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9-11, rue Royale 77300 Fontainebleau, France
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Lot 10 - Drawing "Half Quai de Javel, Sire, half Italian Renaissance". This black-and-white drawing was done by Roland Moisan for the Canard enchainé of November 20, 1968. Size = 33 x 50 cm. 300/400€ (Small stains, annotations and corrections). MOISAN (1908-1987), born in Reims on November 26, 1907, died in Paris on February 28, 1987 He entered the École nationale supérieure des arts décoratifs in Paris in 1927. In 1934, he contributed to Le Merle blanc, a competitor of Le Canard enchaîné, and later worked as a cartoonist for Marcel Déat's L'Œuvre and Le Rouge et le Bleu. After the war, he drew for various satirical and political magazines, notably Le Parisien libéré, where he contributed to the Zoé series. In 1956, he returned to Le Canard enchaîné, where he ended his career. 10 Drawing 'Half Quai de Javel, Sire, half Italian Renaissance'. This black and white drawing was done by Roland Moisan for the Canard enchainé of 20 November 1968. Size = 33 x 50 cm. 300/400€ (Small stains, annotations and corrections) MOISAN (1908-1987), born in Reims on 26 November 1907 and died in Paris on 28 February 1987 He entered the École nationale supérieure des arts décoratifs in Paris in 1927. In 1934 he contributed to Le Merle blanc, a competitor of Le Canard enchaîné, and later worked as a caricaturist for Marcel Déat's L'Œuvre and Le Rouge et le Bleu. After the war, he drew for various satirical and political magazines, including Le Parisien libéré, where he contributed to the Zoé series. In 1956 he returned to Le Canard enchaîné, where he ended his career.

Estim. 300 - 400 EUR

Lot 24 - MOTOBECANE Type AV 32 "moped Serial number: 520080 Collector's registration 100 / 200 € The appearance of this range was in response to the need to provide the middle classes with economical and efficient means of locomotion, whereas at the end of the war, the majority of Europeans travelled by bicycle and the automobile was a means of transport reserved for the wealthiest. Motobécane was based on the principle of a welded tubular frame fitted with a small-displacement engine (less than 50 cm3), which could still be used in bicycle mode1. The engine is mounted under the down tube, and the fuel tank between the seat tube and rear mudguard. Initially technically close to the mechanicals of the 1930s, AV3s evolved into much more sophisticated machines equipped with drum brakes, telescopic forks, automatic clutch and even a variable speed drive. To be restored. MOTOBECANE Type AV 32 'moped Serial number : 520080 Collector's registration document 100 / 200 € The appearance of this range was a response to the need to provide the middle classes with economical and efficient means of locomotion, whereas at the end of the war, the majority of Europeans traveled by bicycle and the car was a means of transport reserved for the wealthiest. Motobécane was based on the principle of a welded tubular frame fitted with a small-capacity engine (less than 50cc) that could still be used in bicycle mode1. The engine is mounted under the down tube and the fuel tank between the seat tube and the rear mudguard. At first technically close to the mechanicals of the 1930s, the AV3s evolved into much more sophisticated machines equipped with drum brakes, telescopic forks, automatic clutches and even a variable speed drive. To be restored.

Estim. 100 - 200 EUR

Lot 25 - 1938 AJS Type: Silver Streak Serial no.: 8175 Engine no. 38/26 SS 6167 A 350 cc 1991 collector's registration 5 000 / 7 000 € The AJS Silver Streak was an English motorcycle launched in 1938 and described in the sales brochure as "the aristocrat of the motorcycle world". Produced with a choice of 250 cm3, 350 cm3 and 500 cm3 engines, Silver Streaks were super-sporty machines with a special polished finish and hand-tuned engines. Many parts were specially chromed, including mudguards, headlights, fork links, front and rear chain cases, oil and fuel tanks and even the toolbox. The Silver Streak had high ground clearance and a sump shield, making it a good competition bike. Its low gear ratio made it a cross-country bike, and its tight ratios a fast street bike. 1938 AJS Type: Silver Streak Serial number: 8175 Engine no. 38/26 SS 6167 A 350 cc Collector's registration number 1991 5 000 / 7 000 € The AJS Silver Streak was a British motorcycle launched in 1938 and described in the sales brochure as 'the aristocrat of the motorcycle world'. Produced with a choice of 250cc, 350cc and 500cc engines, the Silver Streaks were super-sporty machines with a special polished finish and hand-tuned engines. Many parts were specially chromed, including mudguards, headlights, fork links, front and rear chain cases, oil and fuel tanks and even the toolbox. The Silver Streak had high ground clearance and a sump shield, making it a good competition bike. Its low gear ratio made it a cross-country bike and its tight ratios a fast road bike.

Estim. 5 000 - 7 000 EUR

Lot 26 - 1949 HARLEY DAVIDSON Type: FL Hydra-Glide Frame no.: 006748 Engine no.: 49FL10236 To be registered in collection 13 000 / 18 000 € Big and tough, loud and proud, Harley-Davidson is America on two wheels. The 1949 Harley-Davidson FL Hydra-Glide motorcycle was popular with riders for its modern design, comfortable ride, and large front brake. After introducing the Panhead engine the previous year, Harley's big innovation for 1949 was the introduction of the "Hydra-Glide" motorcycle. Replacing the old stick forks, the Hydra-Glide is a modern telescopic design offering greater travel and riding comfort. The big Harleys are now called "Hydra-Glide" in reference to the new fork, and it's the first time they've had both a name and a series designation. They are still available in EL 61 ci and FL 74 ci versions, but the difference in appearance is minimal. The 1949 FL was not only more comfortable to drive, but also easier to stop, thanks to a larger front brake. Although many motorcycles of this era adopted foot-operated transmissions, this was not yet the case for the FL series. It still uses the classic manual shifter and foot-operated clutch. This bike is beautifully restored and ready to be registered as a collector's item. 1949 HARLEY DAVIDSON Type: FL Hydra-Glide N° frame : 006748 N° engine : 49FL10236 To be registered as a collector's item 13 000 / 18 000 € Big and strong, loud and proud, Harley-Davidson is America on two wheels. The 1949 Harley-Davidson FL Hydra-Glide motorcycle was popular with riders for its modern design, comfortable ride, and large front brake. After introducing the Panhead engine the previous year, Harley's big innovation for 1949 was the introduction of the 'Hydra-Glide' motorcycle. Replacing the old stick forks, the Hydra-Glide was a modern telescopic design that offered greater travel and a more comfortable ride. The big Harleys are now called 'Hydra-Glide' in reference to the new fork, and it's the first time they've had both a name and a series designation. They are still available in EL 61 ci and FL 74 ci versions, but the difference in appearance is minimal. The 1949 FL was not only more comfortable to drive, but also easier to stop thanks to a larger front brake. Although at this time many motorcycles were adopting foot-operated transmissions, this was not yet the case for the FL series. It still uses the classic manual gear lever and a foot-operated clutch. This bike is beautifully restored and ready to be registered as a collector's item.

Estim. 13 000 - 18 000 EUR

Lot 27 - 1952 AJS Type: 16M Trial Serial number: 74499 French registration 2 000 / 3 000 € The AJS Model 16 is an English motorcycle manufactured by Associated Motorcycles at the former Matchless factory in Plumstead, London. It has a rigid frame and a 350 cc engine. It was developed in 1945 from the World War II Matchless G3/L military motorcycle. Having proved its worth in wartime service, the single-cylinder 350 cc remained in production and was sold in large numbers on the civilian market well into the 1960s. Simple and practical, the Model 16 required minimal maintenance and was highly economical, ideal in times of gasoline rationing. The company also produced an almost identical motorcycle under the Matchless name, the Matchless G3L. The only difference between the two was that the Matchless had a magneto at the rear of the cylinder, while the AJS magneto was at the front. 1952 AJS Type: 16M Trial Serial number: 74499 French registration 2 000 / 3 000 € The AJS Model 16 is a British motorcycle manufactured by Associated Motorcycles at the former Matchless factory in Plumstead, London. It has a rigid frame and a 350cc engine. It was developed in 1945 from the World War II Matchless G3/L military motorcycle. Having proved its worth in war service, the 350cc single cylinder remained in production and was sold in large numbers on the civilian market until the 1960s. Simple and practical, the Model 16 required minimal maintenance and was very economical, which was ideal in times of petrol rationing. The company also produced an almost identical motorcycle under the Matchless name, the Matchless G3L. The only difference between the two was that the Matchless had a magneto at the rear of the cylinder, whereas the AJS magneto was at the front.

Estim. 2 000 - 3 000 EUR

Lot 28 - 1971 HONDA CB750 K1 Serial number 1091421 4-cylinder engine with overhead camshafts French registration 10 000 / 15 000 € The "Four" and the "Miura" are two milestones in the history of twentieth-century locomotion The Honda 750 Four has what it takes to make motorcyclists talk and turn heads: 4-cylinder engine, overhead camshaft, 4 carburetors, electric starter, front disc brake with hydraulic control, telescopic front suspension and swingarm rear suspension. But what's most remarkable is the synthesis of quality that all these elements represent: "Four" the motorcycle becomes a real pleasure, with a machine that's easy to start and goes up to 200km/h without excessive vibrations, a flawless finish with quality chrome, and a very complete equipment package including speedometer, rev counter, indicators and two rear-view mirrors, The 1971 K1 presented here has been fully restored to the highest standards. A complete overhaul has just been carried out. It differs very little from the first model, as does the "750 Four" badge on the side covers. More than a motorcycle, it's not only a piece of history that's on offer today, but also the dream of a whole generation... sold in France in just 3,259 examples. 1971 HONDA CB750 K1 Serial number 1091421 4-cylinder engine with overhead camshafts French registration 10 000 / 15 000 € The 'Four' and the 'Miura' are two milestones in the history of twentieth-century locomotion The Honda 750 Four has what it takes to make motorcyclists talk and turn heads: 4-cylinder engine, overhead camshaft, 4 carburettors, electric starter, hydraulically-operated front disc brakes, telescopic front suspension and swing-arm rear suspension. But the most remarkable thing was the quality of all these elements: the 'Four' became a real pleasure, with a machine that was easy to start and reached speeds of up to 200km/h without excessive vibration, an impeccable finish with high-quality chrome, a very complete set of equipment including speedometer, rev counter, indicators, two rear-view mirrors, etc. The example on display dates from 1971 and is a K1 that has been fully restored to the highest standards. An overhaul has just been carried out. It differs very little from the first model, such as the words '750 Four' which appear on the side covers. More than just a motorcycle, it's not just a piece of history that's on offer today, but also the dream of an entire generation... sold in France in just 3,259 units.

Estim. 10 000 - 15 000 EUR

Lot 29 - 1976 YAMAHA Type: DT400 (513) Serial number: 209 French registration Rare 1st hand 3 000 / 4 000 € The model presented was ordered in the 1st year of manufacture by its current owner. And, exceptionally, the purchase invoice from Pierre Psalty is included in the file. Trails are increasingly used on the road and in town, to the detriment of off-road riding. The evolution of this type of machine is therefore moving towards skills more in line with this type of use. The DT400, launched in 1975, is a perfect example. It succeeded the DT360. While it gained in displacement (46 cm3), it paradoxically lost power. This reduction from 32 to 27 horsepower was intended by Yamaha to enhance engine torque. As for the chassis, the DT400 retains the DT360's frame, directly derived from that of the MX360 cross-country bike, and a twin-shock rear suspension. 1976 YAMAHA Type: DT400 (513) Serial number : 209 French registration Rare 1st hand 3 000 / 4 000 € The model presented was ordered in the 1st year of production by its current owner. And, exceptionally, the purchase invoice from Pierre Psalty is included in the file. Trails are being used more and more on roads and in town, to the detriment of off-road bikes. The evolution of this type of machine is therefore moving towards skills more in line with this type of use. The DT400, launched in 1975, is a perfect example. It succeeded the DT360. While its displacement increased to 46cc, it paradoxically lost power. Yamaha wanted this reduction from 32 to 27 horsepower in order to increase engine torque. As far as the chassis is concerned, the DT400 retains the DT360's frame, a frame directly derived from that of the MX360 cross-country bike, and a rear suspension with two shock absorbers.

Estim. 3 000 - 4 000 EUR

Lot 30 - 1976 HONDA Type: CB 750 Serial no.: CB7502558125 Collector's registration 10 000 / 15 000 € 4 cylinders, 4 pots, a speed of over 200 km/h, 67 hp and a red zone at 8500 rpm! Science fiction at the time. The best avant-garde technology: the disc brake will be present on the bike (it even has a double disc brake)! Even in competition, this type of braking had not yet been adopted! The look is inimitable, with its candy-blue teardrop tank and pure lines. Chrome is everywhere, from the spoked rims to the perfectly round headlight and indicators. It's still in a class of its own. If, when you start it up, the roar of the 4 pots and the metering of the choke mark a bygone era (what a sound!), the CB 750 Four is surprisingly modern today. Docile, the engine is vibration-free, and its linear thrust is unwavering right up to the redline! Supple, it pushes from 3,000 rpm, and you won't be left behind in today's traffic! There's little inertia when revving up, and you're up to speed straight away. The throttle stroke is very long (over half a revolution), but it's smooth enough not to scare off the bikers of the day, who were about to enter the world of hyper-performance with this engine! A pleasure coupled with an incomparable soundtrack. 1976 HONDA Type: CB 750 Serial number: CB7502558125 Collector's registration document 10 000 / 15 000 € 4 cylinders, 4 pots, a speed of more than 200 km/h, a power of 67 hp and a red zone at 8500 rpm! Science fiction at the time. The best avant-garde technology: the disc brake will be present on the bike (it even has a double disc brake)! Even in competition, this type of braking had not yet been adopted! The look is inimitable, with its candy-blue teardrop tank and pure lines. There's chrome everywhere, spoked rims and perfectly round headlights and indicators. It's still a great car to drive today. If, on starting up, the roar of the 4 pots and the metering of the choke mark a forgotten era (what a sound!) the CB 750 Four surprises today by the modernity of its behaviour. Docile, the engine is vibration-free and its linear thrust is unwavering right up to the redline! Supple, it pushes hard from 3,000 revs, so you won't be left behind in today's traffic! There's little inertia when revving up, and you're up to speed straight away. The throttle travel is very long (more than half a revolution) but it's smooth enough not to scare off the bikers of the time who were about to enter the world of hyper-performance with this engine! A pleasure coupled with an incomparable soundtrack.

Estim. 10 000 - 15 000 EUR

Lot 31 - 1980 YAMAHA Type: TY 175 Serial number: 525220525 Collector's registration 1 000 / 1 500 € TY models define Yamaha's range of trial motorcycles, the acronym TY standing for "Trial Yamaha". They were developed from 1971 onwards by French triallist Christian Rayer, supported by Jean-Claude Olivier (former president of Sonauto-Yamaha), and then by British rider Mick Andrews, winner of three world titles in 1971, 1972 and 1973. The Yamaha TY 125 democratized the practice of trials and gave rise to numerous vocations among budding trialists. Frenchman Thierry Michaud, who went on to become a three-time world trials champion, started out on this simple, affordable beginner's machine. The model presented here is an authentic TY 175, ready to ride. 1980 YAMAHA Type: TY 175 Serial number : 525220525 Collector's registration document 1 000 / 1 500 € The TY models define Yamaha's trials motorcycle range, the acronym TY standing for 'Trial Yamaha'. They were developed from 1971 onwards by French triallist Christian Rayer, supported by Jean-Claude Olivier (former president of Sonauto-Yamaha), and then by British rider Mick Andrews, winner of three world titles in 1971, 1972 and 1973. The Yamaha TY 125 democratized trials riding and inspired many budding trialists to take up the sport. Frenchman Thierry Michaud, who went on to become a three-time trials world champion, started out on this simple, affordable beginner's bike. The model on display is an authentic TY 175, ready to ride.

Estim. 1 000 - 1 500 EUR

Lot 32 - 1989 BMW Type: R80 GS Serial number: 6248308 French registration With the R80GS, BMW has invented a new sub-family: the trail bike! Almost thirty years old, the BMW R 80 GS (for Gelände Strasse all-terrain/road) is now a collector's item. Nevertheless, this sturdy German can still be used on a daily basis. The ancestor of the trail bike, the BMW R 80 GS was a benchmark in the 1980s. Rustic and solid, this bike is still capable of taking you to the ends of the earth. You'll be royally seated for solo and even duo rides, which is rare for a trail bike of this era. Its indefatigable engine allows you to ride at a good pace, without ever showing signs of fatigue. Myth or concept? In the end, words don't matter: the R80 GS is above all an exception, offbeat in terms of style and mechanics, but so endearing that it's hard to leave! 1989 BMW Type: R80 GS Serial number: 6248308 French registration With the R80GS, BMW has invented a new sub-family: the trail bike! Almost thirty years old, the BMW R 80 GS (for Gelände Strasse all terrain/road) is now a collector's item. Nevertheless, this solid German can still be used on a daily basis. The ancestor of the trail bike, the BMW R 80 GS was a benchmark in the 1980s. A hardy, solid machine, this bike is still capable of taking you to the ends of the earth. You're royally seated for solo and even duo rides, which is rare for a trail bike of this era. Its indefatigable engine allows you to ride at a good pace, without ever showing signs of fatigue. Myth or concept? At the end of the day, words don't really matter. The R80 GS is above all an exception, out of touch in terms of style and mechanics, but so endearing that it's hard to leave it behind!

Estim. 8 000 - 12 000 EUR

Lot 36 - 1928 CITROEN C6 Electric "Citroënette "Papa, Maman, Citroen,... " André CITROEN 10 000 / 15 000 € Rare Citroën C6 electric vehicle in blue relacquered sheet metal, chrome parts and leather, SIX marking on the grille. Height : 79 cm ; Length : 195 cm ; Width : 76 cm. Runs on 2 6V batteries (sold without). To promote its new product, Citroën stepped up the organization of races in which the little Citroënettes were loaned to young people. Whether in Deauville, on the Croisette in Cannes, in Le Touquet or in Paris, the public and well-to-do young people were enthralled by these Citroëns, which ran like big cars, silently and without the smell of petrol. In raspberry-red, sky-blue, lemon-yellow or apple-green livery, the Citroënette had, in the end, only one color in the eyes of all the astonished children: that of authentic beauty. A total of 2,000 examples were built, of which around 30 remain. Among the unusual orders was one from Henry FORD himself. This Citroënette is now in the FORD Museum in the USA. It's the only one with an ignition key. It needed a key because Henri FORD wanted to give the keys to his daughter Josephine as a gift. 1928 CITROEN C6 Electric "Citroënette "Papa, Maman, Citroen,... "André CITROEN 10 000 / 15 000 € Rare Citroën C6 electric vehicle in blue relacquered sheet metal, chromed parts and leather, SIX marking on the grille. Height : 79 cm ; Length : 195 cm ; Width : 76 cm. Runs on 2 6V batteries (sold without). To promote its new product, Citroën stepped up the organization of races in which the little Citroënettes were loaned to young people. Whether in Deauville, on the Croisette in Cannes, in Le Touquet or in Paris, the public and well-to-do young people were enthralled by these Citroëns, which ran like big cars, silently and without the smell of petrol. In raspberry-red, sky-blue, lemon-yellow or apple-green livery, the Citroënette had, in the end, only one color in the eyes of all the astonished children: that of authentic beauty. A total of 2,000 examples were built, of which around 30 remain. Among the unusual orders was one from Henry FORD himself. This Citroënette is now in the FORD Museum in the USA. It's the only one with an ignition key. It needed a key because Henri FORD wanted to give the keys to his daughter Josephine as a gift.

Estim. 10 000 - 15 000 EUR

Lot 37 - 1914 LE ZEBRE TYPE A CHASSIS 1321 Carte Grise Française de collection Interesting history Brand linked to Citroën This light car is what the zebra is to the horse, i.e., a robust car, albeit of "reduced" proportions! Among pre-1914 French cars, one of the most famous brands is Jules Salomon's "Le Zèbre". The specifications were well defined: simplicity, quality, reliability, sturdiness and economy. The "Le Zèbre" buggy fit all these criteria, and had the right reputation as a carefree car. "A mechanism so simple that a breakdown is almost impossible, and anyone can maintain it in good condition". At the beginning of the 20th century, driving a car was still the preserve of a wealthy clientele, and automobiles were only luxury or sports cars. Wealthy customers bought chassis and engine, and had them custom-built by the great names in French and foreign bodywork. Jules Salomon's ambition was to offer a car accessible to all; he wanted to market a small, popular and inexpensive automobile. At a time when all manufacturers swore by one-upmanship and superlatives were the order of the day, it was a risky gamble. In 1909, the Zebra Type A was launched, and it was a great success. With its two small seats, 50 km/h top speed, 650 cm3 single cylinder and two gears, it couldn't be simpler. The "Le Zèbre" Type A, with its two-seater, single-cylinder, round-bodied body in the 5hp class, is one of the first popular automobiles in history, both in terms of its purchase price, less than 3,000 francs, and its running costs: 4 centimes per kilometer in gasoline, oil and tires! The car was completely restored in 1990, in the Touraine workshops, when it belonged to a wine merchant in Bercy. He kept it for around ten years, before handing it over to another enthusiast who regularly maintained it. In 2020, the car will enter the museum collection and remain in a static state. A restart is planned. 1914 THE ZEBRE TYPE A CHASSIS 1321 French collector's registration document Interesting history Make linked to Citroën This light car is what the zebra is to the horse, in other words, a robust car, albeit of 'reduced' proportions! One of the most famous brands of pre-1914 French cars was Jules Salomon's 'Le Zèbre'. The specifications were well defined: simplicity, quality, reliability, robustness and economy. The Le Zèbre buggy was a perfect fit, with a reputation for being a carefree car. A mechanism so simple that a breakdown is almost impossible and that anyone can maintain it in good condition'. At the beginning of the 20th century, driving a car was still the preserve of a wealthy clientele, and cars were only luxury or sports cars. Wealthy customers bought a chassis complete with engine, and had it custom-built by the great names in French or foreign bodywork. Jules Salomon's ambition was to offer a car that was accessible to everyone; he wanted to bring a small, popular and inexpensive car to the market. At a time when manufacturers were all about one-upmanship and superlatives were the order of the day, it was a risky gamble. In 1909, the Zebra Type A was launched, and it was a great success. With its two small seats, 50 km/h top speed, 650 cm3 single cylinder and two gears, it couldn't have been simpler. The 'Le Zèbre' Type A, with its two-seater, single-cylinder, round-bodied body in the 5hp category, was one of the first popular cars in history, both in terms of its purchase price, less than 3,000 francs, and its running costs: 4 centimes per kilometre for petrol, oil and tyres! The car was fully restored in 1990 in the Touraine workshops, when it belonged to a wine merchant in Bercy. He kept it for around ten years, before handing it over to another enthusiast who maintained it regularly. In 2020, the car will become part of our museum collection and will remain in a static state. It will need to be restarted.

Estim. 10 000 - 15 000 EUR

Lot 38 - 1919 CITROËN TYPE A Serial number: 5427 Engine number: 12420 French registration Rare Type A, the first Citroën Only known Boulangère bodywork on short chassis Fully restored to a high standard In the aftermath of the First World War, André Citroën embarked on a career in the automobile industry, with one idea in mind: to make this new means of locomotion accessible to as many people as possible. He wanted to democratize the automobile! He therefore launched into mass production, in order to control and negotiate costs. To put this idea into practice, he designed a small, popular car. Engineer Jules Salomon was the designer, and the result was a car that was simple to build, operate and maintain, in response to Henri Ford's Ford T. The short-chassis Boulangère version of the Type A exudes elegance and, the cornerstone of the emerging automaker, is equipped with a 1,327 cm3 side-mounted four-cylinder engine developing 18 bhp. The car was a great success, enabling Citroën to develop it into the B2 and its many successes. The Citroën presented here is the only Boulangère short-chassis version we know of. It could therefore be a unique car. It has benefited from a remarkable complete restoration and is a pure pleasure for the eyes. Its electric blue, beige hood and black interior dialogue perfectly together. One thing's for sure, you won't go unnoticed behind the wheel. Acquired by our collectors in 2021, the car immediately became part of their museum collection. Having been out of action for many years, it's time to get back on the road. 1919 CITROËN TYPE A Serial number : 5427 Engine number: 12420 French registration Rare Type A, the first Citroën Only known Boulangère bodywork on a short chassis Fully restored to a high standard In the aftermath of the First World War, André Citroën launched the car industry with one idea in mind: to make this new means of locomotion accessible to as many people as possible. He wanted to democratise the car! He therefore launched into mass production, to be able to control and negotiate costs. To put this idea into practice, he had to produce a small, popular car. The engineer Jules Salomon designed it, resulting in a car that was simple to build, use and maintain, in response to Henri Ford's Ford T. The Boulangère short-chassis version of the Type A exuded elegance and, as the cornerstone of the new car manufacturer, was equipped with a 1,327 cm3 side-mounted four-cylinder engine developing 18 bhp. The car was a great success, and Citroën went on to develop it into the B2 and its many successes. The Citroën we are presenting here is the only short-chassis Boulangère version we know of. It could therefore be a unique car. It has benefited from a remarkable complete restoration and is a pure pleasure to behold. Its electric blue, beige soft top and black interior are a perfect match. One thing's for sure, you won't go unnoticed behind the wheel. Acquired by our collectors in 2021, the car immediately became part of their museum collection. Having been out of action for many years, it's time to get back on the road.

Estim. 8 000 - 12 000 EUR

Lot 39 - 1920 Citroën B2 Chassis N°62.295 Carte Grise Collection 6 000 / 8 000€ As soon as the war ended in April 1919, industrialist André Citroën announced his first car in the press. It's an economical 10 HP, but it's sold complete with lighting and electric start - a first at the time! Jules Salomon, an engineer, was behind the model. He was no stranger to the world, having also designed the famous Le Zèbre car. But it was in 1920 that the industrial adventure really took off with the Type A, which, according to the advertisement, was "the first mass-produced French car". From 1921 onwards, a new model, the B2, took over. Very similar to the Type A, this new model was more powerful, and a fan improved cooling. The bottom angles of the doors were softened. The torpedo body is available in four versions: the "Series" model and the "Luxury" version, priced at 13,900 and 15,500 francs respectively. At the top of the range, the "Sport" and "Tourisme Luxe" versions were sold for the same price of 17,000 francs. It proved a huge success, selling almost 100,000 units in all body styles. The Citroën B2 in the sale is a Torpédo Série from 1922, which was completely restored by its previous owner (no invoice). Today, it is in good overall condition. A true piece of history, once back on the road it will be the perfect introduction to the world of the pre-war years. 1920 Citroën B2 Chassis N°62.295 Carte Grise Collection As soon as the war ended in April 1919, the industrialist André Citroën announced his first car in the press. It was an economical 10 HP, but it was sold complete with lighting and electric start, a first at the time! The engineer behind the model was Jules Salomon. He was no stranger to the field, having also designed the famous Le Zèbre car. But it was in 1920 that the industrial adventure really took off with the Type A, which, according to the advertising, was 'the first mass-produced French car'. A new model, the B2, followed in 1921. Very similar to the Type A, this new model was more powerful and had a fan to improve cooling. The bottom angles of the doors were softened. The torpedo body is available in four versions: the 'standard' model and the 'luxury' version priced at 13,900 and 15,500 francs respectively. At the top of the range, the 'Sport' and 'Tourisme Luxe' versions were sold for the same price of 17,000 francs. It proved a huge success, selling almost 100,000 units in all body styles. The Citroën B2 in the sale is a 1922 Torpédo Série, which had been completely restored by its previous owner (without invoice). It is now in good overall condition. A true piece of history, once back on the road it will be perfect for a start in the pre-war world.

Estim. 6 000 - 8 000 EUR

Lot 40 - C. 1924 CITROEN 5 HP C3 "torpedo 3-seater t3-1 Chassis no. 42204 French registration Nice patina 10 000 / 15 000€ While the French government encouraged carmakers to invest in cycle-cars through tax breaks, Citroën preferred to focus on small cars. The 5HP was the first Citroën to enter the small car segment, then monopolized by Peugeot and Renault. Such was its success that, at the same date, it accounted for almost half of Citroën's sales. In 1923, a convertible version with 3 seats, 2 at the front and one at the rear, was launched, earning it the nickname 5 CV "Trèfle". The model offered was a 3-seater torpedo (T3-1) or "Faux trèfle" with 3 staggered seats (folding seat). The body is also based on a wooden structure, to which preformed sheet metal is nailed. The rear end is more rounded than that of the 2-seater torpedo. A folding folding seat is fitted at the front when the passenger seat is in the rear position. The rear trunk is located behind the driver's seat. It is accessible from above and closed by a lid. Unrestored, this pretty 5hp has a beautiful patina. It's rare to find a car that's almost a hundred years old in this condition. Acquired by our collectors a few years ago, the car immediately became part of their museum collection. Having been out of action for many years, it will now have to be put back on the road. C. 1924 CITROEN 5 HP C3 'torpedo 3 seater t3-1 Chassis n° 42204 French registration Beautiful patina While the French government encouraged carmakers to invest in cycle-cars through tax breaks, Citroën preferred to focus on small cars. The 5HP was the first Citroën to enter the small car segment, which was then monopolised by Peugeot and Renault. It was so successful that, by the same date, it accounted for almost half of Citroën's sales. In 1923, a convertible version with 3 seats, 2 at the front and one at the rear, was launched, earning it the nickname of the 5 CV 'Trèfle'. The model offered was a 3-seater torpedo (T3-1) or 'Faux trèfle' with 3 staggered seats (folding seat). The body is also based on a wooden structure, to which preformed sheet metal is nailed. The rear is more rounded than that of the 2-seater torpedo. At the front is a folding folding seat that is fitted when the passenger seat is in the rear position. The rear trunk is located behind the driver's seat. It is accessible from above and closed by a lid. Unrestored, this Jolie 5hp has a beautiful patina. It is rare to find a car that is almost a hundred years old in this condition. Acquired by our collectors a few years ago, the car immediately became part of their museum collection. It has been out of action for a number of years, and needs to be put back on the road.

Estim. 10 000 - 15 000 EUR

Lot 41 - C 1928 CITROËN B14G TORPEDO Commercial Chassis 318260 To be restarted French registration 8 000 / 12 000€ Presented in October 1926 in Paris, the Citroën B14 represented a small revolution for the brand with the chevrons. It was the first Citroën with an all-steel body. It also benefited from a major innovation in the history of the automotive industry: nitrocellulose paint. Nitrocellulose paint considerably reduced paint application times, and hence production times and man-hours, thereby lowering prices and boosting profits. In all, 127,600 B14s were produced in just two years. A substantial number for the time. While many different body styles were offered as standard, the Torpedo is one of the most attractive. It's one of these that we're offering today. In generally good condition, this B14 G is the result of an old restoration and just needs a good tune-up before it can be driven again! Acquired by our collectors a few years ago, the car became part of the museum collection. Since then, it has remained at a standstill, and needs to be put back on the road. C 1928 CITROËN B14G TORPEDO Commercial Chassis 318260 To be restarted French title Presented in October 1926 in Paris, the Citroën B14 represented a small revolution for the marque with the chevrons. It was the first Citroën with an all-steel body. It also benefited from a major innovation in the history of the car industry: nitrocellulose paint. Nitrocellulose paint considerably reduced the time needed to apply the paint, and hence production times and labour hours, thereby lowering prices and boosting profits. In all, 127,600 B14s were produced in just two years. A substantial number for the time. Although many different body styles were offered as standard, the Torpedo was one of the most attractive models. This is one of them that we are offering today. In generally good condition following an old restoration, this B14 G just needs a good tune-up before it can be driven again! Acquired by our collectors a few years ago, the car became part of the museum collection. Since then, it has remained at a standstill and needs to be put back on the road.

Estim. 8 000 - 12 000 EUR

Lot 42 - 1930 CITROEN C6 I "Tow truck Chassis 53698 French registration 10 000 / 15 000€ In 1930, the Citroën C6 touring car was the brand's top-of-the-range model. And just like the C4 tourer, the C6 also had its "utility" version. While the C4 pickup could claim a payload of 800 to 1200 kg, the C6 and its powerful 6-cylinder 2,442 cc engine could easily carry a load of 1,800 to 2,000 kg. With a curb weight of 1700 to 1800 kg, it's a fairly light vehicle. In terms of taxation, it's amusing to note that the government offered power ratings on demand: the C6 touring car was taxed at 14 hp. The C6 utility vehicle, on the other hand, was taxed at the same level if fitted with a passenger-carrying body, without being considered a "public transport" vehicle. But if the bodywork was intended for goods transport, then the tax rating was reduced to 12 hp. As our example is a 14 hp, it's a touring car converted into a tow truck. Many of the top-of-the-range pre-war cars received these conversions just after the war. Inexpensive, powerful and robust, they were ideal candidates for garages. The example we present here belonged for many years to the Fougeray family. They acquired it in 2001 from a Breton enthusiast who had owned it since 1985. Visibly restored in the early 2000s, this tow truck still has its specific features, such as its winch, which is functional. The only drawback is that the cracked passenger window needs replacing. Acquired by our collectors a few years ago, the car immediately became part of their museum collection. Since then, it has remained at a standstill, and needs to be put back on the road. Once back on the road, this beautiful tow truck will be the attraction of the brand's gatherings. 1930 CITROEN C6 I 'Tow truck Chassis 53698 French registration document In 1930, the Citroën C6 touring car was the brand's top-of-the-range model. And just like the C4 Touring, the C6 also had its 'utility' version. While the C4 Camionnette could claim a payload of 800 to 1,200 kg, the C6, with its powerful 6-cylinder 2,442 cc engine, could easily carry a load of 1,800 to 2,000 kg. With an unladen weight of 1,700 to 1,800 kg, this is a fairly light vehicle. From a tax point of view, it is amusing to note that the government offered power ratings according to demand: the C6 touring car was taxed at 14 hp. The C6 commercial vehicle, on the other hand, was taxed at the same level if it was fitted with a passenger-carrying body, although it was not considered to be a 'public transport vehicle'. However, if the bodywork was intended for goods transport, then the tax rating was reduced to 12 hp. As our example is a 14 hp, it is a passenger car converted into a tow truck. Many top-of-the-range pre-war cars received these conversions just after the war. Inexpensive, powerful and robust, they were ideal candidates for garages. The car we are presenting here belonged to the Fougeray family for a long time. They acquired it in 2001 from a Breton enthusiast who had owned it since 1985. Visibly restored in the early 2000s, this tow truck still has its specific equipment, such as its winch, which is functional. The only drawback is that the cracked passenger window needs replacing. Acquired by our collectors a few years ago, the car immediately became part of their museum collection. Since then, it has remained at a standstill and needs to be put back on the road. Once back on the road, this beautiful tow truck will be the attraction of the brand's gatherings.

Estim. 10 000 - 15 000 EUR

Lot 43 - 1930 Citroën AC4 Torpédo Commerciale Chassis 105.009 Beautiful restoration Mythical model Collector's registration 10 000 / 12 000€ The Citroën C4 was originally named AC4, in reference to André Citroën 4, to differentiate it from the 1925 C4, which was never produced. The letter A was soon forgotten, and only the C4 ending remained. It was presented at the Paris Motor Show in October 1928 to replace the aging B14, whose export sales figures were falling sharply. Citroën imagined a more powerful, more comfortable vehicle, very close to American standards, which were a hit in every country. The example we present is a 1930 Torpédo Commercial. It was completely restored in 2010. Acquired by our collectors in 2020, the car immediately became part of their museum collection. Since then, it has remained at a standstill, and needs to be put back on the road. 1930 Citroën AC4 Torpédo Commerciale Chassis 105.009 Beautiful restoration Mythical model Collector's registration document The Citroën C4 was originally called the AC4, in reference to André Citroën 4, to differentiate it from the 1925 C4, which was never produced. The letter A was soon forgotten, and only the C4 name remained. It was presented at the Paris Motor Show in October 1928 to replace the ageing B14, whose export sales figures were falling sharply. Citroën imagined a more powerful, more comfortable vehicle, very close to the American standards that were a hit in every country. The car we are presenting is a 1930 Torpédo Commercial. It was fully restored in 2010. Acquired by our collectors in 2020, the car immediately became part of their museum collection. Since then, it has remained at a standstill, and now needs to be put back on the road.

Estim. 10 000 - 12 000 EUR

Lot 44 - 1932 CITROEN C4 Chassis 459163 French registration Good condition Interesting model 4 000 / 6 000€ The Citroën C4 was originally named AC4, in reference to André Citroën 4, to differentiate it from the 1925 C4, which was never produced. The letter A was soon forgotten, and only the C4 ending remained. It was presented at the Salon in October 1928 to replace the aging B14, whose export sales figures were falling sharply. Citroën imagined a more powerful, more comfortable vehicle, very close to the American standards that were a hit in every country. We were able to retrace its history from 1955, the year it was registered in the French "manche". Its owner kept it for 22 years, before selling it to a second-hand dealer in 1977. He restored it and kept it until 2019. It was then that our collector acquired it. Acquired by our collectors in 2019, the car immediately became part of their museum collection. Since then, it has remained at a standstill, and needs to be put back on the road. 1932 CITROEN C4 Chassis 459163 French registration Good condition Interesting model The Citroën C4 was originally called the AC4, in reference to André Citroën 4, to differentiate it from the 1925 C4, which was never produced. The letter A was soon forgotten, however, and all that remained was the name C4. It was presented at the Salon in October 1928 to replace the ageing B14, whose export sales figures were falling sharply. Citroën imagined a more powerful, more comfortable vehicle, very close to the American standards that were a hit in every country. We have been able to retrace its history from 1955, the year it was registered in the Channel. Its owner kept it for 22 years, before selling it to a second-hand dealer in 1977. He restored it and kept it until 2019. It was then that our collector acquired it. Acquired by our collectors in 2019, the car immediately became part of their museum collection. Since then, it has remained at a standstill, and will now be put back on the road.

Estim. 5 000 - 7 000 EUR

Lot 45 - 1932 CITROËN Rosalie Sedan 8 Serial number 802661 Carte grise Collection Beautiful condition Ideal for a start in the pre-war world. 5 000 / 7 000€ The Citroën Rosalie was presented at the 1932 Paris Motor Show. Available in several power ratings, it was nicknamed 8, 10 or 15. It was produced as a cabriolet, coach, sedan, torpedo or utility vehicle. The Rosalie went down in history with the famous 1933 record, when 300,000km were covered at an average speed of 93km/h on the Montlhéry ring. The model on offer is a 1932 8hp sedan, restored by its previous owners. During the restoration, the mechanics, upholstery and bodywork were overhauled (without invoices). Acquired by our collectors a few years ago, the car immediately became part of their museum collection. Since then, it has remained at a standstill, and needs to be put back on the road. 1932 CITROËN Rosalie Saloon 8 Serial number 802661 Collection registration Beautiful condition Ideal for a start in the pre-war world. The Citroën Rosalie was presented at the 1932 Paris Motor Show. Available in a range of power ratings, it was nicknamed the 8, 10 or 15. It was produced as a cabriolet, coach, saloon, torpedo or utility vehicle. The Rosalie went down in history with the famous 1933 record, when 300,000km were covered at an average speed of 93km/h on the Montlhéry circuit. The car on offer is a 1932 8hp saloon, restored by its previous owners. The mechanics, upholstery and bodywork were overhauled (without invoice). Acquired by our collectors a few years ago, the car immediately became part of their museum collection. Since then, it has been out of action and will now need to be restarted.

Estim. 6 000 - 8 000 EUR

Lot 46 - 1934 CITROËN Rosalie 10 AL Bétaillère Serial number 291174 Rare 10 hp version Restoration to be finished French registration 2 000 / 3 000€ The Citroën Rosalie was presented at the 1932 Paris Motor Show. Available in several power ratings, it was nicknamed 8, 10 or 15. It was produced as a cabriolet, coach, sedan, torpedo or utility vehicle. The Rosalie went down in history with the famous record of 1933, when 300,000km were covered at an average speed of 93km/h on the Montlhéry ring. In January 1934, the Rosalie's line was revised by the famous Bertoni, who gave it new wings with bavolets, curved bumpers and a sloping grille. All of which made it recognizable from previous generations, and allowed the Rosalie to enter the 1930s once and for all. This Rosalie 10 AL rolled off the Citroën production line on January 03, 1932 as a civilian car. Unfortunately, we don't know its history before 1947, when, according to its owner, it was re-bodied as a cattle car by the Jean Roux workshops. Acquired by our collector in the early 2020s, he began restoring the bodywork. Many of the mechanical parts have been rebuilt, but as this project was not completed, it will be left to the future owner to complete. Please do not hesitate to contact us for further information on the work already carried out. Acquired by our collectors in 2020, the car immediately became part of their museum collection. Since then, it has remained idle, and will now be put back on the road. 1934 CITROËN Rosalie 10 AL Bétaillère Serial number 291174 Rare 10 hp version Restoration to be finished French registration The Citroën Rosalie was presented at the 1932 Paris Motor Show. Available in a range of power ratings, it was nicknamed the 8, 10 or 15. It was produced as a cabriolet, coach, saloon, torpedo or utility vehicle. The Rosalie went down in history with the famous record of 1933, when it covered 300,000km at an average speed of 93km/h on the Montlhéry circuit. In January 1934, the Rosalie's lines were revised by the famous Bertoni, who gave it new wings with bavolets, curved bumpers and a sloping radiator grille. All of which made it recognisable from previous generations and allowed the Rosalie to enter the 1930s once and for all. This Rosalie 10 AL rolled off the Citroën production line on 03 January 1932 as a civilian car. Unfortunately, we do not know its history before 1947, when, according to its owner, it was rebodied as a cattle car by the Jean Roux workshops. Acquired by our collector in the early 2020s, he began restoring the bodywork. Many of the mechanical parts were rebuilt, but as the work was not completed, it will be left to the future owner to complete. Please do not hesitate to contact us for more information on the work already carried out. Acquired by our collectors in 2020, the car immediately became part of their museum collection. Since then, it has been out of action and needs to be put back on the road.

Estim. 3 000 - 5 000 EUR

Lot 47 - 1938 Citroën Traction 7C Cabriolet Ateliers Cassoulet Chassis 209329 CABR" on the registration document French registration document More than 10,000 euros in recent invoices Engine 11 performance te limp of ID. 25 000 / 30 000 André Citroën's brand has always stood out in Europe as a brand with a populist vocation, always making a point of not copying its competitors, and favoring innovation. The "Traction" is the first true example of the mechanical innovations that revolutionized the daily lives of French drivers. It may make you smile these days, but offering a mass-produced, affordable car with the distinctive feature of front-wheel drive, rather than rear-wheel drive, was revolutionary at the time. In addition to this improvement, most Traction models featured a monocoque structure, hydraulic brakes and independent wheel suspension. The Traction was produced from 1934 to 1957, and came in many generations, often radically opposed. This 1938 Traction 7C is a fine cabriolet reconstruction, built by the Cassoulet workshops in the early 1980s. Based on a Berline produced on October 26, 1938, this cabriolet was built by a renowned craftsman. The engine was replaced by an 11 and the gearbox by that of an ID. Acquired in 2021 by our Collector, he spent almost 10,000 euros to perfect his car. The chrome has been revised, the upholstery and soft top partly redone, and the engine overhauled. Today, the car is ready to go, but needs a complete overhaul as it has been in the collection since 2022. A fine rebuild, this traction car, once overhauled, will be ideal for rallying or enjoying our beautiful French coastline. 1938 Citroën Traction 7C Cabriolet Ateliers Cassoulet Chassis 209329 CABR' on the registration document French registration document Nearly 10,000 euros in recent invoices 11 performance engine and ID gearbox. André Citroën's brand has always stood out in Europe as a brand with a populist vocation, always making a point of not copying its competitors and favouring innovation. The Traction was the first real example of the mechanical innovations that revolutionised the daily lives of French drivers. It may make you smile these days, but offering a mass-produced, affordable car with the unique feature of front-wheel drive rather than rear-wheel drive was revolutionary at the time. In addition to this improvement, most traction cars had a monocoque structure, hydraulic brakes and independent wheel suspension. The Traction was produced from 1934 to 1957, and came in many generations, often radically opposed. This 1938 Traction 7C is a fine cabriolet rebuilt by the Cassoulet workshops in the early 1980s. Based on a saloon produced on 26 October 1938, this cabriolet was built by a renowned craftsman. The engine was replaced by an 11 and the gearbox by that of an ID. Acquired in 2021 by our Collector, he spent nearly 10,000 euros to improve his car. The chrome has been revised, the upholstery and soft top partly redone, and the engine overhauled. Today, the car is running well, but needs a complete overhaul because it has been out of the collection since 2022. A fine rebuild, this traction car, once overhauled, will be ideal for rallying or for enjoying our beautiful French coastline.

Estim. 25 000 - 30 000 EUR

Lot 48 - 1939 Citroën Traction 7C Cabriolet 4-door. Chassis n°217334 Engine FN03868 Carte Grise Collection Mention CABR on the Carte Grise One of the last produced Indissociable from the history of the Citroën brand, the Traction avant paved the way for the modern automobile with its many technological innovations, including the famous universal joint system. When it came out in 1934, it was 20 years ahead of the competition. From 1934 to 1957, it delighted several generations of motorists. Today, the Traction Avant Citroën 7, 11 and 15 are models in a class of their own in the world of classic cars. Long shunned, they now play a vital role in the success of events around the world. Whether sedan, commercial, family, convertible, coupé, wide, light, original or restored to perfection, the Traction will always give you the same pleasure. This 1939 Traction 7C-9 is a rare pre-war example. It was delivered on November 22, 1939 to the Citroën dealership in Gisors, France. The Browns enjoyed little use of the car, which remained hidden in the barn during the war. In June 1944, they were able to use their Traction again in liberated Normandy. They kept it until the end of 1951. The car was then acquired by the Rubin family. In 1963, the car was sold to the Lilienthal family, who eventually abandoned it. In 1967, the car was rescued from the scrap heap by Michel Barbaud, who restored it and transformed it into a unique convertible. The body was reinforced and a removable roll-bar created. The transformation, carried out by the Neau industrial body shop in Gisors, was approved, and the car still bears the CABR mark on its registration document. In 2011, after 44 years of ownership, Michel Barbaud decided to part with his car. He sold it to Michel B., who had the engine rebuilt, before handing it over to our collector in 2017. Since its acquisition, he has personalized it to his taste, having the upholstery redone. It has been regularly maintained. Today, although the car starts up, it deserves an overhaul following its prolonged stoppage in the collectors' museum. 1939 Citroën Traction 7C Cabriolet 4 doors. Chassis n°217334 Engine FN03868 Collection registration document Mention CABR on the registration document One of the last to be produced Indissociable from the history of the Citroën brand, the Traction avant paved the way for the modern automobile thanks to its many technological innovations, including the famous universal joint system. When it came out in 1934, it was 20 years ahead of the competition. From 1934 to 1957, it delighted several generations of motorists. Today, the Traction Avant Citroën 7, 11 and 15 are models in a class of their own in the world of classic cars. Long shunned, they now play a key role in the success of various events around the world. Whether it's a saloon, commercial, family, cabriolet, coupé, wide, light, original or restored to perfection, the Traction will always give you the same pleasure. This 1939 Traction 7C-9 is a rare pre-war example. It was delivered to the Citroën dealership in Gisors on 22 November 1939. They didn't get much use out of it, as the car remained hidden in the barn during the war. In June 1944, they were able to use their Traction again in liberated Normandy. They kept it until the end of 1951. The car was then acquired by the Rubins. In 1963, the car was sold to the Lilienthal family, who eventually abandoned it. In 1967, the car was rescued from the scrap heap by Michel Barbaud, who restored it and transformed it into a unique convertible. The body was strengthened and a removable roll bar created. The transformation, carried out by the Neau industrial bodywork workshop in Gisors, was approved by the authorities, and the car still bears the CABR mark on its registration document. In 2011, after 44 years of ownership, Michel Barbaud decided to sell his car. He sold it to Michel B., who had the engine rebuilt before selling it to our collector in 2017. Since its acquisition, he has personalised it to his taste, having the upholstery redone. It has been regularly maintained. Today, although the car starts up, it is in need of an overhaul following its prolonged stint in the collectors' museum.

Estim. 20 000 - 25 000 EUR

Lot 51 - 1952 Citroën 2CV Type A Chassis number 29874 French registration Rare Type A The original deuche Good condition To be restored The Citroën 2CV should have been launched in 1939, but the Second World War forced the French manufacturer to postpone the release of its very inexpensive car. Its mission was to put France on wheels. During the war, Citroën continued to develop its project. It wasn't until 1948 that the 2CV was officially presented to the public and the press. The public was initially bewildered. The new popular little car was soon nicknamed "the sardine can". The specifications were simple: 4 doors, 4 seats, 60 km/h, 5 liters per 100 km, 50 kg of luggage. Another advantage of the 2CV was its low price of 185,000 francs, while its competitor, the 4CV, sold for 285,000 francs. The 2CV was so ingeniously conceived that it became a commercial success, and is now considered an automotive myth. This 2CV is a 1952 type A, chassis 29874. We've been able to trace its history back to 1953, the year it was registered in Isère. Its owner kept it for 46 years, until it was sold to the second owner in 1998. In 2017, he sold it to a German enthusiast. The latter restored it (no invoice) before selling it to our collector in 2020. It's rare to find a 2CV type A with a known history. A mythical model, this one is waiting for a new collector to get it back on the road. Acquired in 2020, the car immediately became part of the museum collection. Since then, it has remained at a standstill, and needs to be put back on the road. 1952 Citroën 2CV Type A Chassis number 29874 French registration document Rare Type A The original deuche Good condition To be put back on the road The Citroën 2CV should have been launched in 1939, but the Second World War forced the French manufacturer to postpone the launch of its very cheap car. Its mission was to put France on wheels. During the war, Citroën continued to develop its project. It wasn't until 1948 that the 2CV was officially presented to the public and the press. At first, the public was bewildered. The new popular little car was soon nicknamed the 'sardine can'. The characteristics were simple: 4 doors, 4 seats, 60 km/h, 5 liters per 100 km, 50 kg of luggage. Another advantage of the 2CV was its low price of 185,000 francs, compared with 285,000 francs for its competitor, the 4CV. The 2CV was so ingeniously designed that it became a commercial success and is now a car legend. This 2CV is a 1952 type A, chassis 29874. We have been able to trace its history back to 1953, the year it was registered in Isère. This owner kept it for 46 years, until it was sold to the second owner in 1998. In 2017, he sold it to a German enthusiast. The latter restored it (no invoice) before selling it to our collector in 2020. It is rare to find a 2CV type A with a known history. A mythical model, this one is waiting for a new collector to get it back on the road. Acquired in 2020, the car immediately became part of the museum collection. Since then, it has remained at a standstill, and now needs to be put back on the road.

Estim. 6 000 - 8 000 EUR

Lot 52 - 1974 CITROEN 2CV AK400 Chassis 13AK6285 Sold with photocopy of French registration document - Service booklet In September 1954 Citroën launched the 2CV AZU with the 425cm3 twin-cylinder boxer engine of the contemporary 2CV AZ. It was not aimed at customers wishing to carry heavy loads, but it did appeal to craftsmen and public authorities. As its career progressed, it evolved towards higher payloads and more power. In 1970, it further increased its payload to 400 kg and developed 35 hp, enabling it to reach 100 km/h - the payload that gave the car its name. This 2 CV van is from 1974, based on chassis 13AK6285. In the colors of the brand's 100th anniversary, it's an attractive vehicle. Since its acquisition, many body parts have been overhauled or replaced, as have the piston liners and coils. Today, it starts and runs correctly, but the gas pedal needs to be overhauled and the bodywork shows traces of corrosion in places. In 2020, the car will become part of the museum collection and will remain in a static state. A restart is planned. 1974 CITROEN 2CV AK400 Chassis 13AK6285 Sold with photocopy of French vehicle registration document - Service booklet In September 1954 Citroën launched the 2CV AZU with the 425 cm3 twin-cylinder boxer engine of the contemporary 2CV AZ. It was not aimed at customers wishing to carry heavy loads, but it did appeal to craftsmen and public authorities. Over the course of its career, it evolved towards greater payload and more power. In 1970, it increased its payload to 400 kg and developed 35 bhp, enabling it to reach speeds of 100 km/h. This payload gave the car its name. This 2 CV van is from 1974, based on chassis 13AK6285. In the colours of the brand's 100th anniversary, it's an attractive vehicle. Since it was purchased, many body parts have been overhauled or replaced, as have the piston liners and coils. Today, it starts and runs correctly, but the accelerator needs to be revised and the bodywork shows signs of corrosion in places. In 2020, the car will become part of the museum collection and will remain in a static state. A restart is planned.

Estim. 7 000 - 9 000 EUR

Lot 53 - CITROËN TRACTION 11 BL Chassis n°595948 Engine no. AJ16173 One of the last flat-trunk versions Ex André Trigano. Well-preserved old restoration One owner from 1956 to 2007 French collector's registration 6 000 / 8 000€ Revolutionary! At the time, this was the best definition of the Citroën Traction Avant. With its well-designed monocoque bodywork, four independent wheels and front-wheel drive, the new Citroën was on the verge of a technological breakthrough. In fact, it took over 20 years to build. The Citroën "Traction Avant" was officially launched in May 1934 as a 7hp. As for the 11cv fiscaux, it appeared a few months later for the Paris Motor Show in two body styles, a small one, called the "11 Légère", and the "11 normale", 20 cm longer and 12 cm wider. The model we're presenting here is an 11 BL from 1952. This car is one of the last to be fitted with its characteristic flat trunk. It belonged to the same owner for 51 years. This enthusiast from Ariège sold it to André Trigano in 2007. In 2016, the car was sold at auction with André Trigano's Citroën collection. It was at this sale that our collector acquired the car. He immediately fell in love with the car, and took it on several rallies, replacing the clutch, master cylinder, gearbox and many other parts. Eventually, it became part of his museum collection. Since then, it's been out of action and needs to be restarted. CITROËN TRACTION 11 BL Chassis no. 595948 Engine no. AJ16173 One of the last versions with flat trunk Ex André Trigano. Well-preserved old restoration One owner from 1956 to 2007 French collector's registration Revolutionary! At the time, it was the best definition of the Citroën Traction Avant. With its well-designed monocoque bodywork, four independent wheels and front-wheel drive, the new Citroën had taken off with a definite technological advance. In fact, it took over 20 years to build. The Citroën Traction Avant was officially launched in May 1934 in the form of a 7hp. As for the 11cv tax car, it appeared a few months later at the Paris Motor Show in two body styles, a small one called the '11 Légère' and the '11 normale', which was 20 cm longer and 12 cm wider. The car we are presenting is an 11 BL from 1952. This car is one of the last to be fitted with its characteristic flat trunk. It belonged to the same owner for 51 years. This enthusiast from Ariège sold it to André Trigano in 2007. In 2016, the car was sold at auction along with André Trigano's Citroën collection. It was at this auction that our collector acquired the car. He immediately fell in love with the car and took it on several rallies, replacing the clutch, master cylinder, gearbox and many other parts. Eventually, it became part of his museum collection. Since then, the car has been out of action and needs to be restarted.

Estim. 7 000 - 9 000 EUR

Lot 54 - 1953 Citroën Traction 15/6 Chassis n°720515 French registration Pivotal year Mythical car 20 000 / 25 000€ The 15/6 D succeeded the 15/6 G in June 1947. The fitting of a new gearbox restored the engine's direction of rotation to the right, hence its new name. The 15/6 D is easily recognizable by its new front grille adorned with a new chromed "15, 6-cyl" monogram, surmounted by a pair of chromed fenders, to conceal the enlarged crank hole for access to the gearbox nose, positioned higher than on the 15/6G. The few modifications that appeared in 1952 were a domed trunk, a grey-painted dashboard, the replacement of position lights with front/rear indicators and the introduction of 4-slot wheels. We were able to trace the history of this traction car back to 1964, when it was first registered in Yvelines. This owner kept it for 3 years before selling it to Monsieur Pétron in Hauts de Seine. He kept it until 1979, when it was acquired by Monsieur Gorin, residing in Côtes d'Armor. In 1992, it changed hands again, before being acquired in 2002 by Mr. Piel. He undertook extensive work on the car (clutch, brakes, starter, ignition, carburation, fittings) before handing it over to our collector in 2017. They have regularly maintained their car, upgrading it to 12V. Today, the car starts and runs, but due to its immobilization in the personal museum, a general overhaul will be necessary. 1953 Citroën Traction 15/6 Chassis n°720515 French registration Key Year A legendary car The 15/6 D succeeded the 15/6 G in June 1947. The fitting of a new gearbox made it possible to restore the engine's direction of rotation to the right, hence its new name. The 15/6 D was easily recognizable by its new radiator grille featuring a new chromed '15, 6-cyl' monogram, surmounted by a pair of chromed wings to conceal the enlarged crank hole for access to the gearbox nose, which was positioned higher than on the 15/6G. The few changes made in 1952 were the appearance of the domed boot, the grey-painted dashboard, the replacement of the parking lights with front/rear indicators and the introduction of 4-slot wheels. We were able to trace the history of this front-wheel drive car back to 1964, the year it was registered in the Yvelines department. The owner kept it for 3 years before selling it to Mr Pétron in Hauts de Seine. He kept it until 1979, when it was acquired by Mr Gorin, who lived in Côtes d'Armor. In 1992, it changed hands again, before being acquired by Mr Piel in 2002. Mr Piel carried out extensive work on the car (clutch, brakes, starter, ignition, carburettor, fittings) before selling it to our collector in 2017. They have regularly maintained their car, converting it to 12V in particular. Today, the car starts and runs, but because it has been immobilised in the personal museum, a general overhaul will be required.

Estim. 20 000 - 25 000 EUR

Lot 55 - 1957 Citroën Traction 11C Commerciale Chassis 307385 Carte Grise Collection Extremely rare version Nice patina One of the first Citroën with a tailgate. With its well-designed monocoque body, four independent wheels and front-wheel drive, the new Citroën Traction is set for a career of more than twenty years in production, and many more in use. It was Gabriel Voisin's former collaborator, André Lefebvre, who studied this milestone in French automotive history. The Citroën "Traction Avant" was officially launched in May 1934 as a 7hp. As for the 11cv fiscaux, it appeared a few months later for the Paris Motor Show in two body styles, a small one, called the "11 Légère", and the "11 normale", 20 cm longer and 12 cm wider. In early 1937, the 11 Commerciale appeared. Based on the station wagon, it proved highly versatile, not only thanks to its 5 seats but also its 500 kg payload, once the bench seat was removed. A commercial success with craftsmen and other dealers, the 11 Commerciale was withdrawn from the catalog in 1942. At the end of 1953, faced with demand from these trades and growing competition from the 203 Commerciale and the Renault Colorale, Citroën studied a new 11 C with a hatchback. April 1954 saw the reappearance of the 11 commerciale with a one-piece tailgate. In addition to the three colors of the sedan, it was available in a special color, RAF AC 130 blue. This is one of the last 11 Cs produced. Stored for a long time in a garage, it has a beautiful patina, suggesting that its paintwork is original. Acquired by our collector in 2020, it has remained in a static state in his museum ever since. As such, it will need to be restarted. 1957 Citroën Traction 11C Commerciale Chassis number 307385 Carte Grise Collection Very rare version Nice patina One of the first Citroëns with a tailgate. With its well-designed monocoque body, four independent wheels and front-wheel drive, the new Citroën Traction was set for a career of more than twenty years in production, and many more in use. It was Gabriel Voisin's former collaborator, André Lefebvre, who studied this milestone in the history of the French car. The Citroën Traction Avant was officially launched in May 1934 as a 7hp model. The 11cv tax car appeared a few months later at the Paris Motor Show in two body styles, a small one called the "11 Légère" and the "11 normale", which was 20 cm longer and 12 cm wider. In early 1937, the 11 Commercial appeared. Based on the station wagon, it proved to be very versatile thanks to its 5 seats and its 500 kg payload, once the bench seat was removed. A commercial success with craftsmen and various dealers, the 11 Commerciale was withdrawn from the catalog in 1942. At the end of 1953, faced with demand from these trades and growing competition from the 203 Commercial and the Renault Colorale, Citroën studied a new 11 C with a hatchback. April 1954 saw the reappearance of the commercial 11 with a one-piece tailgate. In addition to the three saloon colours, it was available in a special colour, RAF AC 130 blue. This is one of the last 11Cs produced. Stored for a long time in a garage, it has a beautiful patina, suggesting that its paintwork is original. Acquired by our collector in 2020, it has remained in a static state in his museum ever since. It will need to be restarted.

Estim. 5 000 - 7 000 EUR

Lot 56 - 1965 CITROËN ID 19 Serial number 3086150 mythical model Second hand French registration 15 000 / 20 000€ ID or DS? Idea or Goddess? Judging by the success of the ID, it was undoubtedly an excellent idea. Citroën wasn't in the business of playing footsie in May 1957 when the ID was launched. On the contrary, by equipping its new model with the marvellous hydraulic suspension of the DS, but with a slightly lower level of equipment, the Quai de Javel automaker was securing sales opportunities with a more wallet-conscious public, eager to indulge in the refinement and famous styling of the DS, put down on paper by Flaminio Bertoni and André Lefebvre. The British magazine Classic&Sports Car named the DS "the most beautiful car of all time". This Citroën ID 19 was delivered new on March 23, 1960. It is a comfort version, painted in an elegant anthracite gray. This ID remained with the same owner from 1960 to 2014. It has been restored in the past, and its paintwork now looks very good, as do its various exterior fittings. The interior is in good condition, but the front upholstery is in need of refurbishment. Nevertheless, the door panels specific to ID Confort are in good condition. Mechanically, the car has been stopped since the death of its owner in 2023, and needs to be restarted. The car is being sold with a technical inspection for non-conformity of its registration document, as well as for fluid losses. This beautiful 1960 ID Comfort is one of the brand's legendary models, ideal for future commemorations of the model's 70th anniversary. 1965 CITROËN DS ID 19 Serial number 3086150 mythical model Second hand French registration ID or DS? Idea or Goddess? Judging by the success of the ID, it was undoubtedly an excellent idea. Citroën wasn't in the business of playing footsie when the ID was launched in May 1957. On the contrary, by equipping its new model with the marvellous hydraulic suspension of the DS, but revising the equipment slightly downwards, the manufacturer from the Quai de Javel was securing commercial outlets with a population that was more concerned about its wallet, but eager to treat itself to the refinement and famous lines of the DS, put down on paper by Flaminio Bertoni and André Lefebvre. Incidentally, the British magazine Classic&Sports Car named the DS the 'most beautiful car of all time'. This Citroën ID 19 was delivered new on 23 March 1960. It was a comfort version, painted in a very elegant anthracite grey. This ID remained under the same name from 1960 to 2014. It has been restored in the past, and its paintwork looks very good today, as do its various exterior fittings. The interior is in good condition, but the front upholstery could do with a refit. Nevertheless, the door panels specific to the ID Confort are in good condition. From a mechanical point of view, the car has been out of action since the death of its owner in 2023 and needs to be restarted. The car is being sold with a revisit for non-conformity of its registration document, as well as for excessive fluid loss. This beautiful 1960 id confort is a mythical model of the brand, ideal for the future commemorations of the 70 years of the model.

Estim. 15 000 - 20 000 EUR

Lot 57 - 1969 CITROEN Type : Ami 6 Serial number : 582651 Sold with photocopy of French registration document 2 000 / 4 000€ The Citroën Ami 6 (popularly known as the "3 CV") was manufactured from 1961 to 1969. The primary objective was to offer customers a compromise between two models: the top-of-the-range DS, and the bottom-of-the-range 2 CV. The result was a highly popular range of vehicles in a variety of forms. The first Citroën Ami cars, built on the 2CV platform, were produced temporarily at the Panhard plant on avenue d'Ivry in Paris, then very quickly at the newly created Rennes-la-Janais (Ille-et-Vilaine) and Forest plants in Belgium. It was the best-selling car in France in 1966, taking first place from the Renault 4 (the latter's 5 CV versions being counted separately). The Ami 6 broke new sociological ground by presenting itself in advertising literature as the ideal second car for the lady. As for the name "Ami", it's said to have come from the combination of the name "AM", the continuation of the M project, and the number 6 corresponding to its cubic capacity, and some have put forward the hypothesis of its proximity to the word "amici" ("friends" in Italian, Flaminio Bertoni's native language). In fact, according to Citroën archives, the "I" was added to the name "AM" for Automobile de Milieu de gamme. Mme Yvonne de Gaulle drove a carrara-white Ami 6 sedan. The model presented here is one of the very last to be built. From 1970 to 2005, it belonged to Madame Thérèse Blin, a medical secretary in Le Mans, before being sold at auction in 2020 to Monsieur Pottier to complete the collection. An extensive file of invoices will be handed over to the buyer. In 2020, the car will become part of the museum collection and will remain in a static state. A restart is planned. 1969 CITROEN Type : Ami 6 Serial number : 582651 Sold with photocopy of French vehicle registration document The Citroën Ami 6 (popularly known as the '3 CV') was produced from 1961 to 1969. The primary aim was to offer customers a compromise between two models: the top-of-the-range DS and the bottom-of-the-range 2 CV. The result was a range of very popular vehicles in a variety of forms. The first Citroën Ami cars, built on the 2CV platform, were produced temporarily at the Panhard plant on Avenue d'Ivry in Paris, then very quickly at the newly created Rennes-la-Janais plant (Ille-et-Vilaine) and at Forest in Belgium. It was the best-selling car in France in 1966, taking first place from the Renault 4 (the latter's 5 CV versions being counted separately). The Ami 6 broke new sociological ground by advertising itself as the ideal second car for women. As for the name 'Ami', it is thought to have come from the combination of the name 'AM', the continuation of the M project, and the number 6, which corresponds to its cubic capacity. Some people have suggested that it is close to the word 'amici' ('friends' in Italian, Flaminio Bertoni's native language). In fact, according to the Citroën archives, the 'I' was added to the name 'AM' for Automobile de Milieu de gamme. Mme Yvonne de Gaulle drove an Ami 6 saloon in carrara white. The model shown is one of the very last to be produced. From 1970 to 2005, it belonged to Madame Thérèse Blin, a medical secretary in Le Mans, before being sold at auction in 2020 to Mr Pottier to complete the collection. An extensive file of invoices will be given to the buyer. In 2020, the car will become part of the museum collection and will remain in a static state. A restart is planned.

Estim. 2 000 - 4 000 EUR

Lot 58 - 1971 Citroën ID20 Chassis 3889497 Carte grise collection 5 000 / 8 000€ Revolutionary", the DS made a clean sweep of the past when it was presented in 1955. For once, this overused label was not an exaggeration, given the absolute innovation of this gifted Citroën. At the end of 1967, as it entered the twelfth year of its career, the DS changed face one last time, the better to perpetuate its legend. This latest generation of the DS is characterized by its "third type" face. It was unveiled at the 1967 Paris Motor Show, where Citroën surprised visitors with a new line. More than a redesign, it was a complete overhaul of the front end, which in no way altered the car's aesthetics. Citroën is to be congratulated for respecting and preserving the original DS line. The ID will also benefit from the restyling improvements. The example we present is a 1971 ID20. It is in good cosmetic condition. Acquired by our collector in 2020, it hasn't been on the road since and will need to be restyled. 1971 Citroën ID20 Chassis 3889497 Collection registration document Revolutionary", the DS was a clean sweep of the past when it was presented in 1955. For once, this overused label was not an abuse of the term, given the commitment to absolute innovation demonstrated by this gifted Citroën. At the end of 1967, as it entered the twelfth year of its career, the DS changed face for the last time, the better to perpetuate its legend. This last generation of the DS was characterized by its 'third type' face. It was unveiled at the 1967 Paris Motor Show, where Citroën surprised visitors with a new line. More than a remodelling, it was a complete overhaul of the front end that in no way altered the car's aesthetics. Citroën is to be congratulated on its ability to respect and preserve the original lines of the DS. The ID will also benefit from the restyling improvements. The car we are presenting is a 1971 ID20. It is in good cosmetic condition. Acquired by our collector in 2020, it has not been driven since and will need to be put back on the road.

Estim. 6 000 - 8 000 EUR

Lot 59 - 1970 CITROEN Type : SM Serial number: SB0322 French registration The 322nd produced Desirable carburetor version Timeless configuration Launched in March 1970 and based on the DS platform, the SM had the misfortune to be born in a difficult period for large-displacement cars. Developed in part with Maserati, the SM was particularly ahead of its time, with a remarkable design and a hydropneumatic suspension system dear to the firm with the chevrons. Although its powertrain may have been derived directly from the Maserati Indy's V8, with two cylinders amputated, the production SM's engine was actually developed from scratch. With 6 cylinders in a V-shape, the SM's engine produced 170 hp at 5,500 rpm on carburettor-equipped 1970 to 1972 models. With its four disc brakes with hydraulic control and assistance, Diravi power steering and directional headlamps, and a CX of just 0.339, the SM had everything to succeed! Unfortunately, the oil crisis and the reliability problems encountered by the SM put an end to its career in 1975, after only 12,920 examples had been built. This Citroën SM is a carbureted version. It is in good cosmetic condition. In the Pottier collection since 2019, the car has been serviced by SM Passion. However, due to its prolonged immobilization, after having been integrated into our collector's personal museum, and although the engine is running, the technical inspection is being revisited for a leak on the left rear sphere and for the malfunctioning of the parking brake. 1970 CITROEN Type: SM Serial number: SB0322 French registration The 322nd produced Desirable carburettor version Timeless configuration Launched in March 1970 and based on the DS platform, the SM had the misfortune to be born in a difficult period for large cars. Developed in part with Maserati, the SM was particularly ahead of its time, with a remarkable design and the hydropneumatic suspension so dear to the firm with the chevrons. Although its powertrain was thought to be derived directly from the Maserati Indy V8, with two cylinders amputated, it turns out that the production SM's engine was developed from scratch. With 6 cylinders in a V-shape, the SM's engine produced 170 bhp at 5,500 rpm on the carburettor-equipped 1970 to 1972 models. With its four disc brakes with hydraulic control and assistance, Diravi power steering and directional headlamps, and a CX of just 0.339, the SM had everything it needed to succeed! Unfortunately, the oil crisis and the reliability problems encountered by the SM put an end to its career in 1975 after just 12,920 cars had been built. This Citroën SM is a carburettor version. It is in good cosmetic condition. Part of the Pottier collection since 2019, the car has been serviced by SM Passion. However, due to its prolonged immobilisation, after having entered our collector's personal museum, and although the engine is running, the technical inspection has been revisited for a leak on the left rear sphere and for the malfunctioning of the parking brake.

Estim. 20 000 - 30 000 EUR

Lot 61 - 1976 CITROEN Type : Ami 8 Serial no.: 26JA3518 Collector's registration Faced with declining sales of the Ami 6, and awaiting the GS a little higher up the range, Citroën produced a new car: the Ami 8. Stylistically, the Ami 6 designed by Flavio Bertoni was particularly original, with its inverted rear window, but once the surprise effect wore off, sales ran out of steam. At a time when Citroën was devoting enormous resources to rotary piston engine projects, as well as to Project G (the future GS) and Project L (the future CX), foreshadowing the brand's move upmarket, there was little left to redress the balance between the Dyane and the freshly restyled DS. Fortunately, the Ami 6 station wagon is selling quite well, proving that a wiser line could be the ideal solution. Robert Opron was to oversee the new Ami, which was to take on the number 8 to give the impression of a move upmarket. Opron opted for a simple yet effective solution: a gently sloping roof. This configuration gave the car a more modern look. The final years of the car's career were difficult, with sales in steep decline. Finally, the Ami 8 gave way to the Visa in 1978. The Visa, however, belonged to the small car segment, demonstrating the Ami 8's decline in relation to its original positioning. Citroën only returned to the lower-medium segment in 1991 with the launch of the ZX. The model presented here was restored and returned to the collection 4 years ago. In 2020, the car will enter the museum collection and remain in a static state. A restart is planned. 1976 CITROEN Type : Ami 8 Serial number : 26JA3518 Collector's registration document Faced with declining sales of the Ami 6 and waiting for the GS a little further up the range, Citroën produced a new car: the Ami 8. Stylistically, the Ami 6 designed by Flavio Bertoni was particularly original, with its inverted rear window, but once the surprise effect had worn off, sales ran out of steam. While Citroën committed enormous resources to the rotary piston engine projects, as well as to Project G (the future GS) and Project L (the future CX), which heralded the brand's move upmarket, there was little left to redress the balance between the Dyane and the freshly restyled DS. Fortunately, the Ami 6 estate is selling rather well, proving that a wiser line could be the ideal solution. It was Robert Opron who was to oversee the new Ami, which was to take on the number 8 to give the impression of a move upmarket. Opron opted for a simple and effective solution: a gently sloping roof. This configuration gave the car a more modern look. The final years of the car's career were difficult, with sales falling sharply. Finally, the Ami 8 gave way to the Visa in 1978. However, the Visa belonged to the small car segment, which showed that the Ami 8 had lost ground in relation to its original positioning. Citroën did not return to the lower mid-range segment until 1991 with the launch of the ZX. The model presented here was restored and returned to the collection 4 years ago. In 2020, the car will become part of the museum collection and will remain in a static state. A restart is planned.

Estim. 3 000 - 5 000 EUR

Lot 62 - 1987 CITROEN CX 2500 GTI Serial number: VF7MANG0006NG8175 General overhaul to be scheduled Sold with photocopy of French registration document Good restoration base Sold without MOT Collector's registration document 4 000 / 6 000€ Without Reserve In 1974, the new Citroën CX is presented to the public. In 1977, Citroën unveiled the CX GTI, with its 2.4-liter, fuel-injected engine developing 128 hp. The innovation was total in every respect: chassis, design, interior. Citroën's heavy heritage forced it to distinguish itself through meticulous aerodynamics and a flattering air penetration coefficient of 0.35. The example we're offering is a 1987 2500 GTI, developing 138 hp. This car, which entered the Potier collection in 2019, had around 130,000 km, justified by the histovec. However, the mechanics need to be overhauled, with the car calling under 2,000 rpm. The electric windows don't work and the battery will have to be replaced. The bodywork has a few dents which will have to be repaired. This car is sold without CT and is a good base for restoration for all enthusiasts of the brand. 1987 CITROEN CX 2500 GTI Serial number: VF7MANG0006NG8175 No reserve Sold with photocopy of French vehicle registration document General servicing required Good restoration base Sold without MOT In 1974, the new Citroën CX was presented to the public. In 1977, Citroën unveiled the CX GTI with its 2.4-litre, fuel-injected engine developing 128 bhp. It was a complete innovation in every respect: chassis, design and interior. Citroën's heavy heritage forced it to distinguish itself through meticulous aerodynamics and a flattering air penetration coefficient of 0.35. The car on offer here is a 1987 2500 GTI with 138 bhp. This car, which entered the Potier collection in 2019, had around 130,000 km on the clock. However, the mechanics will need to be reviewed, with the car calling under 2,000 rpm. The electric windows do not work and the battery will have to be replaced. The bodywork has a few dents that need to be repaired. This car is sold without a CT and is a good basis for restoration for all enthusiasts of the marque.

Estim. 4 000 - 6 000 EUR

Lot 64 - 1960 CITROËN DS ID 19 Serial number 3086150 Third hand French registration 10 000 / 12 000€ Without reserve ID or DS? Idea or Goddess? Judging by the success of the ID, it was certainly an excellent idea. Citroën wasn't in the business of playing foil to foil in May 1957, when the ID was launched. On the contrary, by equipping its new model with the marvellous hydraulic suspension of the DS, but with a slightly lower level of equipment, the Quai de Javel automaker ensured sales to a more wallet-conscious public, eager to indulge in the refinement and famous lines of the DS, put down on paper by Flaminio Bertoni and André Lefebvre. The British magazine ClassicSports Car named the DS the "most beautiful car of all time". This Citroën ID 19 was delivered new on March 23, 1960. It is a comfort version painted in anthracite gray. This ID remained under the same name from 1960 to 2014, so it's second-hand. It has been restored in the past. It has a beautiful patina, as do its various exterior fittings. The interior is in good condition, but the front upholstery is in need of refurbishment. Stopped for some time, the ignition will be overhauled as part of a general overhaul to enable this beautiful ID to once again take to the beautiful roads of France. 1960 CITROËN DS ID 19 Serial number 3086150 Third hand French registration 10 000 / 12 000€ Without reserve ID or DS? Idea or Goddess? Judging by the success of the ID, it was undoubtedly an excellent idea. Citroën wasn't in the business of playing footsie when the ID was launched in May 1957. On the contrary, by equipping its new model with the marvellous hydraulic suspension of the DS, but with a slightly lower level of equipment, the manufacturer from Quai de Javel was securing sales opportunities with a population that was more concerned about its wallet, but wanted to treat itself to the refinement and famous lines of the DS, put down on paper by Flaminio Bertoni and André Lefebvre. Incidentally, the British magazine ClassicSports Car named the DS the 'most beautiful car of all time'. This Citroën ID 19 was delivered new on 23 March 1960. It was a comfort version painted in anthracite grey. This ID remained under the same name from 1960 to 2014, so it is second-hand. It has been restored in the past. It has a beautiful patina, as do its various exterior fittings. The interior is in good condition, but the front upholstery could do with a refit. It has been out of service for some time, and the ignition will need to be overhauled as part of a general overhaul to enable this beautiful ID to once again take to the beautiful roads of France.ul roads of France.

Estim. 10 000 - 12 000 EUR

Lot 65 - 1975 Citroën 2 CV Charleston (r) Chassis: 102419037 Serbian registration document To clear High-quality rebuild Interesting history Mythical car Sold without MOT 6 000 / 8 000€ On September 12, 1980, Citroën's public relations department announced the "2CV Charleston" limited series with a series of press releases and press conferences. On the stand at the Paris Motor Show, Citroën positioned a number of models dressed in pearl dresses and garçonne haircuts. This is, of course, what best symbolizes the "Charleston" period. Originally intended for a limited series of 8,000, this model was a huge success. And the initial limited series soon became a fully-fledged finish. The example on offer is a rare Cimos Citroën 2Cv produced in Yugoslavia in 1975. During its restoration, it was transformed into a "Charleston". A beautifully crafted replica, it takes the eye of an expert to identify the car's Yugoslav origins. Stopped for some time, it will need to be restarted. 1975 Citroën 2 CV Charleston (r) Chassis: 102419037 Serbian registration document For customs clearance Good quality rebuild Interesting history Mythical car Sold without MOT 6 000 / 8 000€ On 12 September 1980, Citroën's public relations department announced the '2CV Charleston' limited series with a series of press releases and press conferences. On the stand at the Paris Motor Show, Citroën positioned a number of models dressed in pearl dresses with boyish haircuts. This, of course, is what best symbolises the 'Charleston' period. Originally planned as a limited series of 8,000, this model was a huge success. And the initial limited series soon became a fully-fledged finish. The example we are offering is a very rare Cimos Citroën 2Cv produced in Yugoslavia in 1975. During its restoration, it was transformed into a 'Charleston'. A beautifully crafted replica, it takes an expert's eye to identify the car's Yugoslav origins. It has been out of action for some time, and will need to be put back on the road.

Estim. 6 000 - 8 000 EUR

Lot 66 - 1972 Citroën DSpécial Chassis Carte Grise Collection One of the latest ID evolutions Pleasant to drive Mythical model Attractive configuration A revolutionary car, the DS made a clean sweep of the past when it was introduced in 1955. For once, this overused label was not an exaggeration, given the absolute innovation of this gifted Citroën. During its 20-year career, this exceptional avant-garde car was marketed at the price of an "ordinary" model. When it was launched in May 1957, the Citroën ID 19 Luxe was powered by a 1,911 cm3 66 CV single-barrel carburetor engine. It shared the DS's hydraulic suspension, but was distinguished by its conventional clutch gearbox. IDs can be identified by their small wheel covers, black rubber windshield surrounds, burgundy, then black plastic rear turn signal horns, and silver chevrons on the rear trunk. The roof of the IDs was unpainted translucent fiberglass (eggshell color). Starting with 1962 models, it was painted white, while the DS was restyled in 1967 to adopt a new front end identical to that of its big sister. In 1970, as the ID's dashboard evolved to look more Seventies than Fifties, the ID 19 was renamed D Special. The example we're offering is a 1972 DSpécial. In good general condition, this car is sold with a valid MOT less than 6 months old. Coming by road from Normandy, this car runs well. 1972 Citroën DSpécial Chassis Carte Grise Collection One of the latest evolutions of the ID Pleasant to drive Mythical model Attractive configuration The DS was a revolutionary car, a clean sweep of the past when it was unveiled in 1955. For once, this overused adjective was in no way an exaggeration of the commitment to absolute innovation demonstrated by this gifted Citroën. During its 20-year career, this exceptional avant-garde car was sold at the price of an 'ordinary' model. When it was launched in May 1957, the Citroën ID 19 Luxe was powered by a 1,911 cm3 66 bhp engine with a single-barrel carburettor. It shared hydraulic suspension with the DS, but was distinguished by its conventional clutch gearbox. The IDs were recognizable by their small wheel trims, the black rubber around the windscreen, the rear indicator horns in burgundy, then black plastic, and the silver chevrons on the rear boot. The roof of the IDs was unpainted translucent fibreglass (eggshell colour). It was painted white from the 1962 models onwards, while it took advantage of the restyling of the DS in 1967 to adopt a new front end identical to that of its big sister. In 1970, as the ID's dashboard evolved to look more Seventies than Fifties, the ID 19 was renamed the D Special. The car on offer is a 1972 DSpécial. In good general condition, this car is sold with a valid MOT less than 6 months old. Coming from Normandy, this car runs well.

Estim. 15 000 - 20 000 EUR

Lot 67 - 1912 CLEMENT BAYARD AC4 AL Series 13483 Collector's grey card 15 000 / 20 000€ Adolphe Clement Bayard was a bulimic entrepreneur who, in the course of his life, tackled virtually every field of mechanical engineering: cycles, aircraft, airships and, finally, automobiles. After a first foray into tires, when he obtained the Dunlop license in France, Clement Bayard made several investments in various manufacturers before launching his own firm. Named after him, Bayard's production was aimed at the middle classes, with an emphasis on small and medium-sized cars. The example we present here is an AC4AL. It has been part of the same collection for over 25 years. The engine has been rebuilt and has been removed from the car. The connections need to be finalized before we can take advantage of this beautiful ancestor for rallies reserved for them. 1912 CLEMENT BAYARD AC4 AL Series 13483 Collector's registration 15 000/ 20 000€ Adolphe Clement Bayard was a workaholic entrepreneur, and in the course of his life he tackled virtually every field of mechanical engineering: cycles, airplanes, airships and finally automobiles. After a first foray into tires, when he obtained the Dunlop license in France, Clement Bayard made several investments in various manufacturers before launching his own firm. Named after him, Bayard's production was aimed at the middle classes, with an emphasis on small and medium-sized cars. The example we are presenting here is an AC4AL. It has been part of the same collection for over 25 years. The engine has been rebuilt and has been removed from the car. The connections need to be finalised so that we can take advantage of this beautiful ancestor for rallies reserved for them.

Estim. 15 000 - 20 000 EUR

Lot 68 - 1925 FORD T Torpedo Series 11937736 Same owner for 34 years French registration Very good condition 8 000 / 12 000€ Produced in over fifteen million units, the Ford T was obviously well-born! Based on a simple, robust design, with a stamped sheet metal chassis and transverse leaf spring suspension, it differed from the rest of the production line in its particular transmission, but proved to be perfectly suited to the traffic conditions of the time. High on its legs, with a wide track, it made light work of sunken lanes and, despite Henri Ford's reputation for conservatism, underwent a certain amount of evolution: the sharp-edged radiator was abandoned in favor of a more classic element, electric lighting offered as an option in 1915, followed by a starter in 1919 and removable rims in 1920. The previous owner acquired this Ford T in 1989. Like the rest of his collection, it has taken part in numerous events and rallies over the past 30 years. Acquired by its current owner in 2023, it has now undergone a complete overhaul. 1925 FORD T Torpedo Series 11937736 Same owner for 34 years French registration Very good condition 8 000 / 12 000€ Produced in over fifteen million units, the Ford T was obviously well born! With its simple, robust design, stamped sheet metal chassis and transverse leaf spring suspension, it differed from the rest of the production line in that it had a special transmission, but proved to be perfectly suited to the traffic conditions of the time. High on its legs, with a wide track, it made short work of sunken roads and, despite Henri Ford's reputation for conservatism, underwent a certain amount of evolution: the sharp-edged radiator was abandoned in favour of a more classic feature, electric lighting offered as an option in 1915, followed by a starter motor in 1919 and removable wheels in 1920. The previous owner acquired this Ford T in 1989. Like the rest of his collection, it has taken part in numerous events and rallies over the past 30 years. Acquired by its current owner in 2023, the car has undergone a complete overhaul.

Estim. 8 000 - 12 000 EUR

Lot 70 - 1932 CHENARD WALCKER Type: T8 cabriolet Serial no.: 1838376 Collector's registration 25 000 / 35 000€ A prestigious pre-war French brand, Chenard et Walcker began producing small motorized tricycles in the 1890s, before bringing out the first 4-wheel car in 1900. Featuring a twin-cylinder engine, it was quite different from the rest of French production. Moving near Paris in 1906, the company was awarded a major cab car order for the capital, which boosted Chenard et Walcker's figures and enabled them to start designing more personal cars. It was at this time that the Type T was born, with its relatively modern 4-cylinder engine and 4-speed gearbox. The First World War brought a huge leap forward for the company, which also manufactured tracked cars. The number of workers rose from 250 to a thousand. After the war, Chenard et Walcker made a name for itself in sports cars. The brand became a legend for winning the first Le Mans 24-hour race at an average speed of 92 km/h, with a French crew. The year was 1923, and the brand was at the peak of its history. At the 1928 Paris Motor Show, the 14 hp, six-cylinder T8 appeared. It was assembled in Gennevilliers, with components manufactured partly by Chenard Walcker and partly by Delahaye, which marketed it as a type 108. 1931-1932 were difficult years. In times of sluggish sales, manufacturers and retailers tend to multiply the number of products offered to customers. Chenard Walcker was no exception to the rule, and in 1932-1936 a veritable debauchery of models was offered to customers. The model offered was a three-position T8 cabriolet. The car is pleasant to drive, with good braking. Its older wire wheels give it a nice, streamlined look. We're offering you a great cabriolet to enter in the many pre-war rallies! 1932 CHENARD WALCKER Type : T8 cabriolet Serial number : 1838376 Collector's registration document 25 000 / 35 000€ A prestigious pre-war French marque, Chenard et Walcker began by producing small motorised tricycles in the 1890s before bringing out the first 4-wheeled car in 1900. Featuring a twin-cylinder engine, it was quite different from the rest of French production. When the company moved near Paris in 1906, it was awarded a major order for cab cars for the capital, which boosted Chenard et Walcker's figures and enabled it to start designing more personal cars. It was at this time that the Type T was born, with its relatively modern 4-cylinder engine and 4-speed gearbox. The First World War brought a huge leap forward for the company, which also manufactured tracked cars. The number of workers rose from 250 to a thousand. After the war, Chenard et Walcker made a name for itself in the field of sports cars. The brand became a legend for winning the first 24 Hours of Le Mans at an average speed of 92 km/h, with a French crew. The year was 1923, and the brand was at the height of its history. At the 1928 Motor Show, the 14 hp, six-cylinder T8 appeared. It was assembled in Gennevilliers, with components manufactured partly by Chenard Walcker and partly by Delahaye, which marketed it as type 108. 1931-1932 were difficult years. In a period of poor sales, manufacturers and retailers tended to multiply the number of products offered to customers. Chenard Walcker was no exception to the rule, and over the course of 1932-1936, a veritable debauchery of models was offered to customers. The model on offer was a three-position T8 cabriolet. The car was pleasant to drive, with good braking. Its older wire wheels give it a nice, streamlined look. We're offering you a great convertible to enter in the many pre-war rallies!

Estim. 25 000 - 35 000 EUR

Lot 71 - 1953 HOTCHKISS GREGOIRE Chassis 709 French registration High technological quality Extremely functional Well-preserved old restoration 20 000 / 25 000€ After developing the Panhard Dyna X during the war, Jean Albert Grégoire launched the design of a sedan incorporating all his innovations: front-wheel drive, cast alloy structure, independent suspension, ... At the 1947 Paris Motor Show, he unveiled the Grégoire R, a successful and highly innovative sedan. Unable to launch production on his own, Grégoire had to join forces with a manufacturer to industrialize his project. Hotchkiss, with whom he had already worked on the Amilcar Compound, quickly signed a contract with Jean Albert Grégoire to manufacture a sedan derived from the R. Hotchkiss had an aging range, and the new Grégoire would modernize the brand. Launched in 1950, the Hotchkiss Grégoire, too far ahead of its time, was a commercial failure, and production ceased in 1954 after just 247 examples were produced. Too high a price tag, manufacturing problems and atypical styling are just some of the reasons for the failure of this incredible car. The example we're offering is one of the last to be produced. Equipped with the Solex 30 PAAI carburetor, it delivers 80 horsepower. It was fully restored in the 2000s (without invoice), before its current owner acquired it in 2003. With it, he participated in numerous events. In 2018, the engine will be rebuilt at the Gouyer Automobile garage. The road test we carried out demonstrated the Grégoire's impressive road capabilities compared with other sedans of the era. A veritable museum piece and a monument to automotive history, this Grégoire is now ready and waiting for you to take it to the finest Hotchkiss Club events. 1953 HOTCHKISS GREGOIRE Chassis 709 French registration High technological quality Extremely rare functional example Well preserved old restoration 20 000 / 25 000€ After developing the Panhard Dyna X during the war, Jean Albert Grégoire launched the design of a saloon incorporating all his innovations: front-wheel drive, cast alloy structure, independent suspension, etc. At the 1947 Paris Motor Show, he unveiled the Grégoire R, a successful and highly innovative saloon. Unable to start production on his own, Grégoire had to join forces with a manufacturer to industrialise his project. Hotchkiss, with whom he had already worked on the Amilcar Compound, quickly signed a contract with Jean Albert Grégoire to manufacture a saloon derived from the R. Hotchkiss had an ageing range, and the new Grégoire would help to modernise the brand. Launched in 1950, the Hotchkiss Grégoire, too far ahead of its time, was a commercial failure, and production ceased in 1954 after just 247 examples were produced. A price that was too high, manufacturing problems and atypical styling were all factors in the failure of this incredible car. The example we are offering is one of the last to be produced. Equipped with the Solex 30 PAAI carburettor, it offers 80 horsepower. It was fully restored in the 2000s (without invoice), before its current owner acquired it in 2003. With it, he took part in numerous events. In 2018, the engine will be rebuilt at the Gouyer Automobile garage. Our road test demonstrated the Grégoire's impressive road-holding compared with other saloon cars of the era. A veritable museum piece and a monument to the history of the automobile, this Grégoire is now waiting for you to take it to the finest Hotchkiss Club events.

Estim. 20 000 - 25 000 EUR

Lot 72 - 1957 MESSERSHMITT KR200 Chassis 62021 French registration Exceptional drawing Good condition. 35 000 / 40 000€ After the Second World War, Fritz Fend, an engineer mobilized in the Luftwaffe, developed a small tricycle designed to re-engineer Germany. Produced from 1947 onwards by Fend, the tricycle evolved progressively until 1953. In that year, Messerschmitt, no longer involved in aircraft construction, welcomed the project and launched production of the little vehicle under the name KR175. In 1955, the KR200 appeared, an evolution of the 175, equipped with a Sachs 2-stroke, 200 cm3, 13 hp engine. Able to propel the car up to 130 km/h, the KR200 was the most popular version. The example we're presenting is a 1957 KR 200. We were able to trace its history back to 1972. That year, it was registered in the Sarthe region of France. This first owner kept it until 1988. That same year, it was acquired by an enthusiast from Indre et Loire. The current owner acquired it in 1991, through the Gran Turismo garage in the 16th arrondissement of Paris. This Messerschmitt appears to have been fully restored and is in good condition. As it hasn't done much touring recently, it will need to be put back on the road. Unusual in this version with its plexiglass bubble, this Messerschmitt bears witness to a bygone vision of the automobile. 1957 MESSERSHMITT KR200 Chassis number 62021 French registration Exceptional drawing Good condition. 35 000 / 40 000€ After the Second World War, Fritz Fend, an engineer serving in the Luftwaffe, developed a small tricycle designed to re-engineer Germany. Produced from 1947 by Fend, the tricycle evolved gradually until 1953. That year, Messerschmitt, which had been deprived of aircraft production, welcomed the project and launched production of the little vehicle under the name KR175. In 1955, the KR200 appeared, an evolution of the 175, equipped with a Sachs 2-stroke engine of 200 cm3 and 13 bhp. Able to propel the car at speeds of up to 130 km/h, the KR200 was the most popular version. The example we are presenting is a 1957 KR 200. We were able to trace its history back to 1972. That year, it was registered in the Sarthe region of France. This first owner kept it until 1988. That same year, it was acquired by an enthusiast in Indre et Loire. Its current owner acquired it in 1991, through the Gran Turismo garage in the 16th arrondissement of Paris. This Messerschmitt is in fine condition and appears to have been fully restored. As it hasn't been used much recently, it will need to be put back on the road. Unusual in this version with its plexiglass bubble, this Messerschmitt is a witness to a vision of motoring that is now a thing of the past.

Estim. 35 000 - 40 000 EUR

Lot 73 - 1976 FIAT 600 ABARTH Replica Chassis no. CZ100687604 Swedish registration 15 000 / 20 000 € Without reserve Karl Abarth became Carlo Abarth in 1945 when he acquired Italian nationality. In 1946, he worked with his friend Ferry Porsche. In 1956, Carlo Abarth approached Fiat in order to reach a wider customer base through the manufacturer's network. Fiat also found it profitable to subcontract the development of its vehicles for customers wanting more sportiness. The first model to officially pass into Abarth's hands was the new Fiat 600, a popular sedan designed in record time to replace the aging topolino. The result was the 600 Derivazione 750 Abarth. This 600 Abarth is a replica, being originally a classic 600 built in the Fiat factory in Yugoslavia. It features a new exhaust system, bucket seats, Sparco aluminum pedals, Momo steering wheel, A'PEXI speedometer, Sabelt belts and roll bar. Technical inspection under review due to its various modifications. 1976 FIAT 600 ABARTH Replica Chassis n° CZ100687604 Swedish registration document 15 000 / 20 000 € No reserve Karl Abarth became Carlo Abarth in 1945 when he acquired Italian nationality. In 1946 he worked with his friend Ferry Porsche. In 1956, Carlo Abarth joined forces with Fiat in order to reach a wider customer base through the manufacturer's network. Fiat also benefited by subcontracting the development of its vehicles for customers who wanted more sport. The first model to officially pass into Abarth's hands was the new Fiat 600, a popular saloon designed in record time to replace the ageing Topolino. The result was the 600 Derivazione 750 Abarth. This 600 Abarth is a replica, being originally a classic 600 built in the Fiat factory in Yugoslavia. It has a new exhaust system, bucket seats, Sparco aluminium pedals, Momo steering wheel, A'PEXI speedometer, Sabelt seat belts and roll bar. The car has undergone a technical inspection due to the various modifications it has undergone.

Estim. 15 000 - 20 000 EUR

Lot 74 - 1966 Zastava 750 Serial number: CZ100062206 Serbian registration document To be cleared through customs On August 12, 1954, Zastava signed an agreement with Fiat management, obtaining a number of licenses for the local manufacture of cars made by the Italian brand. The 600, Fiat's big innovation, arrived on the Yugoslav production line in October 1955, 6 months after the start of Italian production. Following the model's evolution, the Zastava obtained a new 767 cm3 engine in 1961. For commercial reasons, the car was renamed Zastava 750. It's one of these examples that we present to you. It was restored in Serbia a few years ago. In good general condition, the mechanics run smoothly and the upholstery is practically new. A charming car, almost identical to the Fiat of the same period, this Zastava is a desirable first version, still fitted with the famous "suicide" doors. 1966 Zastava 750 Serial number: CZ100062206 Serbian registration document To be cleared through customs On 12 August 1954, Zastava signed an agreement with Fiat management and obtained a number of licences for the local manufacture of cars made by the Italian brand. The 600, a major innovation from Fiat, arrived on the Yugoslav production line in October 1955, 6 months after Italian production began. Following the model's development, the Zastava was given a new 767cc engine in 1961. For commercial reasons, the car was renamed the Zastava 750. This is one of these cars. It was restored in Serbia a few years ago. It's in good general condition, the engine runs well and the upholstery is practically new. An endearing car, almost identical to the Fiat of the same period, this Zastava is a desirable first version, still fitted with the famous 'suicide' doors.

Estim. 6 000 - 8 000 EUR

Lot 75 - 1971 Zastava 750 M Serial no.: vx1100d0000931173 Serbian registration document To be cleared On August 12, 1954, Zastava signed an agreement with Fiat management, and obtained numerous licenses for the local manufacture of cars made by the Italian brand. The 600, Fiat's big innovation, arrived on the Yugoslav production line in October 1955, 6 months after the start of Italian production. Following the model's evolution, the Zastava obtained a new 767 cm3 engine in 1961. For commercial reasons, the car was renamed Zastava 750. In 1970, following the end of Italian production, a new 795 cm3 engine from Fiat's Argentinean production appeared. The car was renamed the 750 M. It's one of these examples that we present to you. It was restored in Serbia a few years ago. In generally good condition, the mechanics run smoothly and the upholstery is practically new. An endearing car, almost identical to the Fiat of the same era, this Zastava is a later 1971 version presented in a pretty blue. 1971 Zastava 750 M Serial number: vx1100d0000931173 Serbian registration document To be cleared through customs On 12 August 1954, Zastava signed an agreement with Fiat management and obtained a number of licences for the local manufacture of cars made by the Italian brand. The 600, Fiat's big innovation, arrived on the Yugoslav production line in October 1955, 6 months after Italian production began. Following the model's development, the Zastava was given a new 767cc engine in 1961. For commercial reasons, the car was renamed the Zastava 750. In 1970, following the end of Italian production, a new 795cc engine from Fiat's Argentinian production made its appearance. The car was renamed the 750 M. This is one of these cars that we are presenting to you. It was restored in Serbia a few years ago. It's in good general condition, the engine runs well and the upholstery is practically new. An endearing car that is virtually identical to Fiat cars of the same era, this Zastava is a later 1971 version presented in an attractive blue.

Estim. 4 000 - 5 000 EUR

Lot 76 - 1975 Zastava 750 M Serial number: CZ100450360 Serbian registration document To be cleared On August 12, 1954, Zastava signed an agreement with Fiat management, obtaining a number of licenses for the local manufacture of cars made by the Italian brand. The 600, Fiat's big innovation, arrived on the Yugoslav production line in October 1955, 6 months after the start of Italian production. Following the model's evolution, the Zastava obtained a new 767 cm3 engine in 1961. For commercial reasons, the car was renamed Zastava 750. In 1970, following the cessation of Italian production, a new 795 cm3 engine from Fiat's Argentinean production appeared, and the car was renamed 750 M. It's one of these examples that we present to you. It was restored in Serbia a few years ago. In good general condition, with virtually new upholstery. will have to be restarted, as it has run very little since its restoration. An attractive car, almost identical to the Fiat of the same era, this Zastava is a later version from 1975. 1975 Zastava 750 M Serial number: CZ100450360 Serbian registration document To be cleared through customs On 12 August 1954, Zastava signed an agreement with Fiat management and obtained a number of licences for the local manufacture of cars made by the Italian brand. The 600, a major innovation from Fiat, arrived on the Yugoslav production line in October 1955, 6 months after Italian production began. Following the model's development, the Zastava was given a new 767cc engine in 1961. For commercial reasons, the car was renamed the Zastava 750. In 1970, following the end of Italian production, a new 795 cm3 engine from Fiat's Argentinian production made its appearance, and the car was renamed the 750 M. This is one of these cars that we are presenting to you. It was restored in Serbia a few years ago. In good general condition, with virtually new upholstery, the engine will have to be restarted, as it has run very little since its restoration. An endearing car that is virtually identical to Fiat cars of the same era, this Zastava is a later version from 1975.

Estim. 4 000 - 5 000 EUR

Lot 77 - 1981 Zastava 850 Serial number: CZ100764976 Serbian registration document To be cleared On August 12, 1954, Zastava signed an agreement with Fiat management, obtaining a number of licenses for the local manufacture of cars made by the Italian brand. The 600, Fiat's big innovation, arrived on the Yugoslav production line in October 1955, 6 months after the start of Italian production. Following the model's evolution, the Zastava obtained a new 767 cm3 engine in 1961. For commercial reasons, the car was renamed Zastava 750. In 1980, the latest evolution of the model appeared, equipped with an 850 cm3 Argentine engine and disc brakes. It's one of these models that we present to you. It was restored in Serbia a few years ago. In good general condition, the mechanics will have to be put back on the road, following a prolonged stop. An endearing car, almost identical to the Fiat of the same era, this Zastava is the most versatile version, with its 32 hp and disc brakes. 1981 Zastava 850 Serial number: CZ100764976 Serbian registration document To be cleared through customs On 12 August 1954, Zastava signed an agreement with Fiat management and obtained a number of licences for the local manufacture of cars made by the Italian brand. The 600, a major innovation from Fiat, arrived on the Yugoslav production line in October 1955, 6 months after Italian production began. Following the model's development, the Zastava was given a new 767cc engine in 1961. For commercial reasons, the car was renamed the Zastava 750. In 1980, the latest evolution of the model appeared, equipped with an Argentinian 850 cm3 engine and disc brakes. This is one of these cars that we are presenting to you. It was restored in Serbia a few years ago. In good general condition, the mechanics will have to be restarted after a prolonged stop. An endearing car, almost identical to the Fiat of the same era, this Zastava is the most versatile version, with its 32bhp and disc brakes.

Estim. 4 000 - 5 000 EUR

Lot 78 - 1984 Zastava 750 LE Serial number: vx1100d0000883273 WITHOUT CIRCULATION PERMIT To be cleared On August 12, 1954, Zastava signed an agreement with Fiat management, obtaining a number of licenses for the local manufacture of cars made by the Italian brand. The 600, a major innovation from Fiat, arrived on the Yugoslav production line in October 1955, 6 months after the start of Italian production. Following the model's evolution, the Zastava obtained a new 767 cm3 engine in 1961. For commercial reasons, the car was renamed Zastava 750. In 1970, following the cessation of Italian production, a new 795 cm3 engine from Fiat's Argentinean production appeared, and the car was renamed 750M. It's one of these examples that we present to you. It was restored in Serbia a few years ago. In good general condition, the mechanics run smoothly and the upholstery is practically new. This Zastava is one of the last to be produced, a charming car that is virtually identical to Fiat cars of the same era. 1984 Zastava 750 LE Serial number: vx1100d0000883273 WITHOUT REGISTRATION DOCUMENT To be cleared through customs On 12 August 1954, Zastava signed an agreement with Fiat management and obtained a number of licences for the local manufacture of cars made by the Italian brand. The 600, Fiat's big innovation, arrived on the Yugoslav production line in October 1955, 6 months after Italian production began. Following the model's development, the Zastava was given a new 767cc engine in 1961. For commercial reasons, the car was renamed the Zastava 750. In 1970, following the end of Italian production, a new 795cc engine from Fiat's Argentinian production made its appearance, and the car was renamed the 750M. This is one of these cars that we are presenting to you. It was restored in Serbia a few years ago. It's in good condition, the engine runs well and the upholstery is practically new. This Zastava is one of the last cars to be produced, and is an engaging car that is virtually identical to Fiat cars of the same era.

Estim. 4 000 - 5 000 EUR

Lot 79 - 1935 Auburn Type 851 SC PHAETON Serial no.: 33195F Engine N° GH 4437 Rare on our roads French registration 50 000 / 80 000€ Without reserve By introducing the supercharged version of the Auburn 851 at the New York Auto Show in January 1935, the American manufacturer guaranteed its customers that the vehicle was capable of exceeding the symbolic speed of 100 mph. This 1935 Auburn 851 Supercharged cabriolet benefited from a top-quality restoration in 1979, enabling it to win numerous elegance awards, such as 1st prize in the Montlhéry Golden Age Cup competition. It has also made a name for itself in film productions. The Auburn 851 SC is equipped with an in-line 8-cylinder Lycoming 280ci cylinder head, a "Schwitzer-Cummins" centrifugal supercharger and Stomberg carburetors. Its performance is close to that of contemporary Cadillacs and Packards. The gearbox is a 2x3 speed with short and long ratios, making the 851 SC the first American automobile to feature a 6-speed gearbox. A rare model, only 500 were produced between 1934 and 1936. Entering the Cocheteux collection in 1985, the vehicle has been out of service for over 5 years. A general overhaul will be required to drive it serenely on the beautiful roads of France. 1935 Auburn Type 851 SC PHAETON Serial no.: 33195F Engine N° GH 4437 Rare on our roads French registration 50 000 / 80 000€ No reserve By introducing the supercharged version of the Auburn 851 at the New York Motor Show in January 1935, the American manufacturer guaranteed its customers that the vehicle was capable of exceeding the symbolic speed of 100 mph. This 1935 Auburn 851 Supercharged cabriolet benefited from a top-quality restoration in 1979, enabling it to win numerous elegance awards, such as 1st prize in the Montlhéry Golden Age Cup competition. It has also made a name for itself in film productions. The Auburn 851 SC is equipped with an in-line 8-cylinder Lycoming 280ci cylinder head, a "Schwitzer-Cummins" centrifugal supercharger and Stomberg carburetors. Its performance is close to that of contemporary Cadillacs and Packards. The gearbox is a 2x3 speed with short and long ratios, making the 851 SC the first American automobile to feature a 6-speed gearbox. A rare model, only 500 were produced between 1934 and 1936. The car entered the Cocheteux collection in 1985 and has been out of service for over 5 years. It will need a general overhaul to be able to travel the beautiful roads of France with peace of mind.

Estim. 50 000 - 80 000 EUR

Lot 80 - 1965 BUICK RIVIERA GRAN SPORT Serial number: 920689 A classic muscle car French registration 20 000 / 25 000€ With a 50-year history, the Buick Riviera began its career in 1949. Originally, the name "Riviera" referred to Buick models without center pillars and featuring hardtop bodywork. In 1963, Riviera became a model in its own right. Although it was "smaller" than the other models in the range, it still shared its powertrain with its larger siblings. In 1965, a sportier version of the Riviera was launched: the Gran Sport. This muscular version was a response to the Ford Thunderbird, which the Americans were already snapping up. Five engines were available, including a 3.8L V6 and four V8s with displacements ranging from 5.7L to 7.5L. The car we're presenting is one of these Gran Sport models, just released in March 1965. It features the 360 hp 7.0L V8, mated to an automatic gearbox. The car is luxurious, with large seats, three meters and a center console with radio and air-conditioning/heating controls. Its steel-cut body still offers 5 comfortable seats. While its 5-meter length and 4-meter width make it impressive, this car is easy to move around. Its engine is available over a wide rev range. Having belonged to the same collector for the past 23 years, this Buick Riviera G.S is in fine overall condition. Under the hood, the 7.0L starts up smoothly and runs smoothly. The 2 4-barrel carburetors work well. The stainless steel exhaust is new, as are the front disc brakes. The 40 kilometers we recently covered proved just how much this car has under the pedal. This Riviera G.S is the perfect entry ticket into the world of muscle cars. Produced in just over 3,000 units, it is a true rarity on the market. 1965 BUICK RIVIERA GRAN SPORT Serial number: 920689 A classic muscle car French registration 20 000 / 25 000€ 50 years old, the Buick Riviera began its career in 1949. Originally, the name 'Riviera' was used to designate Buick models without center pillars and with hardtop bodywork. From 1963, Riviera became a model in its own right. Although it was smaller than the other models in the range, it still shared its powertrain with its big sisters. In 1965, a sportier version of the Riviera was launched: the Gran Sport. This muscular version was a response to the Ford Thunderbird, which the Americans were already snapping up. There were five engines, including a 3.8-litre V6 and four V8s with displacements ranging from 5.7 to 7.5 liters. The car we are presenting is one of these Gran Sport models, just released in March 1965. It's powered by a 360bhp 7.0L V8, mated to an automatic gearbox. The car was luxurious, with large seats, three speedometers and a center console with radio and air-conditioning/heating controls. Its steel bodywork also offers 5 comfortable seats. Although its 5-metre length and 4-metre width make it impressive, this car can be moved around without too much effort. Its engine is available over a wide rev range. Having belonged to the same collector for the past 23 years, this Buick Riviera G.S. is in fine condition throughout. Under the bonnet, the 7.0L starts without any problems and runs smoothly. The 2 4-barrel carburettors work well. The stainless steel exhaust is new, as are the front disc brakes. The 40 kilometres we recently covered proved just how much this car has under the pedal. This Riviera G.S is the perfect entry ticket into the world of muscle cars. Produced in just over 3,000 examples, it is a true rarity on the market.

Estim. 20 000 - 25 000 EUR

Lot 81 - 1963 CHEVROLET CORVETTE C2 "STINGRAY" SPLIT WINDOW Series: 30837S110367 Mythical sports car Exciting project Restoration to be finished Sold without technical control French collector's registration Designed by Larry Shinoda, the C2 Corvette was nicknamed the "Sting Ray" because of its spur-striped rear end. It replaced the now legendary C1 from 1963 onwards. Produced until 1967, the C2 was a sports car in coupé or cabriolet body styles. In fact, the rare 1963 "Split Window" version is all the rage among American car enthusiasts, as it was quickly abandoned in 1964 to meet the need for better rear visibility. Under the hood, a 5.4L small block is standard, with power ratings ranging from 250 to 375 hp. In 1965, a 6.5L big block was introduced, delivering 425 hp. Produced in the region of 118,000 units (all body styles combined), C2s were very popular with American car enthusiasts. Presented in the rare Split Windows version, produced only in 1963, this Corvette is a restoration project to be finished. Acquired in California in 2019 by its current owner, he imported it and registered it in France the following year. He then undertook a restoration project, during which the mechanics were removed. The running gear (brakes, suspension, front and rear axles, etc.) and gearbox were rebuilt. The chassis was repainted and given a new coat of anti-gravel. As for the engine, the broken original one (n°3110367) was dismantled and partially rebuilt. Given the scale of the project, a new GM 5.7 engine was ordered. Never installed, the future owner will have the choice of installing this new engine, or continuing to rebuild the original engine to obtain a Matching Numbers car. A large number of spare parts are supplied with this Corvette, so don't hesitate to contact our teams for more information on this exciting project. 1963 CHEVROLET CORVETTE C2 'STINGRAY' SPLIT WINDOW Series: 30837S110367 Legendary sports car Exciting project Restoration to be finished Sold without MOT French collector's registration Designed by Larry Shinoda, the C2 Corvette was nicknamed the 'Sting Ray' because of its spur-stripe rear end. It replaced the now legendary C1 from 1963. Produced until 1967, the C2 was a sports car with coupé or cabriolet bodywork. The rare 'Split Window' version from 1963 was a big hit with American car enthusiasts, but was quickly abandoned in 1964 to meet the need for better rear visibility. Under the bonnet, a 5.4-litre small block came as standard, with power ratings ranging from 250 to 375 bhp. In 1965, a 6.5-litre big block was introduced, delivering 425bhp. Produced in the region of 118,000 examples (all body styles combined), the C2s were very popular with American car enthusiasts. Presented in the rare Split Windows version, produced only in 1963, this Corvette is a restoration project waiting to be finished. Acquired in California in 2019 by its current owner, it was imported and registered in France the following year. He then undertook a restoration project during which the mechanical parts were removed. The running gear (brakes, suspension, front and rear axles, etc.) and gearbox were rebuilt. The chassis was repainted and given a new coat of anti-gravel. As for the engine, the original one (no. 3110367) was broken, dismantled and partially rebuilt. Given the scale of the job, a new GM 5.7 engine was ordered. Never installed, the future owner will have the choice of installing this new engine, or continuing to rebuild the original engine in order to obtain a Matching Numbers car. A large number of spare parts are supplied with this Corvette, so don't hesitate to contact our teams for more information on this exciting project.

Estim. 50 000 - 60 000 EUR

Lot 82 - 1959 ALFA ROMEO GIULETTA SPIDER 1300 Series 149500831 ENGINE AR 1315 40691 One of the finest roadsters ever made French collector's registration 55 000 /65 000€ Born in 1955 from a superb design by Pininfarina, the lines of the Alfa Romeo Giulietta Spider were intended to be simple, elegant and racy, without distancing themselves from the sedans and coupes from which they were derived. Under the hood, the famous 1300 cm3 twin-shaft four-cylinder engine, dear to the brand, took its place. One of the most beautiful roadsters in the brand's history. It was also made famous in the film "L'aventure c'est l'aventure", with the famous hitchhiking scene featuring the legendary Lino Ventura and Aldo Maccione. This 1959 model is a Guilietta spider 1300. It's in good overall condition, having probably been restored in the last ten years. The mechanics work well, and the bodywork is free from major corrosion. An Italian motoring myth, this Guilietta spider is now waiting for a new owner to enjoy our beautiful French roads. 1959 ALFA ROMEO GIULETTA SPIDER Series 149500831 ENGINE AR 1315 40691 One of the most beautiful roadsters ever made French collector's registration 55 000 /65 000€ Born in 1955 from a superb design by Pininfarina, the lines of the Alfa Romeo Giulietta Spider were intended to be simple, elegant and racy, without distancing themselves from the saloons and coupés from which they were derived. Under the bonnet was the famous 1300 cm3 twin-shaft four-cylinder engine, so dear to the brand. It was one of the most beautiful roadsters in the brand's history. It was also made famous in the film 'L'aventure c'est l'aventure', with the famous hitchhiking scene featuring the legendary Lino Ventura and Aldo Maccione. This 1959 model is a Guilietta spider 1300. It is in generally good condition, having probably been restored in the last ten years. The mechanics work well, and the bodywork is free of major corrosion. An Italian motoring myth, this Guilietta spider is now waiting for a new owner to enjoy our beautiful French roads.

Estim. 55 000 - 65 000 EUR

Lot 83 - 1955 Alfa Romeo 1900 Super TI Chassis no. AR 1900 13021 Collector's registration - Matching Numbers - Matching Colors - Extremely rare: only 478 produced - Delivered New in France - Known history - Alfa Romeo certificate - Same family since 1960 The Alfa-Romeo 1900 is the successor to the 6C 2500, whose design dates back to before the Second World War, and is based on a monocoque structure rather than body-on-frame. It was presented in Milan on October 2, 1950. The car, entirely designed under the supervision of Orazio Satta Puliga, contained many refined technical evolutions. The "heart" of the Alfa Romeo 1900 was its engine. With this new model, the Milanese manufacturer abandoned six- and eight-cylinder engines in favor of powerplants that avoided a tax surcharge. The Alfa Romeo tradition was respected, however, with a light-alloy cylinder head, two overhead camshafts and hemispherical chambers. The Alfa Romeo 1900 was presented to the press at the Hotel Principe di Savoia in Milan on October 2, 1950. The official presentation took place at the Paris Motor Show in October of the same year. From 1952, the year in which the production lines were fully operational, a TI (Turismo Internazionale) version was introduced to satisfy the requirements of sporty customers who wanted to race in this category. Between 1954 and 1957, 478 examples of the 1900 Super Ti were built. The successor to the TI (100 hp and 1884 cm3), its displacement was increased to 1957 cm3, and its power peaked at 115 hp, thanks to two SOLEX twin-barrel carburetors and a special exhaust system developed by Abarth. It is eligible for the Mille Miglia, Tour Auto, Targa Florio, Panamericana, Monte Carlo Historique, etc... To date, there appear to be fewer than 10 examples left in the world. The car was built in May 1955 and delivered direct to France (Alfa Romeo certificate of origin). Its first owner would have been Louis MALLE (the film-maker), and the warranty booklet is in the name of his cousin (François POLLET). One of the owner's uncles, a neighbor of Mr. Pollet's, bought the car from him, and his father bought it in 1960! The bodywork, mechanics and chromes have been redone. The color of the car is an original ALFA ROMEO shade, but the original is "Grigio Marina". The file includes the original booklets (warranty certificate and workshop manual), spare wheel, tool kit and original jack. The file also includes a copy of his father's registration document dated August 8, 1960. 1955 Alfa Romeo 1900 Super TI Chassis no. AR 1900 13021 Collector's registration document - Matching Numbers - Matching Colors - Extremely rare car: only 478 produced - Delivered New in France - Known history - Alfa Romeo certificate - Same family since 1960 The Alfa-Romeo 1900 was the successor to the 6C 2500, which had been designed before the Second World War, and was based on a monocoque structure rather than a body on chassis. It was unveiled on October 2, 1950 in Milan. The car, designed entirely under the supervision of Orazio Satta Puliga, contained many refined technical developments. The "heart" of the Alfa Romeo 1900 was its engine. With this new model, the Milanese manufacturer abandoned six- and eight-cylinder engines in favour of powertrains that avoided excessive taxation. However, the Alfa Romeo tradition was respected, with a light alloy cylinder head, two overhead camshafts and hemispherical chambers. The Alfa Romeo 1900 was presented to the press on 2 October 1950 in Milan at the Hotel Principe di Savoia. The official presentation took place at the Paris Motor Show in October of the same year. From 1952, the year in which the production lines were fully operational, a TI (Turismo Internazionale) version was introduced to satisfy the requirements of sporting customers who wanted to take part in races in this category. Between 1954 and 1957, 478 examples of the 1900 Super Ti were built. The successor to the TI (100 bhp and 1884 cm3), it had its engine capacity increased to 1957 cm3 and its power peaked at 115 bhp thanks to two SOLEX twin-barrel carburettors and a special exhaust system developed by Abarth. It is eligible for the Mille Miglia, the Tour Auto, the Targa Florio, the Panamericana, the Monte Carlo Historique, etc... To date, there appear to be fewer than 10 examples left in the world. The car was built in May 1955 and delivered directly to France (Alfa Romeo certificate of origin). Its first owner is said to have been Louis MALLE (the film-maker), the warranty booklet is in the name of his cousin (François POLLET), one of the owner's uncles, a neighbour of Mr P

Estim. 70 000 - 90 000 EUR

Lot 84 - 1964 FERRARI 330 GT Serial number: 6163GT BV4 + overdrive French registration Same family since 1971 200 000 / 250 000 € Buoyed by sales of the Ferrari 250 GTE, the Maranello-based company is back with a 2+2 Grand Tourer, the new 330, equipped with a 4.0-liter V12 engine. Discreet and civilized, the new Ferrari 330 GT 2+2 presented in 1964 was aimed at an affluent but not flashy clientele. That's why the lines of Maranello's newest model were sober enough to make the Aston-Martin DB6 of the time pale in comparison. Designed by Pininfarina, the two extra seats are barely visible from the outside. Its engine is directly derived from that of the 400 Superamerica and the 330 TRI LM Spider, winner of the 1962 24H du Mans, and on the 330 GT 2+2 it develops 300 horsepower! Equipped with new telescopic front shock absorbers, a dual braking system and an alternator, it entered the modern era! Introduced with four headlights, the bow was redesigned in 1966 in favor of two more classic, distinguished headlights, while the side gills were embellished and deepened. As pleasing to drive as it is to look at, the Ferrari 330 GT 2+2 is both supple and dynamic. Capable of reaching 240 kilometers per hour in 5th gear, it's a true Italian GT. José Rosinski's impressions at the wheel of the Ferrari 330 GT: "It's time to take stock of this test drive. What emerges is that the 330 GT is the best Grand Touring car we've ever driven. It's undoubtedly true that in this or that category, we know of another car that's faster, or better suspended, or more responsive, or even technically more advanced than this Ferrari. But on the whole, right now, we can't think of one that's so consistent, so satisfying in every way. Thanks again to Mike Sparken for allowing us to appreciate this superb achievement. This car was acquired by the current owner's father in 1971 from Etablissement Roger Loyer in Levallois. It is in its original color and completely matching. It has been stored on a dock for many years before being put back on the road. She needs to be put back on the road, with engine sealing to be carried out. She has 120,669 kms to date. The engine was rebuilt at around 90,000 km (re-boring, pistons, rectified crankshaft, bearings, valve guides and seals, clutch, etc.), the front axle was rebuilt and the steering gear replaced, work carried out at the end of the 70s. As a result, it has covered very few kilometers since then. It's in near-original condition (the paintwork was redone over twenty years ago). The rear shock absorbers are new (Ets viarouge) and the rims have been restored by Borani. The file contains the purchase order and invoice. The car has a normal registration but a FFVE certificate. 1964 FERRARI 330 GT Serial number: 6163GT BV4 + overdrive French registration Same family since 1971 200 000 / 250 000 € Buoyed by sales of the Ferrari 250 GTE, the Maranello-based firm returned to the 2+2 Grand Touring segment with its new 330 equipped with a 4.0-liter V12 engine. Discreet and civilised, the new Ferrari 330 GT 2+2 presented in 1964 was aimed at a wealthy but not flashy clientele. That's why the lines of the new model from Maranello were sober enough to make the Aston-Martin DB6 of the time pale in comparison. Designed by Pininfarina, it had no trouble hiding its two extra seats, which were hardly noticeable from the outside. Its engine was directly derived from that of the 400 Superamerica and the 330 TRI LM Spider, which won the 1962 Le Mans 24 Hours, producing 300bhp in the 330 GT 2+2! Equipped with new telescopic front shock absorbers, a dual braking system and an alternator, it entered the modern era! Introduced with four headlamps, the front end was redesigned in 1966 in favour of two more classic, more distinguished headlamps, while the side gills became more ornate and deeper. As pleasing to drive as it is to look at, the Ferrari 330 GT 2+2 is both supple and dynamic. Capable of reaching 240 kilometres per hour in 5th gear, it is a true Italian GT. José Rosinski's impressions at the wheel of the Ferrari 330 GT: 'The time has come to take stock of this test. What emerges is that the 330 GT is the best Grand Touring car we've ever driven. It's undoubtedly true that in this or that category, we know of another car that is faster, or better suspended, or more responsive, or even technically more advanced than this Ferrari. But on the whole, at the moment, we don't see any that are as consistent, as satisfying in every way. Thanks a

Estim. 200 000 - 250 000 EUR

Lot 85 - 1974 BMW 3.0 CSI Chassis no. 4340713 Collector's registration 80 000 / 90 000 € - High-quality restoration - Manual gearbox - Exceptional car - MATCHING Numbers - Same owner for 35 years In October 1968, the BMW E9 appeared with the 2800 CS, equipped with a 6-cylinder, 2800 cm3, 170 hp engine. It replaced the 2000 CS at the top of the BMW range. Still produced by Karman, the bodywork was sportier on this new generation, with the famous plunging nose. In 1971, the 2800 CS was replaced by the 3.0 CS. Notable changes included a new 3000 cm3, 180 hp engine, power steering and, above all, four disc brakes. A few months later, this model evolved into the 3.0 CSI, with electronic fuel injection and 200 hp. A competition version also appeared in 1971, the 3.0 CSL, whose exceptional track record testifies to the road-going capabilities of the civilian versions. The model we're offering is a 3.0 CSI delivered new on November 19, 1974. In 1983, as the cost of the vignette increased, the 3.0 engine was withdrawn and put into storage. Instead, a 2800 Cs engine was installed to lower the car's taxable power. This modification was registered at the mines and still appears on the registration document. In 1989, the car was acquired by its owner, an enthusiast from the north of France. The car was in rather poor condition at the time, and the owner used it for some time before undertaking a major restoration, starting with the bodywork. Subsequently, the original 3.0 engine was completely overhauled and rebuilt, and returned to its place in the engine compartment. The photo file bears witness to the work carried out. Today, this BMW 3.0 CSI is in excellent overall condition, testifying to the quality of the work carried out in recent years. Today, this car is sold with a valid MOT less than 6 months old. Freshly restored, the car is still being run in. It's rare to find an example like this. Consequently, this 3.0 CSi offers a unique opportunity to acquire a sought-after example with a four-speed manual gearbox. 1974 BMW 3.0 CSI Chassis no. 4340713 Collector's registration 80 000 / 90 000 € - High quality restoration - Manual gearbox - Exceptional car - MATCHING Numbers - Same owner for 35 years In October 1968, the BMW E9 appeared with the 2800 CS, equipped with a 6-cylinder 2800 cm3 engine and 170 bhp. It replaced the 2000 CS at the top of the BMW range. Still produced by Karman, the bodywork was sportier on this new generation, with the famous plunging nose. In 1971, the 2800 CS was replaced by the 3.0 CS. Notable changes included a new 3000cc, 180bhp engine, power steering and, above all, four disc brakes. A few months later, it was upgraded to the 3.0 CSI, with electronic fuel injection and 200bhp. A competition version also appeared in 1971, the 3.0 CSL, whose exceptional track record testifies to the road-going capabilities of the civilian versions. The car we are offering is a 3.0 CSI delivered new on 19 November 1974. In 1983, faced with the rising cost of the vignette, the 3.0 engine was withdrawn and put into storage. Instead, a 2800 Cs engine was installed in order to lower the car's taxable power and taxation. This modification was registered with the mines and still appears on the registration document. In 1989, the car was bought by its owner, an enthusiast from the north of France. The car was in fairly poor condition at the time, and the owner used it for some time before undertaking a major restoration, the first of which was to be the bodywork. Subsequently, the original 3.0 engine, completely overhauled and rebuilt, returned to its place in the engine compartment. The photo file bears witness to the work carried out. Today, this BMW 3.0 CSI is in very good condition, bearing witness to the quality of the work carried out in recent years. The car is being sold with a roadworthiness certificate that is less than 6 months old. Freshly restored, the car is still being run in. It's rare to find an example like this. Consequently, this 3.0 CSi offers a unique opportunity to acquire a sought-after example with a four-speed manual gearbox.

Estim. 80 000 - 90 000 EUR

Lot 86 - 1959 PORSCHE 356 BT5 Cabriolet 1600S SUPER 90 Chassis:152 703 Engine: P800870 Carte Grise Française de Collection Matching Colors Rare Cabriolet Super 90 engine The first Porsche, the one numbered 356-001 in 1948, had no roof. It was a two-seater roadster whose design by Erwin Komenda would change very little throughout the 356's life, if not for all the brand's models up to the present day. Porsche has always been faithful to it, just as Erwin was during his career with Ferdinand. Thus, the 356 Coupé and Cabriolet were born from this initial design as early as 1949. The recipe was simple: a mass-produced Volkswagen base, a lightly tuned engine and a design sufficiently modified to confer sports car status. The 356s were produced at Reutter and Heuer, before returning to the Zuffenhausen plant. In 1959, the 356 A was replaced by the B, designed to keep the 356 on the sports car market. The program included greater comfort and higher performance, with the adoption of a new 1600 cm3, 90 hp engine for the 356 B 1600 Super. Finally, in 1964, just as the 911 was beginning its life, the 356 offered itself a last hurrah with the 356 C, which for the occasion adopted the four disc brakes of the 356 B Carrera 2, doing away with the 60 hp version of the 1600, replaced by the 75 hp version. This Porsche 356 Cabriolet 1600 Super BT5 was launched on 7/11/1959. We know from the period sheet that it was delivered new in Stuttgart to a certain Karl U Mayer, a resident of Stuttgart. She was then Meissenblau, the color she still wears. Equipment included two loudspeakers, an antenna, mirrors in the sun visors and a compensating spring. We were able to retrace its history from delivery to December 1964. Born with a 1600 S, the engine was replaced by a 1600 Super 90 in August 1964, no. 800 270. In 1993, the car reappeared in Italy, restored and owned by a certain Sandro Caviglia. He had a FIVA certificate drawn up. In December 2014, the car was imported into France by Franco Lembo. He will register the car before selling it to Dr. D., a rally enthusiast. An avid rally enthusiast, Dr. D. has co-driven an AC Cobra with Ludovic Caron on several occasions. Together, they won the 2011 Tour Auto. Maintained by Club 356 specialists, the car's mechanics are well tuned. The clutch was recently replaced. The bodywork and upholstery are in very good condition, testifying to the quality of the restoration. An adjustment of the front brakes will be necessary, as a counter-inspection revealed an imbalance in the front brakes. This Porsche 356 is a great opportunity to acquire an elegant 1600 Super 90 cabriolet, well maintained and restored, in the cult color of Meissen Blau. 1959 PORSCHE 356 BT5 Cabriolet 1600S SUPER 90 Chassis :152 703 Engine: P800870 French collector's registration document Matching Colors Rare Cabriolet Super 90 engine The first Porsche, the one that in 1948 bore the number 356-001, had no roof. It was a two-seater roadster whose design by Erwin Komenda was to change very little throughout the life of the 356, if not for all the brand's models up to the present day. Porsche has always been loyal to it, just as Erwin was during his career with Ferdinand. The 356 coupé and cabriolet were born from this initial design in 1949. The recipe was simple: a mass-produced Volkswagen base, a slightly modified engine and a design that was sufficiently modified to give it sports car status. The 356s were produced by Reutter and Heuer, before being returned to the Zuffenhausen factory. In 1959, the 356 A was replaced by the B, designed to keep the 356 alive in the hard-fought sports car market. The programme included greater comfort and more performance, with the adoption of a new 1600cc, 90bhp engine for the 356 B 1600 Super. Finally, in 1964, just as the 911 was beginning its life, the 356 made a last stand with the 356 C, which for the occasion adopted the four disc brakes of the 356 B Carrera 2, doing away with the 60 hp version of the 1600 and replacing it with the 75 hp version. This Porsche 356 Cabriolet 1600 Super BT5 was launched on 7/11/1959. We know from its registration card that it was delivered new in Stuttgart to a certain Karl U Mayer, a resident of Stuttgart. At the time, it was painted Meissenblau, the colour it still wears today. In terms of equipment, it had two speakers, an aerial, mirrors in the sun visors and, last but not least, a compensating spring. We were able to retrace its history from delivery to December 1964. Born with a 160

Estim. 120 000 - 150 000 EUR

Lot 87 - 1957 FACEL VEGA Type: FV3B Serial number: 58260 French registration 100 000 / 150 000 € The FV3, which went into production in November 1956, differs from its predecessor in that it features a new grille with a thinner central grille and enlarged side grilles with a median bar. The front end features large, overlapping headlamps without bezels. The 4.5-liter (277ci) Chrysler V8 engine develops 200 hp. In March 1957, the model was renamed FV3B. The appearance was similar, but the body was enlarged and slightly longer. It was based on the body of the "wide" FV3s, with dimensions reaching 4.59 m in length and 1.80 m in width. Engine displacement was increased to 4.9 liters (301ci) for 253 hp. Top speed was 203 km/h. Produced in just 92 examples, the FV3B is a rare luxury car. The model shown was delivered new to Mr. Jean Paul Elkann in Paris on 28/10/1957 under registration 3234 GL75. Jean Paul Elkann is the grandfather of John Elkann, president of Stellantis and Ferrari. Configured in black with a beige leather interior, it featured rudge wheels, automatic gearbox and power steering as optional extras. In 1992, it was acquired by Mr D, a Parisian enthusiast. He had the engine rebuilt in the early 90s at the Georges Morel workshops in Provins. In 2000, the car changed hands and became the property of Mr K, who had it restored by the Claude Chary workshops. The timeworn bodywork was completely removed and restored. The preserved chassis will be treated and repainted. The mechanics and running gear were also overhauled. It will then take part in various events, including the brand's 50th anniversary. This FV3 B was bought at auction by Osenat 19 years ago, by its current owner. It has been regularly maintained by its mechanic. Today, the car is in good overall condition. 1957 FACEL VEGA Type: FV3B Serial number: 58260 French registration document 100 000 / 150 000 € The FV3, which went into production in November 1956, differed from the previous model in that it had a new radiator grille with a thinner central grille and enlarged side grilles with a central bar. The front end featured large headlamps one on top of the other, with no bezels. The 4.5-litre (277cc) Chrysler V8 engine produced 200 bhp. In March 1957, the model was redesigned as the FV3B. Its appearance was similar, but the body was wider and slightly longer. It was based on the body of the 'wide' FV3s, with dimensions reaching 4.59 m in length and 1.80 m in width. The engine capacity was increased to 4.9 liters (301ci) for 253 bhp. The top speed was 203 km/h. Produced in just 92 examples, the FV3B is a rare luxury car. The model shown was delivered new to Mr Jean Paul Elkann in Paris on 28/10/1957 under registration number 3234 GL75. Jean Paul Elkann is the grandfather of John Elkann, chairman of Stellantis and Ferrari. Configured in black with a beige leather interior, it came with rudge wheels, an automatic gearbox and power steering as optional extras. In 1992, the car was acquired by Mr D, a Parisian enthusiast. He had the engine rebuilt in the early 1990s at the Georges Morel workshops in Provins. In 2000, the car changed hands and became the property of Mr K, who had it restored by the Claude Chary workshops. The timeworn bodywork was completely removed and restored. The preserved chassis will be treated and repainted. The mechanics and running gear were also overhauled. It will then take part in various events, including the brand's 50th anniversary celebrations. This FV3 B was bought at auction by Osenat 19 years ago, by its current owner. It has been regularly maintained by its mechanic. Today, the car is in generally good condition.

Estim. 100 000 - 150 000 EUR

Lot 88 - 1954 JAGUAR XK 140 SE FHC Chassis no. A814590DN Collector's registration - Rare SE version - A legendary car - One of the most beautiful XK coupes In 1954 Sir William Lyons made aesthetic and technical modifications to the revolutionary Jaguar XK 120. Aesthetically, the XK 140 differed from its predecessor in the bumper and grille. Technically, the changes are more extensive. Suspensions have been modernized, and the steering is now rack-and-pinion. The XK 3.4-litre 6-cylinder engine is retained, but moved forward into the engine compartment to increase cabin space. The positioning of the two batteries in the front fenders makes it possible to install a small rear booster seat, absent on the XK 120. All these modernizations give the XK 140 a more Grand Touring feel than the sportier, more Spartan XK 120. Our example is a rare SE version bodied as a coupé. It is presented in the sublime shade of British Racing Green, accompanied by beige leather. Restored in the 90s from the chassis upwards, as evidenced by an extensive photo file, the bodywork and interior are in generally good condition, testifying to the quality of the work carried out. 1954 JAGUAR XK 140 SE FHC Chassis no. A814590DN Collector's registration - Rare SE version - A legendary car - One of the most beautiful XK coupes In 1954 Sir William Lyons made aesthetic and technical changes to the revolutionary Jaguar XK 120. The XK 140 differed aesthetically from its predecessor, with new bumpers and a new radiator grille. Technically, the changes are more significant. The suspension has been modernised and the steering is now rack-and-pinion. The XK's 3.4-litre, 6-cylinder engine has been retained, but moved forward into the engine compartment to increase cabin space. The positioning of the two batteries in the front wings makes it possible to install a small rear booster seat, absent from the XK 120. Taken together, these upgrades give the XK 140 a more Grand Touring feel than the sportier, more spartan XK 120. Our example is a rare SE version with coupé bodywork. It is presented in the sublime British Racing Green colour, accompanied by beige leather. Restored in the 1990s from the chassis upwards, as evidenced by an extensive photo file, the bodywork and interior are in generally good condition, testifying to the quality of the work carried out.

Estim. 80 000 - 100 000 EUR

Lot 89 - 1954 AUSTIN HEALEY 100/4 BN1 Series: BN1L226137 Matching Numbers Certificate British Motor Industry Heritage Trust Very nice configuration French registration 53 000 / 60 000€ The "100" originally took its name from Donald Healey's goal of reaching 100 mph (160 km/h) with his new creation. In retrospect, it became the 100/4 to differentiate it from the 100/6 that followed. The brainchild of Donald Healey, the Austin-Healey 100 was equipped with Austin mechanical components, including the sturdy 2.6-liter four-cylinder from the A90 Atlantic. The particularly attractive design, a kind of archetypal British roadster, was the brainchild of Gerry Coker, and served as the basis for the entire line of "big Healey" cars that ended their careers with a 3-liter engine. Today, the 100 is considered to be the sportiest of the series: its more rustic appearance, four drums and unsophisticated mechanics with plenty of low-end torque make it an uncompromising machine. It's also capable of excellent performance, as demonstrated by its results in competition. The model we're presenting is a 100/4 type BN1 with its original engine and Matching Numbers, delivered new in California. White and red in color, the car was entirely restored in California, a state it never left until its arrival in France. Today, the car is in good overall condition, the 100/4 folding windscreen is present, and the engine delivers good performance, as our test drive demonstrated. 1954 AUSTIN HEALEY 100/4 BN1 Series: BN1L226137 Matching Numbers British Motor Industry Heritage Trust certificate Very nice configuration French registration 50000/60000 The "100" originally took its name from Donald Healey's goal of reaching 100 mph (160 km/h) with his new creation. It was retrospectively renamed 100/4 to differentiate it from the 100/6 that followed. The brainchild of Donald Healey, the Austin-Healey 100 was equipped with Austin mechanical components, including the sturdy 2.6-liter four-cylinder from the A90 Atlantic. The particularly attractive design, a kind of archetypal British roadster, was the brainchild of Gerry Coker, and served as the basis for the entire line of "big Healey" cars that ended their careers with a 3-liter engine. Today, the 100 is considered to be the sportiest of the series: its more rustic appearance, four drums and unsophisticated mechanics with high torque at low revs make it an uncompromising machine. It's also capable of excellent performance, as demonstrated by its results in competition. The model we present is a 100/4 type BN1 with its original engine and matching numbers, delivered new in California. White and red in color, the car was fully restored in California, a state it never left until its arrival in France. Today, the car is in good overall condition, with the 100/4's specific folding windscreen, and the engine delivers good performance, as our test drive demonstrated.

Estim. 53 000 - 60 000 EUR

Lot 90 - 1961 AUSTIN HEALEY Type: 3000 Serial number: DRF112401 French registration 35 000 / 40 000 € Introduced to the public in 1959, the Austin Healey 3000 is the descendant of a line of English roadsters imagined after the Second World War by Donald Healey with the aim of making affordable, elegant, high-performance convertibles. Initially powered by a four-cylinder engine under the hood of the Austin Healey 100/4, the roadster soon adopted an in-line six-cylinder engine developing almost three liters and 125 hp in its first version, earning it the nickname "Big Healey". Three versions of the Austin Healey 3000 followed until 1968, with the BJ8 offering very decent performance for its time. The model presented here was bought at auction from Osenat 18 years ago. Routine maintenance was carried out at the Garage de l'Orvanne in Ecuelles. The front and rear axles were overhauled in 2011 at Classic Garage in La Norville. They also rebuilt the brakes, radiator and miscellaneous for a total of €25,000, as well as rectifying the crankshaft and changing the bearings for almost €6,000. 1961 AUSTIN HEALEY Type: 3000 Serial number : DRF112401 French registration 35 000 / 40 000 € Introduced to the public in 1959, the Austin Healey 3000 is the descendant of a line of British roadsters designed after the Second World War by Donald Healey with the aim of producing affordable, elegant and high-performance convertibles. Initially powered by a four-cylinder engine under the bonnet of the Austin Healey 100/4, the roadster soon adopted an in-line six-cylinder engine developing almost three liters and 125 bhp in its first version, earning it the nickname 'Big Healey'. Three versions of the Austin Healey 3000 followed until 1968 with the BJ8, which offered very decent performance for its time. The model presented here was bought at auction from Osenat 18 years ago. Routine maintenance was carried out at the Garage de l'Orvanne in Ecuelles. The front and rear axles were overhauled in 2011 at Classic Garage in La Norville. They also overhauled the brakes, radiator and other components for a total of €25,000, as well as rectifying the crankshaft and changing the bearings for almost €6,000.

Estim. 35 000 - 40 000 EUR

Lot 91 - 1961 ROLLS ROYCE SILVER CLOUD II Drophead Coupe by HJ Mulliner Serial Number: LSYD.218 Body number : 6470 Belgian registration One of 74 built with left-hand steering wheel Delivered new to Sammy Davis Jr. Many recent expenses Brake system completely overhauled Elegant, flowing lines make the Silver Cloud the most beautiful of all factory-bodied Rolls Royces. Despite its imposing proportions, there's no heaviness, only majesty and distinction. The Silver Cloud succeeded the Silver Dawn in 1955. It was still built on a separate chassis, an archaic technique that allowed customers who so wished to have the bodywork done by a major firm such as James Young, Hooper or Mulliner. In 1959, the first evolution, known as the Silver Cloud II, appeared, with an all-new power unit. This new model anchored Rolls-Royce's switch to the 6.3L V8, equipped with two SU HD8 carburetors, giving "sufficient" but still smooth power. From the outset, HJ Mulliner offered a drophead coupe body, as the factory didn't offer convertible versions, making it necessary to visit a coachbuilder to obtain one. Of a total of 2,417 Silver Cloud IIs built between September 1959 and August 1962, only 107 had the elegant and desirable Drophead Coupe body built by H J Mulliner, 74 of which were left-hand-drive cars like this example. Rolls Royce archives tell us that this example was ordered under reference CX6321 by Sammy Davis Jr via British Motors Cars Distributors. Shell Grey was chosen, in combination with blue leather. The car was delivered by the Factory with bodywork CT4426 to the H.J Mulliner workshops on January 22, 1961 to receive the Drophead Coupe conversion. Once the work was completed, the car received its Mulliner plate under number 6470. Sami Davis Junior took delivery of his car in July 1961 direct from the Mulliner workshops. He used the car in England under registration number SD85 until the end of 1961. The car was then exported to the USA. Sami Davis used the car until early 1964, when he replaced the LSYD218 with a Silver Cloud 3 Drophead Coupe. Unfortunately, we lost track of him until 2008, when the car was acquired by its current owner through Michel Kruch in Brussels. The car then featured a new color scheme, which it still wears today; the body is in a magnificent midnight blue hue and the interior is upholstered in gray leather. Sound, but not running ideally at the time of purchase, its owner undertook a major mechanical overhaul of the car. The air conditioning, gearbox, sealing and electrical systems, and many other components have been overhauled or replaced over the years. In 2018, the braking system, the Silver Cloud's weak point, will be completely overhauled. The fluid will be replaced by DOT 5 Silicone. Since then, between 2019 and 2022, the cooling circuit as well as the torsion bar and mechanics have been overhauled. Thanks to this follow-up, its owner has made numerous trips between Brussels and Mougins, testifying to the car's efficiency. The road test we carried out confirmed the efficiency of the brakes and the smooth running of the mechanics, making this a particularly pleasant car to drive in town, as well as on the fast lane. An exceptional car for its rarity and pedigree, this Silver Cloud II Drophead Coupe by HJ Mulliner is an exceptional opportunity for all classic car enthusiasts. 1961 ROLLS ROYCE SILVER CLOUD II Drophead Coupe by HJ Mulliner Serial Number: LSYD.218 Body number : 6470 Belgian registration One of 74 built with Left Hand Drive Delivered New to Sammy Davis Jr Many recent expenses Fully revised braking system Elegant, flowing lines make the Silver Cloud the most beautiful of all factory-bodied Rolls Royces. Despite its imposing proportions, there's no heaviness, just majesty and distinction. The Silver Cloud succeeded the Silver Dawn in 1955. It was still built on a separate chassis, an archaic technique that allowed customers who so wished to have the bodywork done by a major firm such as James Young, Hooper or Mulliner. In 1959, the first evolution appeared, known as the Silver Cloud II, with an all-new power unit. This new model marked Rolls-Royce's switch to the 6.3-litre V8 engine, fitted with two SU HD8 carburettors, giving a 'sufficient' but still smooth power delivery. From the outset, HJ Mulliner offered a drophead coupe bodyshell, as the factory did not offer conve

Estim. 300 000 - 350 000 EUR

Lot 92 - 1961 JAGUAR Type: XK 150 FHC Serial number: J61 S836879BW French registration 55 000 / 65 000 € The Jaguar XK150 was launched in 1957, 10 years after the XK120 and 3 years after the XK140. The general shape of the car is inspired by its predecessors, but the lines are totally different. The car's lines are softened, and the windscreen is now a single curved plane, like the coupé's rear window. Mechanically, the biggest difference from previous models was the introduction of disc brakes as standard. These had first appeared on the Jaguar Type D at Le Mans in 1954. Steering was rack-and-pinion, as on the 140, and the engine was a 3.4-liter 190 hp unit. More than an evolution, the 150 is a modern car, meeting the demands of the American market and becoming a grand tourer. Coupés and cabriolets adopt a more modern leather dashboard cover. The XK150 remained in production until 1961, although very few examples were produced that year, before the presentation of the E-Type at the Geneva Motor Show in March. During the 13 years of XK production, a total of 30,364 units rolled off the production line, of which 9,382 were Jaguar XK 150s. These are cars with reliable powertrains, modern handling and braking, which are usable on today's roads and in today's traffic. With a decent-sized radiator and a large mechanical fan, they don't suffer like the E-Type from cooling problems; moreover, they are of simple design with a rigid rear axle and are therefore relatively inexpensive to maintain. The XK heritage represents much more than these production figures. This range established Jaguar as a sports car producer that mattered. Successes on European and especially American tracks confirmed the Jaguar legend that was being written at Le Mans, with five Jaguar Type D victories in 7 years. The model presented here is a rare 3.8 version, fitted with the Borg Warner gearbox. The original engine was replaced by a 4.2 for greater flexibility, and the 3.8 is sold with the car, to be collected from the owner's home. The paintwork has a beautiful patina, reflecting the car's history. 1961 JAGUAR Type: XK 150 FHC Serial number: J61 S836879BW French registration 55 000 / 65 000 € The Jaguar XK150 was launched in 1957, 10 years after the XK120 and 3 years after the XK140. The general shape of the car was inspired by its predecessors, but the lines were completely different. The car's lines were softened and the windscreen was now a single curved plane, like the coupé's rear window. Mechanically, the biggest difference from previous models was the introduction of disc brakes as standard. These had made their first appearance at Le Mans in 1954 on the Jaguar D-Type. The steering was rack-and-pinion, as on the 140, and the engine was a 3.4-litre, 190bhp unit. More than an evolution, the 150 was a modern car that met the demands of the American market and became a grand tourer. Coupés and cabriolets adopted a more modern leather dashboard cover. The XK150 remained in production until 1961, although very few examples were produced that year, before the presentation of the E-Type at the Geneva Motor Show in March. During the 13 years of XK production, a total of 30,364 cars rolled off the production line, of which 9,382 were Jaguar XK 150s. These are cars with reliable engines, modern handling and braking, which are usable on today's roads and in today's traffic. With a decent-sized radiator and a large mechanical fan, they don't suffer like the E-Type from cooling problems; moreover, they have a simple design with a rigid rear axle and are therefore relatively inexpensive to maintain. The legacy of the XK is much more than these production figures. The range established Jaguar as a sports car producer that mattered. Successes on European and especially American tracks confirmed the Jaguar legend that was being written at Le Mans, with five Jaguar D-Types winning in 7 years. The model presented here is a rare 3.8 version, fitted with the Borg Warner gearbox. The original engine was replaced by a 4.2 for greater flexibility. The 3.8 is sold with the car and can be collected from the owner's home. The paintwork has a beautiful patina reflecting the car's history.

Estim. 55 000 - 65 000 EUR

Lot 94 - 1956 MG A Chassis HDR4320953 Carte Grise Collection Mythical roadster Matching Colors Certificate British Motors Industry Heritage Trust 20 000 / 25 000€ M.G, Morris Garage, belongs to that small but prestigious category of British brands specializing in sport roadsters. In 1946, the T-series MGs that had made the brand famous before the war were put back into production. The "new" model was christened TC, a simple evolution of the 1939 model. A little obsolete, with its rigid front axle, the firm with the octagon reacted by making technical and aesthetic evolutions over the years. But the real novelty came in 1955, when two MGs with special bodywork, designated EX 182, were seen racing in the 24 Hours of Le Mans. A few months later, these cars were shown in customer version at the Frankfurt Motor Show, presented as the new MG A. With its elegant, well-proportioned lines, this is a racing-type barquette totally in tune with the times, and offered at a very attractive price. It was an immediate and huge success. As with Austin Healey, Jaguar and Triumph, the USA absorbed the majority of MGAs built. This figure was a record at the time, as the MGA was the first sports car to exceed the symbolic 100,000 mark. The reliability and sturdiness of its powertrain, despite a non-synchronized premiere, greatly contributed to its excellent image. Very sporty, the interior is spartan, but offers a very complete dashboard with enough room for two. It's a true roadster, with no windows in the doors. The soft top disappears completely. Our example, a 1956 roadster, was produced on October 2, 1956 for the United States. It was painted in old english white, with a black interior. Originally well equipped, it featured an adjustable steering column and windscreen washer. Our beautiful MGA was acquired by its owners in Pennsylvania in 2020. Imported and registered in France, it is in good cosmetic condition. As for the mechanics, having seen little use recently, an overhaul will be in order. 1956 MG A Chassis HDR4320953 Carte Grise Collection Mythical roadster Matching Colors Certificate British Motors Industry Heritage Trust 20 000 / 25 000€ M.G, Morris Garage, belongs to that small but prestigious category of British marques specialising in sports roadsters. In 1946, the T-series MGs that had made the brand famous before the war were put back into production. The 'new' model was called the TC, and was a simple evolution of the 1939 model. A little obsolete, with its rigid front axle, the firm with the octagon reacted by making technical and aesthetic changes over the years. But the real innovation came in 1955, when two MGs with special bodywork, designated EX 182, were seen racing in the Le Mans 24 Hours. A few months later, these cars were shown in customer version at the Frankfurt Motor Show, presented as the new MG A. With its elegant, well-proportioned lines, this was a 'racing' type car that was totally in tune with the times, and was offered at a very attractive price. It was a huge and immediate success. As with Austin Healey, Jaguar and Triumph, the USA absorbed the majority of MGAs built. This figure was a record for the time, as the MGA was the first sports car to exceed the symbolic 100,000 mark. The reliability and robustness of its powertrain, despite a non-synchronised premiere, were key factors in building an excellent image. The very sporty cabin is spartan, but offers a very complete dashboard with enough room for two. It's a true roadster with no windows in the doors. As for the soft top, it disappears completely. Our example, a 1956 roadster, was produced on 2 October 1956 for the United States. It was painted Old English White, with a black interior. Originally well equipped, it had an adjustable steering column and windscreen washer. Our beautiful MGA was acquired by its owners in Pennsylvania in 2020. Imported and registered in France, it is in good cosmetic condition. As for the mechanics, having seen little use recently, a service will be in order.

Estim. 20 000 - 25 000 EUR

Lot 95 - 1967 PEUGEOT 404 COUPE Chassis: 6802037 Beautiful presentation Very elegant coupe French registration The 404 coupé is part of a long line of coupé bodystyles from Peugeot. The Type 21, Peugeot's first coupé, dates back to 1898. Launched in May 1960, the 404 was Sochaux's reaction to the 1955 presentation of the Citroën DS, which had dazzled everyone with its technical advances. Presented in May 1960, the Peugeot 404 entered the 9 HP (1.6 liter) category, a notch above the 403 it was to replace. Peugeot's move upmarket continued, keeping pace with the rising standard of living in France during this happy period of strong growth. In 1962, Peugeot unveiled the 404 coupé. Also designed by Pinin Farina, whose logo it is the first Peugeot to bear, the car is assembled in the coachbuilder's Turin workshops. The coachbuilder produces and assembles all the body components and dresses the interior. The bodies, adorned with a discreet Italian coachbuilder logo, return to Sochaux to receive their mechanical components. By the 1962 Geneva Motor Show, it would be fitted with the 1.6-liter Kügelfischer fuel-injected engine revealed at the same show a year earlier, offering an additional 13 hp (160 km/h). The car presented here has benefited from an early restoration. Following the purchase of the vehicle, the owner discovered multiple rust spots. The beautiful electric blue she wears is a perfect match for her black leather interior. With its Ferrari look from certain angles, this 404 Coupé is a car that deserves collectors' full attention. 1967 PEUGEOT 404 COUPE Chassis number: 6802037 Beautiful presentation Very elegant coupé French registration The 404 coupé is part of a long line of coupé bodystyles from Peugeot. The Type 21, Peugeot's first coupé, dates back to 1898. Launched in May 1960, the 404 was Sochaux's response to the 1955 presentation of the Citroën DS, which had dazzled everyone with its technical advances. Presented in May 1960, the Peugeot 404 entered the 9 bhp (1.6 liter) category, a notch above the 403 that it was to replace. The move up the Peugeot range continued, in line with the rising standard of living in France during this happy period of strong growth. In 1962, Peugeot unveiled the 404 coupé. Also designed by Pinin Farina, whose logo it was the first Peugeot to bear, the car was assembled in the coachbuilder's Turin workshops. The coachbuilder produced and assembled all the bodywork components and decorated the passenger compartment. The bodies, decorated with a discreet Italian coachbuilder's logo, returned to Sochaux to receive their mechanical components. At the 1962 Geneva Motor Show, it received the 1.6-litre Kügelfischer fuel-injected engine revealed at the same show a year earlier, which offered an extra 13 bhp (160 km/h). The car we are presenting to you has benefited from an early restoration. Following the purchase of the vehicle, the owner discovered multiple rust spots. The beautiful electric blue she wears suits her perfectly, and goes wonderfully with her black leather interior. With its Ferrari look from certain angles, this 404 Coupé is a car that deserves collectors' full attention.

Estim. 30 000 - 40 000 EUR

Lot 96 - 1964 MERCEDES BENZ 220 SE Cabriolet Chassis 11102310055326 French registration 50 000 / 70 000€ The W111 series continues the Mercedes Benz tradition of the 4-seater cabriolet. Launched in 1962 with the 220 SE Cabriolet, the series continued its ascent until 1972 with the 280 SE Cabriolet 3.5. A true synonym for luxury and elegance, the W111 Cabriolet is a "Must Have" in any collection. Designed by Paul Bracq, who at the time was producing his first design for Mercedes Benz, the coupé and its cabriolet derivative are distinguished from the sedan by the absence of wings on the fenders, creating a distinctive elegance. The 220 SE Cabriolet was launched in September 1961 with a 6-cylinder, fuel-injected 2.2 engine developing 120 hp DIN. At the time, priced at 47,000 francs, it was on a par with an AC Cobra. Very elitist, only a handful of examples were ever produced. The model we offer is a 1964 220 SE Cabriolet, equipped with the desirable and rare 4-speed manual gearbox. Presented in a beautiful metallic gray hue, this cabriolet is in good overall condition. The current owner acquired it in 2008, through one of our auctions. Since then, the brakes, upholstery and soft top have all been redone. Never restored, but well maintained over the years, the test drive came out very conclusive. The Mercedes Benz 220 SE is the ideal convertible for the approaching summer season. 1964 MERCEDES BENZ 220 SE Convertible Chassis 11102310055326 French registration 50 000 / 70 000€ The Mercedes W111 series continues the tradition of the Mercedes Benz 4-seater cabriolet. Launched in 1962 with the 220 SE Cabriolet, the rise of this series continued until 1972 with the 280 SE Cabriolet 3.5. A true synonym for luxury and elegance, the W111 Cabriolet is a must-have in any collection. Designed by Paul Bracq, who at the time was producing his first design for Mercedes Benz, the coupé and its cabriolet derivative were distinguished from the saloon by the absence of wings, creating a very distinctive elegance. The 220 SE Cabriolet was launched in September 1961 with a fuel-injected 2.2 6-cylinder engine developing 120 hp DIN. At the time, priced at 47,000 francs, it was on a par with an AC Cobra. Very elitist, it was never sold. The car on offer is a 1964 220 SE Cabriolet, fitted with the desirable and rare 4-speed manual gearbox. Presented in a beautiful metallic Grey colour, this cabriolet is in good overall condition. The current owner acquired it in 2008 through one of our auctions. Since then, the brakes, upholstery and soft top have all been redone. The car has never been restored, but has been well maintained over the years, and the road test was very conclusive. The Mercedes 220 SE is the ideal convertible for the summer season, which is finally approaching.

Estim. 50 000 - 70 000 EUR

Lot 97 - 1963 Mercedes Benz 230 SL Chassis 11304210001054 Belgian registration Beautiful mechanical and aesthetic condition Timeless configuration French registration Nicknamed the "Pagoda" because of its domed hardtop, the German cabriolet was presented at the Geneva Motor Show in March 1963. Internal code W113, the car is powered by a 2.3L in-line 6-cylinder engine developing 160 hp. Designed by Paul Bracq, the cabriolet is today a favorite among enthusiasts of the marque à l'étoile. The Pagode model also enjoyed success in competition, even winning the Rallye Liège-Rome-Liège with drivers Böhringer and Kaiser. The car was designed to be robust and reliable, but also suitable for everyday use. Replacing the legendary 190 and 300 SL, the little pagoda fulfilled its role as standard-bearer to perfection. The example we're presenting is in fine overall condition. The white paintwork is in good condition, as is the upholstery. The red upholstery accentuates the pagoda's charm. The owner of this car has taken great care of it since it came into his possession. What's more, the value of this attractive-looking car is on the rise. 1963 Mercedes 230 SL Chassis 11304210001054 Belgian registration document Good cosmetic and mechanical condition Timeless configuration French registration Nicknamed the 'Pagoda' because of its domed hardtop, the German cabriolet was presented at the Geneva Motor Show in March 1963. Internal code W113, the car was powered by a 2.3-litre in-line 6-cylinder engine developing 160 bhp. Designed by Paul Bracq, the cabriolet is still a firm favourite with enthusiasts of the star-spangled marque. The Pagode model also enjoyed success in competition, even winning the Rallye Liège-Rome-Liège with drivers Böhringer and Kaiser. The car was designed to be robust and reliable, but also suitable for everyday use. Replacing the legendary 190 and 300 SL, the little pagoda fulfilled its role as standard-bearer to perfection. The car we are presenting here is in very good condition. The white paintwork is in good condition, as is the upholstery. The red upholstery accentuates the pagoda's charm. The owner of this car has taken great care of it since it came into his possession. What's more, the value of this attractive-looking car is on the rise.

Estim. 45 000 - 55 000 EUR

Lot 98 - 1969 Porsche 911 2.2 T Targa Chassis: 9110110268 French registration German origin Matching Numbers Engine 6102799 5-speed gearbox Superb configuration Spared the appendages and excrescences of later models, the first-generation 911 seduces with the original simplicity and purity of its lines. Long neglected in favor of newer, more demonstrative cars, it is today highly sought-after by discerning collectors. Originally christened the 901, and previewed at the Frankfurt Motor Show in 1963, the 911 went into production in May 1964. It was powered by a 130 HP two-liter engine. At the end of 1968, it was fitted with Bosch mechanical fuel injection to comply with American anti-pollution standards, the United States being Zuffenhausen's main market. In 1969, the 911's displacement was increased to 2.2 liters. Less sharp than the S version, which was certainly more powerful but had much higher maximum torque, the 2.2 T was more pleasant to drive in regular use. It's worth noting that the car's weight is only slightly over a ton, something almost impossible to achieve on a production car today. The Targa version was presented at Frankfurt in 1965, and was to be the only cabriolet version (in this case, a convertible) in the 911 range until the 1980s. Initially considered an aesthetic crudeness, the thick chrome hoop became the Targa's distinctive touch, still added today on modern versions. The model on offer is one of the very first 2.2Ts produced. Launched on October 15, 1969 in Germany, this car has an atypical configuration. While the black paint and associated seats are commonplace, the red carpets, like the lower dashboard, are a rare option. Lending a sporty accent to the interior, this little detail sets this model apart from other 911s. Another desirable option is the 5-speed gearbox. It will remain in Germany until 2019, when it is acquired by its current owner. He then undertook a restoration of this beautiful Porsche. In the interior, the black leather upholstery is in very good condition, as is the dashboard, characteristic of 911s from the beginning to the present day. We offer you the chance to acquire a beautiful 911 type 901 in an elegant color that will turn heads as you drive by. 1969 Porsche 911 2.2 T Targa Chassis: 9110110268 French registration German origin Matching Numbers 5-speed gearbox Superb configuration Spared the appendages and outgrowths of later models, the first generation of the 911 is seductive for the original simplicity and purity of its lines. Long neglected in favour of newer, more demonstrative cars, it is now highly sought-after by discerning collectors. Originally named the 901, and previewed at the Frankfurt Motor Show in 1963, the 911 went into production in May 1964. It was powered by a 130bhp two-litre engine. At the end of 1968, it was fitted with Bosch mechanical fuel injection to comply with American anti-pollution standards, the United States being Zuffenhausen's main market. The 911's cubic capacity was increased to 2.2 liters in 1969. Less sophisticated than the S version, which was certainly more powerful but had much higher maximum torque, the 2.2 T was more pleasant to drive in regular use. The car weighed just over a tonne, something that is almost impossible to achieve on a production car today. The Targa version was presented at Frankfurt in 1965 and was to be the only cabriolet version (in this case, a convertible) in the 911 range until the 1980s. Initially regarded as an aesthetic crudeness, the thick chrome hoop became the Targa's distinctive touch, which is still added today on modern versions. The car on offer here is one of the very first 2.2Ts produced. Launched on 15 October 1969 in Germany, this car has an atypical configuration. While the black paintwork and associated seats are commonplace, the red carpets, like the lower part of the dashboard, are a rare option. Giving the interior a sporty accent, this little detail sets this car apart from other 911s. Another desirable option is the 5-speed gearbox. It will remain in Germany until 2019, when it is acquired by its current owner. He then undertook a restoration of this beautiful Porsche. Inside, the black leather upholstery is in very good condition, as is the dashboard, which has been characteristic of 911s from the very beginning to the present day. We offer you the opportunity to acquire a beautiful 911 type 901 in an elegant colour that will turn heads as you drive by.

Estim. 75 000 - 95 000 EUR

Lot 99 - 1972 PORSCHE 914-6 2.0L Serial number: 9142430212 Collector's registration Completely restored a few years ago French origin Matching Numbers 50 000 / 70 000€ Without reserve Born of a marriage between Porsche and Volkswagen, the 914 is a sporty little roadster with a singular history. After the success of the Beetle (thanks in no small part to Ferdinand Porsche), the two German brands joined forces once again to renew their range. While Volkswagen needed to find a successor to its Karmann Ghia, Porsche didn't have the resources to develop a new car on its own, more affordable than its new 911. The result of this alliance is the 914, with its 4-cylinder and 6-cylinder engines. The former is built entirely at the Karmann coachbuilder. For the 6-cylinder version, Porsche ordered the bodies and fitted the engine at its Zuffenhausen plant. Produced over just three years, the 914/6 uses the 2.0-liter engine from its illustrious sibling, the 911 T. Developing 110 hp, it perfectly powers this small roadster weighing just 940 kg. Unfortunately, the 914/6's career didn't get off the ground, due to its high retail price and head-on competition from a more formal 911. Our example is one of the last to come off the production line, the last being the 9142430240 chassis. Delivered new to the Avignon dealership on May 1, 1972, it came in light ivory with a black leatherette interior. A configuration it still wears today. After a quiet first life, our car took part in numerous autocross races with its second owner. As his vehicle became less competitive, he stored it in a barn. It wasn't until 2016 that the current owner discovered it. He then undertook a complete restoration in his own workshops. Proof of the brand's reliability, this beautiful 914/6 still has its original engine, completely rebuilt during the restoration. Recently, 4 new tires were fitted and the carburetors adjusted by specialist Phil Bug. Accompanied by its Porsche certificate, this car is now just waiting for an enthusiast to once again take to the magnificent roads of Provence, a region it has never left. 1972 PORSCHE 914-6 2.0L Serial number: 9142430212 Collector's registration Fully restored a few years ago French origin Matching Numbers 50 000 / 70 000€ No reserve Born of a marriage between Porsche and Volkswagen, the 914 is a sporty little roadster with a singular history. After the success of the Beetle (thanks in no small part to Ferdinand Porsche), the two German brands joined forces once again to renew their range. While Volkswagen needed to find a successor to its Karmann Ghia, Porsche didn't have the resources to develop a new car more affordable than its new 911 on its own. The result of this alliance is the 914, with its 4-cylinder and 6-cylinder engines. The former is built entirely at the Karmann coachbuilder. For the 6-cylinder version, Porsche ordered the bodies and fitted the engine at its Zuffenhausen plant. Produced over just three years, the 914/6 uses the 2.0-liter engine from its illustrious sibling, the 911 T. Developing 110 hp, it perfectly powers this small roadster weighing just 940 kg. Unfortunately, the 914/6's career didn't get off the ground, due to its high retail price and head-on competition from a more formal 911. Our example is one of the last to come off the production line, the last being the 9142430240 chassis. Delivered new to the Avignon dealership on May 1, 1972, it came in a light ivory color with a black leatherette interior. A configuration it still wears today. After a quiet first life, our car took part in numerous autocross races with its second owner. As his vehicle became less competitive, he stored it in a barn. It wasn't until 2016 that the current owner discovered it. He then undertook a complete restoration in his own workshops. Proof of the brand's reliability, this beautiful 914/6 still has its original engine, completely rebuilt during the restoration. Recently, 4 new tires were fitted and the carburetors adjusted by specialist Phil Bug. Accompanied by its Porsche certificate, this car is now just waiting for an enthusiast to once again take to the magnificent roads of Provence, a region it has never left.

Estim. 50 000 - 70 000 EUR

Lot 100 - 1971 Triumph GT6 Chassis 1KE136OLDL French registration - Same owner for 19 years - Rare car The GT6 is Triumph's answer to the MG B. Based on the Spitfire, the bodywork redesigned by Giovanni Michelotti became an elegant hatchback fastback that earned the GT6 the nickname of "the poor man's E-type". That said, it's not necessarily a bad thing to be compared to an E-type! The engine is a 2-liter in-line 6-cylinder delivering 104 hp and a top speed of 190 km/h. A relatively wise, quirky and plush GT with a real sporting personality, it is now becoming a must-have in any collection, and a very affordable one at that. The GT6 was produced from 1966 to 1973, in 3 series, Mark1 to Mark3. The magnificent GT6 we are pleased to present is a Mark3, the most accomplished version of the model. Restored (restoration file on request), this car is second-hand and has belonged to the same owner for 19 years. A rare and sympathetic coupe, the Gt6 is a fine alternative to the traditional Mgb GT. 1971 Triumph GT6 Chassis 1KE136OLDL French registration - Same owner for 19 years - Rare car The GT6 was Triumph's answer to the MG B. Based on the Spitfire, the bodywork redesigned by Giovanni Michelotti became an elegant fastback hatchback that earned the GT6 the nickname of 'the poor man's E-Type'. That said, it's not necessarily a bad thing to be compared to an E-type! The engine is a 2-litre in-line 6-cylinder developing 104 bhp and allowing a speed of 190 km/h. A relatively wise, quirky and posh GT with a real sporting personality, it is now becoming a must-have in any collection, and a very affordable one at that. The GT6 was produced from 1966 to 1973, in 3 series, Mark1 to Mark3. This magnificent GT6 that we have the pleasure of presenting to you is a Mark3, the most accomplished version of the model. Restored (restoration file available on request), this car is second-hand and has belonged to the same owner for 19 years. A rare and sympathetic coupé, the Gt6 is a fine alternative to the traditional Mgb GT.

Estim. 30 000 - 35 000 EUR

Lot 101 - 1971 TRIUMPH TR6 PI Serial number CP535780 Restored in 2018 Collector's registration 15 000 / 20 000€ Without reserve In 1952, Triumph presented the 20TS prototype that paved the way for the TR2, and all its descendants. The recipe was simple: a small, reliable engine, a slim body, as elegant as it was sporty, to be enjoyed with the wind in your hair. In 1969, faced with shrinking budgets following its dissolution into the British Leyland group, Triumph, for want of funds, used the basis of its TR5 to create new models. Designed by Karmann, this convertible remained in the vein of the TR4 and TR5, but returned to the taste of the day with a virile look concealing traditional technical solutions. While the interior remained largely unchanged from that of the TR4 and TR5, the TR6 improved its performance with a new independent rear axle and Lucas fuel injection, enabling the engine to deliver 150 hp. This Triumph TR6 was first registered on April 23, 1970. A European version, it was thus born with Lucas injection, since replaced by two SU carburetors for greater reliability. In good general condition, this car has received numerous treatments over the years, including an overhaul of the overdrive, for a total of over 4,000 euros. The test drive revealed that the mechanics are in good working order. The overdrive works properly and the gears engage well. 1971 TRIUMPH TR6 PI Serial number CP535780 Restored in 2018 Collector's registration 15 000 / 20 000€ No reserve In 1952, Triumph introduced the 20TS prototype that paved the way for the TR2, and all its descendants. The recipe was simple: a small, reliable engine and a slim body, as elegant as it was sporty, to be enjoyed with the wind in your hair. In 1969, faced with shrinking budgets following its dissolution as part of the British Leyland group, Triumph, for want of funds, used the basis of its TR5 to create new models. Designed by Karmann, this cabriolet remained in the same vein as the TR4 and TR5, but was brought up to date with a virile look that concealed traditional technical solutions. Although the interior hardly changed from that of the TR4 and TR5, the TR6 nevertheless improved its performance with a rear axle that now had independent wheels and Lucas fuel injection, enabling the engine to deliver 150 bhp. This Triumph TR6 was registered for the first time on 23 April 1970. A European version, it came with Lucas fuel injection, since replaced by two SU carburettors for greater reliability. In generally good condition, this car has received a great deal of care over the years, including an overhaul of the overdrive, at a total cost of more than 4,000 euros. The road test revealed that the mechanics are in good working order. The overdrive works properly and the gears engage well.

Estim. 15 000 - 20 000 EUR
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