a few months ago that this Pegaso Z102 Saoutchik was restored "from beginning to end" in the workshops of Juan Lumbreras, and there we move to try "fresh from the oven". Specifically in Vigo it was where we expected Pegaso Z102 * Chassis * 0102.150.0163. Our protagonist was brilliant, as perhaps was not even in the Saoutchik stand at the Paris Motor Show 1954, where he was released. Two years of work have been slow to dismantle whole and give it the luster it has. "No photos in which the boundaries of the two-tone paint is well appreciated, the black and red in this Pegaso was originally painted" justified Nuno, Juan right hand. It is the detail that before striking for those who have seen the rare vintage images of the car. "The line must go through the side rib, but it was not clear exactly where and how to top it on the fins. The car came painted in silver gray and red 'passion', as he had left Félix Creus, its previous owner. In addition, the owner likes it that way now, whole black. "Black Zain, as Miura bravos. The whitewall tires and spoked wheels are chrome although not seem Borrani original- chiaroscuros balance. The heel of the front wheel arches, equally polished, not correspond. "There are other inherited license," says Nuno. Few more buts can be put. The result is superb. Words are unnecessary. Seeing the natural, the design blends perfectly the front stylized, penetrating, and the solid rear, connected by a low ceiling and stylish. Usually, the Saoutchik I look anachronistic, especially the first series- and soon identified with the spirited character Ricart wanted to give the Pegaso Z102. ... but this is something else. Was it the swan song of the French coachbuilder?
Rare is the Pegaso Z102 it has a documented and reliable history hundred percent. They revolve around some more or less tested this hypothesis and specifically, referenced with number 0163, is one. According to the book called Carlos Mosquera and Enrique Coma-Cros "Berlineta Saoutchik 2nd Special Series"(BS 2E), there are several theories about the authorship of the design of its body. Compared to the different styles applied by the French coachbuilder, the front presents a radically different line. Actually, it is rather like coupes of the Italian Touring house. To this the two-tone paint like -Black and adds to the exotic red- Pegaso Z102 Thrill exhibited in major international exhibitions of 1953. It is true that Jacques Saoutchik lived in those times its decadent era and, in fact, in 1955, his son Pierre was forced to declare bankruptcy Company and cease the activity. But earlier, at the Paris Motor Show 1954, the coachbuilder had its own stand and yet he exhibited this Pegaso Z102 Special Berlineta and another car, possibly also berlineta (BS2) number 0147 or cabriolet (CS2) 0136, as an image file looks flap, visor own headlights of the second set and light blue. Pegaso showed in its own section BS2 0148, along with two more cars. Although the completion of the front broke with the first series and had nothing to do with the second, it seems very logical to think that it was like holding some hypothesis- Touring the car ended because in Paris he exhibited himself Saoutchik. It is possible that flight forward the Franco-Ukrainian take him to experiment and to be fixed, why not, in the Thrill who had received so much praise. Hence possibly also its decoration. The rear, however, maintains the line of known saloons known Pegasus series half and the interior retains the seal Saoutchik.
After that room, this Pegaso Z102 It was sold in 1955 to Pedro Solis Laso de la Vega, Conde de Osuna, Madrid and registered with M-136589 tuition preserved. In 1960 he went to Rafaél Úrculo and three years later the salmantino Rafael Salazar, who painted in white with black roof and the interior upholstered in green and beige. Félix Creus is the owner who makes her junior and the first pseudo-restoration. Will again change color (silver gray and red), remove the cross from the mouth and installs two front fog lamps. At number 81 classic motor (October 1994) published a comprehensive dossier on Pegaso Saoutchik and identified eighteen cars signed by French coachbuilder. Once placed at the controls of Pegaso Z102, strong emotions begin. It took a couple of tries before reviving the V8. At first, pistonadas were run over. Some false explosion. But after a few minutes, the idling stabilized at around 1,000-1,500 round-the needle had a nervous inertia that detracted precision- and the sound became powerful blows every time he took a little gas. Tremors when driving away I do not know if they were caused by my excessive caution or be new clutch. He had forgotten what it was to drive a Pegaso Z102. The steering is very direct, no return and rather dry touch, the brakes met if we press the pedal hard without also not be blocked because right away- and change, alas !, change is a constant fight. Drive requires muscle. I came to mind the words of Celso Fernández few years ago: "I do not understand how much you fight with him. Many times I changed even without disengaging. As for the brakes, me never missed me. "
Pegaso Z102 driving
For some it was an extraordinary pilot, but no, I had no intention of showing it. Although the crunch of teeth made me swallow the first few times, after a few kilometers and tactfully he was getting the hang of. The secret was to raise the engine turns and execute the movement wrist firmly and in reductions, make a double clutch as God commands, giving a strong spurt during the deadlock. I agree with that Celso Pegaso Z102 was not a race car, but a fast car. The Wifredo himself maintained that "was never a commercial proposition, but rather a solution for teaching purposes." It attests to the technical complexity that surrounds it. The result was a sports different from the Ferrari 250, Lancia Aurelia, Fiat 8V and Chevrolet Corvette, to name several of his contemporaries. The Z102 was somewhat exotic, but complex. And over the years, its restoration and tuning are far less delicate. Despite this theoretical complication, the V8 has strength, turns up well and it is very progressive from midrange to the theoretical 7,000 rpm. 160 hp seem more for how to push the 1,300 kilos. And the frame conveys the strength and agility that characterizes at reasonable speeds. But beware, we must not take it like a wuss: spark plugs, for example, are greased with ease. After a few kilometers, I felt that he needed as many more shooting to be ended in desperezar the engine, some minor refinement and, above all, bring in order the tire pressures to roll thinner. Back we realized that they were going low and may hence the imprecision partiese I noticed. my carelessness.
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Pegaso Z102 tried the "0163"