Volvo has a long tradition of coupes like the P1800 or the 262C.
For his new big coupe based on the family 740/760, Bertone is again requested. Unlike 262C, Bertone is in charge of design and manufacturing.
The main market of this car remains the United States, main consumers of large coupés.
Unveiled at the 1985 Geneva Motor Show, it will be produced from 1986 to 1990 with 9086 copies of which 70% will be destined for the American market. It is equipped with a complete equipment for the era including seats, mirrors and electric sunroof, air conditioning, ABS, on-board computer, high quality hi-fi, airbags …
Like the 740/760, the 780 is a propulsion equipped with the V6 PRV 2.8 liters of 167 hp (which will increase to 143 hp following the new antipollution standards). A 129-hp 2.4-liter 6-cylinder diesel engine is also available. It should be noted that this is one of the first large diesel coupes. The price is rather elitist with a base of 315,900 francs in 1987, in other words, the same price as a Mercedes-Benz 300 CE, 30,000 francs more than a BMW 628 CSI, and 5,000 francs more than a Jaguar XJS V12.
In 1988, the 780 received an independent rear suspension.
1990 saw the arrival of a 4-cylinder turbo 200 hp. This year is added as an option the differential lock. The model discreetly leaves the catalog the same year. On the reasons of the relative commercial failure of the 780, there was first the prices quite high (because of the manufacture by a specialist bodybuilder) and the lines a little too massive. Nuccio Bertone himself ironically defines the Volvo 780 as “a truck in a party dress”.
And yet, that’s all that makes her charming!
The Ad that caught our attention is therefore this rare Volvo 780 V6 Coupé Bertone, a second hand from 1991 put into circulation in France, totaling 195 000 km.
Black color with black leather interior, it is equipped with an automatic gearbox, it has all the available options including the electric sunroof, heated electric seats etc … Presented in a remarkable condition with a robust and followed mechanics, the vehicle has a limpid history first owner who bought it new sold it in September 2017 to the current seller.
Among the latest work on the vehicle, the hoses were changed, the woodwork redone, dashboard switchs changed.
The vehicle is serviced by a garage and is sold with a valid fench “contrôle technique”.
However, it will be necessary to foresee the change of the sunroof seal and to put back the small headlights to make it perfect. The high mileage could scare but it is a Volvo followed.
A very beautiful car, luxurious that will allow you to stand out by its rarity and have fun driving.
The Mercedes-Benz Pagoda (codename: W113) was designed by French designer Paul Bracq and produced between 1963 and 1971.
Pagode succeeds the legendary Mercedes-Benz 300 SL and Mercedes-Benz 190 SL after the presentation of the 230 SL at the 1963 Geneva International Motor Show.
The range was summarized in three types of cubic capacity
The 230 SL
The 250 SL
The 280 SL
True success, of the 48,912 Mercedes-Benz Pagoda built, 34,215 were exported outside Germany, including 19,440 (or 40% of production) in the United States.
The silhouette of the Mercedes-Benz Pagoda has not changed during the eight years of production. Some apparent details nevertheless allow to differentiate them:
Among the standard equipment on the 230 SL
14-inch wheels (only first series).
Disc brakes at the front; Drum brakes at the rear.
Chrome rearview mirror.
Handle on the driver’s door (removed in November 1963 with the appearance of large armrests).
Hood with metal hubcap (on the first models).
Chromed window lifter cranks then assorted to the upholstery in November 1965.
Inclined position of the spare wheel in the trunk on the left side.
Wheel covers in 2 parts (chrome collar).
Tank of 65 liters and 82 liters from November 1965.
ZF 5 speed gearbox available as an option from August 1966.
Produced from March 1963 to January 1967, 19,831 copies (11,726 vehicles went abroad, 4,752 in the United States).
The Ad that caught our attention is therefore this Mercedes 230 SL 1965 convertible pagoda with manual gearbox.
The main problem of these cars being corrosion, this one is exempt from it according to its salesman. However, a revision of the mechanics and braking system is to be expected. The leather seats need a very slight pigmentation to restore its charm while maintaining its patina.
It is sold with its soft top, hard-top and a French “carte grise de collection”.
In short, a very nice car, very affordable that needs some care before taking the road in all serenity, a very nice opportunity to get an icon !
To replace the Jensen C-V8, the British manufacturer Jensen Motors is moving towards a solution external to the company.
It entrusts the realization of the exterior design of the Interceptor to the Italian company Carrozzeria Touring and establishes a partnership with this company for the production of the bodywork. To fulfill its commitment, Carrozzeria Touring is getting closer to Carrozzeria Vignale to secure the contract. The delays grow and the quality does not follow, dissatisfied, Jensen finally repatriated the production of the Interceptor in England.
For the engine, Jensen chooses a V8 from Chrysler to equip his car. Several versions delivering different powers will be offered for sale during the commercial life of the Interceptor.
The Mark II version is available for sale in October 1969, with a slightly revised style around headlights, grille, bumpers and taillights. The interior has been significantly upgraded to meet US regulations and the dashboard is redesigned. Air conditioning is optional.
There are several sales figures depending on the sources. According to Heon Stevenson, 6407 Jensen Interceptor and 320 Jensen FF were produced
The ad that caught our attention is this rare 1971 JENSEN INTERCEPTOR Mark II released in the United States. In very good condition of presentation with 60 000 km on the meter.
Burgundy color with a beige leather interior, it is equipped with a 330 HP V8 Chrysler, automatic transmission, power steering and disc brakes front and rear.
Free from corrosion with a straight frame, it is sold with its record book. A vehicle in very good condition that deserves our full attention.
The first generation of Porsche 911 Turbo appeared in 1975, with the internal code 930. It evolved in parallel with the second generation of Porsche 911. This evolution has continued until the current generation, with the same major technical evolutions as the Atmospheric model: transition to liquid cooling, multi-valve, direct injection and evolution of gearboxes.
After the renewal of the normal 911, which becomes the 964 type, Porsche waits about a year before launching the Turbo version in 1990. This generation saw two different versions: The 3.3 L (320 hp at 5 750 rpm) min / 450 Nm at 4,500 rpm ) and the 3.6 L (360 hp at 5,500 rpm / 520 Nm at 4,200 rpm ).
These two versions are differentiable by their name, respectively 964 Turbo and 965 Turbo. The latter has often been considered by purists as one of the most difficult to drive. Neither of them offered any driving assistance except ABS, and were strict propulsions with a limited slip differential.
The 3.3 L version accelerates from 0 to 100 km/h in 5 seconds, while the 3.6 Lversion only requires 4.8 s .
The Ad that caught our attention is this beautiful Porsche 965 TURBO 3.6L 360 hp put into circulation in October 1993.
Light gray color and full black leather interior, it totals 158000 Km.
Its service book is up to date.
For the sale, the service was carried out with the draining of the gearbox and the transmission.
The tires have also been changed as well as the brakes that are new.
Its mileage may be a bit high for such a sought after model but this model is rare and in a very good shape for its age. If you are looking for a 965, it may be a great opportunity not to miss!
Presented at the Paris Show of 1957, the one that should have been called, in Alpine logic, A109 due to the sharing of mechanical components of the Dauphine (type R1090 and following) is an evolution of the A106. Indeed, if the body of the coach is kept, the engine of the 4 CV is replaced by that of the Dauphine Gordini. It will be produced from 1958 to 1965.
In 1960, the convertible and coupe 2 + 2 adopt a frame-beam. It is formed of a beam (hence its name) having at each end a cradle that supports the engine (rear) and the steering bodies (front). This geometry will be used until the last model A610.
The A108 plays an important role in the history of Alpine because it is in this form that will be born the berlinette. At the 1960 Tour de France, Jean Rédélé took on two berlinettes A108 (the series model will also be called the “Tour de France” berlinette until 1969).
The berlinette stands as the closed version of the cabriolet, however the front with lighthouses is new. Produced from autumn 1960, she supplanted the coach and prepared the place for the newcomer: the A110.
The Ad that caught our attention is this rare and beautiful Alpine A108 convertible first registered in 1966
It has undergone a quality restoration with the hull (stripped and repainted) and the chassis (sandblasted and repainted) separated.
The upholstery is new as the hood and carpets made by a professional from the originals.
The wiring harness has been completely redone.
All undercarriages have been sandblasted, repainted and refurbished
All the mechanics have been dismantled and restored.
The car has traveled about 3000 Km since the end of this total restoration very documented with many bills and photos of the work done.
A rare vehicle ready to hit the road in all serenity for its new owner, restored in the rules of art, rare for sale, much less known than the A110 but deserves our attention.
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