections. Steadfast are all engines - even the early Langhuber with only three crankshaft bearings. The DS 23 (especially IE) can get storage problems at almost 200,000 kilometers. The semi-automatic should be adjusted by the specialist.

    PRICES
    At introduction 1965 (Citroën DS 21) ....................................... 13 200 Mark
    Classic Analytics Award 2019 (condition 2/4) .................... 31 000/8500 Euro
    Insurance (Liability / Fully Comprehensive) * ........................... 61.64 / 187.43 Euro
    SPARE PARTS
    ■ Not only because of the more reliable technology, we recommend a late DS, ID or D version. As of 1967, almost every spare part is found - and this is easier than for early versions. These are also characterized by many variants that complicate authentic type-appropriate restorations or repairs.
    CLUBS AND SPECIALISTS
    DS-Club Germany e. V., Wermertshäuser Strasse 9, 35085 Ebsdorfergrund, Tel. 064 07/902 30, info@dsclub.de, www.ds-club.de DS Sassen GmbH & Co. KG (Import, Parts, Repairs), Benrodestraße 61, 40597 Dusseldorf, Tel. 02 11/711 87 02, www.ds-sassen.de Autohaus Schneider, Rosenfelder Strasse 5, 72351 Geislingen, Tel. 074 33/85 08, www.fahrzeuge-schneider.de
    WEAK POINTS

    1 pictures of swingarm bearings
    2 rear crossbeam
    3 leaking roof and windows
    4 A and C columns
    5 door bottoms and sills
    6 frame boom
    7 spent feather balls
    8 leaking hydraulic lines
    9 bearing damage motor (DS 23)
    10 BorgWarner fully automatic

    Practicality •••••
    Spare parts layer •••••
    Easy to repair •••••
    Maintenance costs •••••
    Availability •••••
    Demand •••••

    Lancia Flaminia Berlina

    Under the representative body is modern drive technology, which requires a specialist. Good copies are therefore rare.

    BODY-CHECK
    ■ Anti-rust was a stranger to both Italy and France at that time - often with devastating consequences for the large Lancia Flaminia sedan. Responsible for this are numerous box profiles whose closed cavities are difficult to examine and contain no preservatives. The bare sheet received only a layer of underbody protection from below. Often also dampened insulation material in the rear area developed into annoying rust nests. Other problem areas of the Lancia Flaminia are: lamp pots, fenders in the area of the A-pillar, sills, side panels and the entire rear area with luggage compartment floor and end tips.

    TECHNOLOGY-CHECK
    ■ Properly maintained, the V6 engine hardly causes any problems. However, there are a few peculiarities. So a defective Novotex wheel of the tachometer drive can block the camshaft. Corrosion residues from the silumin (aluminum-silicon die-cast alloy) engine case may clog the water channels, resulting in blown cylinder head gaskets. The transaxle transmission unit with DeDion rear axle requires a lot of service due to the internal brakes and drive shafts. The manual transmission has its own oil pump, whose failure causes damage.

    PRICES
    At introduction 1957 (Lancia Flaminia Berlina) ...................... 22 500 Mark
    Classic Analytics Award 2019 (condition 2/4) .................. 34 000/10 000 Euro
    Insurance (Liability / Fully Comprehensive) * ........................... 51,64 / 192,33 Euro

    SPARE PARTS
    ■ Due to the relatively large number of Flaminia coupes from Pininfarina, Touring (including convertibles) and Zagato - a total of 8700 units - technical and wearing parts are available. It is more difficult in body and especially interior components of the rare Berlina, which often served as a partial donor for the sports models.

    CLUBS AND SPECIALISTS
    Lancia Club Germany e. V., Secretariat: Sanddornweg 5, 53757 Sankt Augustin, www.lanciaclubdeutschland.de Lancia Club Vincenzo, Im Nußbaumboden 7, 79379 Müllheim, Tel. 076 31/79 98 21, www.lancia-club-vincenzo.com B & F Touring Garage, Hauptstraße 183, 53842 Troisdorf-Spich, Tel. 022 41/84 49 10

    WEAK POINTS

    1 mudguard with lamp housing
    2 A-pillar
    3 sills
    4 longitudinal beams underbody
    5 side parts
    6 trunk floor, end tips
    7 head gaskets
    8 drive shafts
    9 Rear brake assembly
    10 gears (bearings, leaking)
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    Car #1983-Citroen-CX-IE-Familiale / #1983 / #Citroen-CX-IE-Familiale / #Citroen-CX / #Citroen

    Year of manufacture 1983
    Recorded mileage 43,861
    Asking price £6950
    Vendor Pioneer Automobiles, near Newbury, Berkshire; 07711 509600; www.pioneer-automobiles.co.uk

    WHEN IT WAS NEW
    Price £10,171
    Max power 128bhp
    Max torque 148lb ft
    0-60mph 11.3 secs
    Top speed 115mph
    Mpg 25

    This rare S1 survivor came from the James Hull collection via Jaguar Land Rover Classic, its Familiale name meaning three rows of seats. It presents well, though bodily it’s not perfect, with some bubbling at the door bottoms, tops and wheelarch lips, plus various other paint blemishes, but it has good sills and is very solid underneath. It has an amazingly well-preserved interior, which is the hardest thing to put right on these. It has a very good history file, too, including eight service stamps to 43,730 miles in April 2012, plus certificates for Dinitrol protection from new, redone in 1984.

    The stainless-steel bumpers are okay, and the tailgate at least has been repainted, its window still bearing the supplying dealer sticker from Ing’s of Maidenhead. The tyres are a mix including one old Michelin MX, with an original and unused XAS on the spare, and the scuffed wheels are lightly corroded. There is very little dampness underneath, so the hydraulics haven’t sprung a leak. Inside, it’s almost unworn. There’s one small hole in the left rear seat, another in the driver’s seat, one mark on the left front carpet and the driver’s door stay doesn’t work. That’s about it: the dash plastics are perfect, and the soft, rubberised parts such as door pulls haven’t started crumbling.

    Under the bonnet it’s ‘used’ rather than concours, but the coolant is pink, the oil cleanish, the LHM fluid level okay. The injected 2347cc ‘four’ starts easily with a bit of belt squeal and idles quietly, with no exhaust blows. From the kneeling position (we had to drop it because it was sitting level) the suspension lifts within 10 secs. It drives very well: the auto ’box suits the imperious ‘magic carpet’ bearing of the big estate, plus it changes smoothly and kicks down readily – and the gear indicator telltales all work, as do the revolving-drum instruments… but not the oil-level gauge. The temperature needle sits centrally, and the cooling fan cuts in normally when you stop after a run. The electric windows work but the air-con doesn’t at the moment. The CX will be sold with its original handbook, guarantee card, key numbers card and a new MoT.

    SUMMARY

    EXTERIOR Unusual colour; some paint bubbles
    INTERIOR Extremely well preserved
    MECHANICALS Lowish mileage; drives well
    VALUE ★★★★★★★✩✩✩

    For + Rarity, originality and unusually good interior
    Against - Paint shows some blemishes; air-con doesn’t blow cold

    SHOULD I BUY IT?
    If your antiques business requires the retro-chic finishing touch, this Citroën is simply huge inside. And good luck finding another!
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    TEAM ADVENTURE
    Ten amazing clubs, nominated by you, one big judging trip. This is how we chose Britain’s Best Classic Car Club

    WORDS THE DRIVE-MY TEAM. PHOTOS MATT HOWELL.

    It has taken the best part of a year but, after you told us which of Britain’s local clubs we should visit, we set off to find the answer to the question: which is best? We’re now ready to reveal the winner.

    But before we do, join us on the giant classic car run around Britain that meant we could make an informed decision. Along the way, we discovered some incredible cars and great stories. We also realised that the classic car hobby is evolving. The thriving clubs, the ones which are growing, are the ones that make fewest demands. They are informal, fun and give those who turn up the freedom to do their own thing. They are welcoming, multi-marque, don’t discriminate on age or condition and they are all typified by a distinct lack of snobbery. We would have happily joined any of them. They are, quite simply, all winners.

    The journey itself was a proper blast. We met friends old and new, overcame obstacles, were introduced to some fantastic driving roads and, of course, were wowed by the cars. We also had a yearning to head further north and west in particular. If this had been at trip to visit the top 15 clubs voted for by you we would have been heading deep into Scotland and Northern Ireland. So we start with A picture of us looking west from West Wales… we Promise to cross the Irish Sea soon.

    / #1988-Citroen-CX22-TRS / #Citroen-CX22-TRS / #1988 / #Citroen-CX / #Citroen / #Citroen-CX22

    I bought this CX in 2012 after a long search to find one of the 12models of this type left. With that, and the fact it is designed to eat high mileages, he was bound to bring it. Given its regular long-distance use, he had little to fear from unexpected happenings.

    / #1980-Triumph-TR7 / #Triumph-TR7 / #Triumph

    Danny Hopkins
    It had lived under the flatbed of an old lorry for ten years, so was unprepared for such a huge journey, but with days to spare Danny managed to service it, repair the bonnet and electrics, and a fit new battery and tyres. So, it would be able to make it to the start.

    / #1972-MGB-GT / #MGB-GT / #MGB
    Matt Tomkins’

    With rebuilt engine fitted and oil pressure achieved a week before the off ,Matt pressed the ’B into use and managed to cover 400miles in just four days. At this point he declared it ‘run-in’, changed the oil then pointed the nose towards Pembroke with hope in his heart and an AA card in his wallet.
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