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– 1981 Honda CX 500 Custom “Bobber”
– 2015 / 2016 elaborately rebuilt in Cafe Racer style
– shortened rear, custom-built exhaust header, handlebar, headlamp and speedo fastenings
– stainless steel battery box, new seat upholstered with punctuated leather
– original fuel tank indented, tin-coated and hand-painted
– new fork springs, oil seals, new oil in front fork
– new wiring harness and plugs
– K&N air filter and Motogadget ECU fitted
– carburettor overhauled and polished
– all attached parts replaced or renewed / repainted
– brake callipers overhauled and painted, steelflex brake lines fitted
– German registration documents, valid technical approval until 08/2018

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The “slurry pump” – not a particularly flattering nickname, you would think. Yet it’s the name affectionately used by German motorcycle enthusiasts when referring to their Honda CX. The story began in 1978 when Honda put a thoroughly modern bike onto the market: It featured an electric starter, a low-maintenance shaft drive – and a water-cooled longitudinal OHV twin engine. Some traditionally-minded bikers considered these modern gimmicks unnecessary and made fun of them, among them comic strip artist Rötger Feldmann who had his hero “Werner” use a Honda CX to pump liquid manure.
The Honda CX series was highly successful and remained in production until 1986. It was available with plenty of variants and a range of engines, from 20 kW (27 hp) all the way up to 75 kW (102 hp) in the CX 650 Turbo. Fitted with its “Comstar” wheels, it was also the first production motorcycle to use tubeless tyres. Not least due to their reliability, the Honda CX was popular not only in its standard shape, but also as a basis for customization, and is fast becoming a cult bike, with owners clubs around the world.

Sometimes, when priorities get shifted, a rare opportunity like this one may suddenly arise: The restoration of this Alfa Romeo Bertone Coupé is about 80 % complete, but the owner is forced to abandon the project due to time restraints.
This GT Junior 1300 was built in 1975 and registered in Germany. Since the launch of the project, a lot of work is said to have gone into this car: According to the previous owner, the bodywork has been elaborately restored from a very good basis and has been painted in Alfa red. The chassis has been overhauled, a new radiator and plenty of new parts have been fitted. The coupé has a 1570 cm³ engine with Dell’Orto carburetor installed, which means a significant performance increase over the 1.3 litre original. Two sets of front seats exist, but need to be re-upholstered, as does the dashboard and the door linings. The carpeting is already new.
The rear bumper, one side window and few other small parts are missing, various other spare parts, some of them new, are being included.
This is your chance to take over a meticulous Alfa Romeo restoration and finish it off with a manageable amount of work. When complete, the Bertone will reportedly have a market value of around € 22,000.

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In 1962, Alfa Romeo presented the successor to the Giulietta, the 105 series Giulia, as a sporty four-door family sedan – arguably one of the greatest Alfa series of all times. A year later, a coupe version was added to the lineup. It came with a slightly shortened wheelbase and even more powerful engines, which in combination with the masterly styling by Giorgetto Giugiaro at Bertone made for an extremely popular car. Model designations kept changing, there are said to be 16 different versions of the coupe, which is why they are generally simply referred to as “the Bertone”.

All engines were inline-four cylinder units, which varied in capacity from 1.3 to 2.0 litres and power output between 64 kW (87 hp) and 96 kW (131 hp). Even the smaller ones in the GT Junior entry models were more than able to deal with the kerb weight of just over one ton.

Some 222,000 units of the “Bertone Coupe” were built in the course of the 14 years’ production span which ended in 1977. The surviving examples are mostly in collectors’ hands and prices are continually on the rise.

– Mercedes-Benz 220 SEb Coupé from the W111 series
– 1960s flair: beige paintwork, dark blue interior and white bakelite steering wheel
– sunroof and no B-pillars, feels almost like a convertible
– interior and headliner have already been refurbished
– chrome, door panels and wood trim of appealing quality
– 5-digit odometer
– 2.2 litre injection engine and 4-speed automatic gearbox with steering wheel gear selector
– all engine fluids recently exchanged, new spark plugs and new heat exchanger
– new set of tyres
– owner’s manual, service history and several invoices available
– Classic Data appraisal over € 45,000 (condition 2, 2015)
– German registration documents and historic plates, new technical approval upon purchase
– successful participation in the 2017 Sauerland Klassik

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Maybe the most elegant Mercedes-Benz coupé of all times?
As of February 1961, the coupé and convertible variants of the W111 became available, initially using the same drivetrain as the sedan model 220 SE. They were referred to as 220 SEb/C. After that, engine sizes – and prices, too – of the coupés just kept going up. The 250 SE, 280 SE and 300 SE followed, and just before the end of the production run, the 350 SE.
In contrast to its predecessor, coupé and convertible are based on the unshortened carrier of the associated sedan and were thus a full four-seater. Coupé and sedan have also stylistically many similarities, but not one of the components of the four-door car could be used for the coupé or convertible. More than four times as many parts as for the sedan were made by hand for the coupés and convertibles.
These C-models were the last largely handmade Mercedes, which is why coupé and convertible prices were almost twice as high as that of the sedan.

– neatly restored “oval” beetle
– attracts attention with its deep black paintwork and the many shiny chrome parts
– re-imported from the US in 2015
– interior keeps to red, dashboard body-coloured as usual
– leatherette seats in a near-new condition
– sun visors, glove box, ash tray, rear sunblind and a Motorola radio
– new master brake cylinder, wheel brake cylinders and brake pads
– new battery, carburettor overhauled, new set of tyres
– valid technical approval until 06/2018 and historic plates
– recently valued by Classic Data at € 22,500 (condition 2+; 2016)
– equally nostalgic and elegant, a truly charming VW beetle

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Who has not heard of the Beetle that runs and runs and runs?

As early as 1945, mass production of the VW Beetle was commenced – the last one rolled off the line in 2003. The VW Beetle was produced over 20,000,000 times and had become a classic during its production period, enjoying a wide fan base right until today.
In early 2014, more than 10 percent of all registered classic cars in Germany were “creepy crawlies”, making it beyond any doubt the most popular classic car of all times.

Over the decades, the beetle has undergone numerous changes, the most obvious concerned the shape of the rear window. The two-piece oval rear window (“split”) was replaced in 1953 by a larger one-piece oval window. As of August 1957, this was replaced by a much wider rear window. Quite a few owners of older models had these “modern” windows installed subsequently, making the original singular-oval window variants more desirable and valuable today.

The Plymouth Canbrook, an American luxury post-war model
– 3.6 litre inline six-cylinder petrol engine with 98 kW (133 hp)
– 3-speed manual transmission
– Imported from Canada where it won 16 awards
– Spent 36 years with the previous owner
– With the current owner since 2018
– Red exterior paint with a red checkered interior
– New wiring harness installed in Germany, in 2021 shock absorbers renewed
– German registration + admission as historic vehicle
– Impeccable technical inspection in 2022 with valid MOT until 10/ 2024

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Similar to other American car manufacturers in the post-war years, the Chrysler Group entered the automotive market under the brand name Plymouth with slightly modified models from 1942. In 1951, the Plymouth Deluxe was replaced by three new vehicles. The Cranbrook was the most luxurious model in the range, above the Concord and Cambridge models. The technology was almost the same as the previous model, only a new front end and a new dashboard was changed. The Plymouth was powered by a 3.6 liter (217.8 cui) flathead in-line six-cylinder and a 3-speed manual transmission, an overdrive was added in 1952. The body with the long wheelbase offered plenty of space. A requirement was also that the driver and passengers should sit upright, even if they wear hats. The Cranbrook could as a sedan with four doors, coupe with two doors, convertible and as Cranbrook Belvedere called hardtop, a coupé without B-pillar. From 1953, the Cranbrook was also available as a station wagon. The better equipped Savoy changed from the discontinued Plymouth Concord to the Cranbrook series and bore the name Cranbrook Savoy. 1954 already marked the end of the series, the Cranbrook was replaced by the Belvedere.

Almost a convertible …..
Mercedes 230 CE (C124) first admission in 1989
– Power sunroof with lifting device
– Radio Becker Mexico
– Rear loudspeaker
– 2018 NEW: Starter, Brake discs, brake pads completely renewed
– 2021 NEW: Spark plugs, Air filter and oil change incl. filter
– 2021 NEW: 4 new Uniroyal tyres on 15″ original MB aluminium rims
– Service booklet and Owner’s manual available
– German registration, Oldtimer admission, valid technical control (MOT) until 04/2023

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Even a highly successful car model has to be replaced at some point, so the Mercedes W 123 – a volume model with over 2.7 million units – was followed in 1984 by the W 124. For the next decade and beyond, this Mercedes set the standard in the upper middle class. The design came from Bruno Sacco, technology and build quality were outstanding – fans today speak of the W 124 as “the last true Mercedes”. Despite its somewhat angular lines and distinctive radiator grille, typical of Mercedes in this era, the W 124 had a very low cW value of 0.28 (with narrow tyres).
A wide range of engines was available, petrol with 4, 6 or 8 cylinders and diesel with 4, 5 or 6 cylinders. In addition to the saloon, which was by far the most frequently built model, there were also estate cars (from 1985), coupés (1987) and cabriolets (1991), as well as rare long-wheelbase variants. The W 124 received two model updates, in 1989 and then again in 1993, when the name “E-Class” was introduced.
Production figures for the W 124 almost reached the level of its predecessor, with a total of 2,562,143 units built.

– 1994 Mercedes-Benz 500 SEC from the C 140 series
– low mileage of only 120,500 km
– delivered to Italy when new, regularly serviced at Mercedes-Benz dealership
– imported in 2015 and registered to a doctor in the Munich area
– cllimate control, sunroof, cruise control, centre armrest, dual airbags
– electrically adjustable seats with memory function
– fully stamped service booklet gives evidence to a genuine mileage and regular maintenance
– German registration documents and valid technical approval until 10/2020

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In 1991, Mercedes-Benz presented its all-new S Class of the W 140 series, replacing the W 126 after a successful 12-year production run. The coupe variant followed one year later. Befitting its status as pinnacle of the Mercedes-Benz lineup, the luxury car was offered with the most powerful engines, either a 5.0 litre V8 delivering 235 kW (320 hp), or with a 6.0 litre V12, rated at 290 kW (394 hp).
Even though these cars were produced for only 7 years, they came with three different name tags: While early cars were still called 500 SEC or 600 SEC, then nomenclature was changed in accordance with the new company-wide naming scheme, and as of 1993, they became S 500 and S 600. In 1996, this was changed once more to become the CL class.
A new 4.2 litre V8 complemented the engine palette as of 1994.
Cars after the 1996 facelift had bumper-integrated parking sensors as standard, as well as Xenon lights or side airbags.
A total of 26,022 of these highly exclusive cars were built – a small number compared to over 400,000 W 140 sedans.

What a joy to drive this iconic BMW 732i

– Achatgreen e23 732i
– Historic License plates aproval
– 3.2 litres in-line six-cylinder with 197 hp
– 3 owners according to the owner
– Only 55.053 km
– The first BMW with Bosch-Motronic
– Mostly first paint
– 2019 4 new shock absorbers and tie rods
– 5000km ago: new TRX tires, inspection and new wearing parts
– All vehicle documents available
– Sliding Roof

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BMW’s new numbering scheme was complemented in 1977 with the introduction of the first generation of the 7 series, internally codenamed E23: a somewhat larger body and plusher interior underlined the marque’s intention to become a key player in the luxury car segment. Just like the 5 (E12) and 6 (E24) series, the flagship model was designed by Paul Bracq, who used many styling elements of the other current models to give the 7 series the right mixture of family resemblance and exclusiveness. All E23 came with inline 6-cylinder engines with capacities from 2.5 to 3.4 litres. Power output ranged from 110 kW (150 hp) in the 725i, produced for government agencies only, right up to 185 kW (252 hp) in the legendary turbocharged 745i. Several features made their BMW debut in the E23, among them safety improvements like ABS and driver’s airbag, as well as electronic helpers such as trip computer and service interval indicator. The E23 was facelifted for the 1983 model year. Production ceased with the introduction of the E32 in 1986 by which time 285,029 units had been built: This means that for every single E23, pretty much three of its arch rivals of Mercedes-Benz’ W126 S-class were delivered.

In terms of car styling, the 1960s and 1970s were unburdened, easy-going times. Vehicles didn’t need to have countless gadgets, hugely powerful engines or elaborate safety features. They could be lightweight, slim and pretty instead. Presumably, this is why classics from this era have kept their appeal. Just look at this 1970 Fiat 850 Spider: A tiny, 900 cc engine with an output of merely 38 kW (52 hp) is all it has, yet it proudly carries “Sport” in its name. And with a kerb weight of only 745 kg, it even feels sportier than many modern cars with far more powerful engines.
This Spider is in a fair condition, considering its age of 46 years. The paint may not be perfect, and the black leatherette interior, which has seen partial refurbishment in the past, also displays a certain degree of patina. A beautiful wooden steering wheel, without which no Italian car from this era would be complete, is also present. The convertible top is mechanically sound, devoid of cracks and its rear window still clear. The Spider runs on steel rims with chromed hub caps. On the rear lid, a luggage rack has been fitted.
This Spider, which comes with German registration documents and valid technical approval until 02/2018, is now in search of a new owner who will give it a bit of care and attention. The reward will be pleasurable driving and this certain feeling of lightheartedness which modern cars simply cannot provide.

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After the great success Fiat had enjoyed with its 600, the 850 was presented in 1964 as an evolution of the same concept: A rear-engined, rear-wheel-drive compact car, slightly larger than the 600 in external dimensions as well as engine capacity. Initially only available as a 2-door sedan, several other variants were soon to follow: At the 1965 Geneva Motor Show, Fiat had two new body styles for the 850 on display: An attractively styled coupé version and a sporty two-seater convertible, the Spider. Both had the original 843 cc engine installed, which was tuned to have a somewhat higher power output than in the sedan, as well as a more luxurious trim, including sports seats, a sports steering wheel and front disc brakes. The Spider was styled by Giorgetto Giugiaro at Bertone and by looking at it, you would never guess it shared the same basis as the comparatively mundane standard-version of the 850 sedan.
In 1968, a model enhancement brought minor modifications to front lights and bumpers as well as a more powerful engine, which now enabled a top speed of up to 152 km/h. Coupé and Spider remained in production until 1973, with a total of 342,873 coupés and only 124,600 convertibles built. Today, the Spider is by far the most sought after Fiat 850 variant and the model with the greatest appreciation.

– Volkswagen Golf I CL, 5-door in blue with 4-speed manual transmission
– from last year of Golf I production, 1983
– original 4-cylinder petrol engine with 37 kW (50 hp)
– blue interior in good condition with traces of use
– lowering by sports suspension
– interior completely refurbished
– 15″ BBS light alloy rims
– Dietz retro-style radio on board, new rear speakers
– service booklet stamped up to 156,464 km, recently serviced
– brakes and chassis front and rear as well as rear lights renewed
– German registration documents and historic plates

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In 1974, Volkswagen presented its first Golf – an immense improvement over its predecessor, the VW beetle and its air-cooled engine in the rear. The Golf was, from the start, a front-wheel drive car, with water-cooled transverse engines – and hugely successful. The basic version originally had 37 kW (50 hp), alternatively one could order a 1.5 litre engine with 51 kW (70 hp). As of 1976, Diesel engines were available, too. The Golf GTI with 81 kW (110 hp) of power from 1.6 litres of capacity, introduced in 1976, for many people represents the epitome of the “hot hatch”. No wonder these cars have gained such popularity: they offer a first-rate driving experience, akin to that of conventional sports cars, while not compromising any of their everyday usability.
After nine years and 6 million of sold units, the second generation was introduced in 1983. The Golf I convertible, however, continued to be built for another decade, outliving the entire Golf II series, which was built no less than 6.3 million times, but of which VW never made an open variant. The pick-up version called Caddy, which was based on the Golf I and of which 200,000 units were produced, should also be mentioned.