The Caterham - Millwood connection spans well over a decade. Starting with a visit from Caterham's then design engineer Jess Coates, a Service Centre was integrated into Jon & Paul's busy Rover dealership. Due to their enthusiasm and available resources the appointment as the UK's only sales outlet quickly followed.
A new bespoke Caterham showroom now sits behind Millwood's freshly developed and very busy high volume Shell forecourt operation. Jon is responsible for all Caterham sales activity, which also includes collection and deliveries. This results in all customers receiving a highly personalised service with the clear advantages of low overhead costs. However calling Jon to arrange your viewing (time/day flexible) will help make your visit a rewarding and pleasurable experience.
The History of Peugeot
Peugeot is a major French car brand, part of PSA Peugeot Citroen, the second largest carmaker based in Europe.
The family business that precedes the current Peugeot company was founded in 1810. On 20 November 1858, Emile Peugeot applied for the lion trademark. The company produced its first car in 1891. Due to family discord, Armand Peugeot in 1896 founded the Société des Automobiles Peugeot.
Peugeot's roots go back to 19th-century coffee mill and bicycle manufacturing. The Peugeot company and family is originally from Sochaux, France. Peugeot retains a large manufacturing plant and Peugeot Museum there. It also sponsors the Sochaux football club, founded in 1928 by a member of the Peugeot family.
The Peugeot family of Valentigney, Montbéliard, Franche-Comté, France, began in the manufacturing business in the 1700s. In 1842 they added production of coffee, pepper and salt grinders. The company's entry into the vehicle market was by means of crinoline dresses, which used steel rods, leading to umbrella frames, saw blades, wire wheels, and ultimately bicycles. Armand Peugeot introduced his "Le Grand Bi" penny-farthing in 1882, along with a range of other bicycles. Peugeot bicycles continued to be built until very recently, although the car company and bike company parted ways in 1926.
Armand Peugeot became interested in the car early on, and after meeting with Gottlieb Daimler and others, was convinced of its viability. The first Peugeot car (a three-wheeled steam-powered car designed by Léon Serpollet) was produced in 1889; only four examples were made. Steam power was heavy and bulky and required lengthy warmup times. In 1890, after meeting Gottlieb Daimler and Émile Levassor, steam was abandoned in favour of a four-wheeled car with a petrol-fuelled internal combustion engine built by Panhard under Daimler licence. The car was more sophisticated than many of its contemporaries, with a three-point suspension and a sliding-gear transmission.
More cars followed, twenty-nine being built in 1892, forty in 1894, seventy-two in 1895, 156 in 1898, and fully three hundred in 1899. These early models were given "Type" numbers with the Type 12, for example, dating from 1895. Peugeot was also an early pioneer in motor racing, entering the 1894 Paris-Rouen Rally with five cars (placing second, third and fifth). The vehicles were very much horseless carriages in appearance and were steered by a tiller.
1896 saw the first Peugeot engines built; no longer were they reliant on Daimler. Designed by Rigoulot, the first engine was an 8 hp (6.0 kW) horizontal twin fitted to the back of the Type 15. Further improvements followed: the engine moved to the front on the Type 48 and was soon under a bonnet at the front of the car, instead of hidden underneath; the steering wheel was adopted on the Type 36; and they began to look more like the modern car.
In 1896 Armand Peugeot broke away from Les Fils de Peugeot Frres to form his own company, Société Anonyme des Automobiles Peugeot, building a new factory at Audincourt to focus entirely on cars.
Peugeot added a motorcycle to its range in 1903, and motorcycles have been built under the Peugeot name ever since. By 1903, Peugeot produced half of the cars built in France, and they offered the 5 hp (4 kW) Bébé, a 6.5 hp (4.8 kW) four-seater, and an 8 hp (6.0 kW) and 12 hp (8.9 kW) resembling contemporary Mercedes models.
By 1910, Peugeot's product line included a 1,149 cc (70 cu in) two-cylinder and six four-cylinders, of between 2 litres and 6 litres. In addition, a new factory opened the same year at Sochaux, which became the main plant in 1928.
During the 1920s, Peugeot expanded, in 1926 splitting the cycle (pedal and motor) business off to form Cycles Peugeot, the consistently profitable cycle division seeking to free itself from the rather more cyclical auto business, and taking over the defunct Bellanger and De Dion companies in 1927. 1928 saw the introduction of the Type 183.
New for 1929 was the Peugeot 201, the cheapest car on the French market, and the first to use the later Peugeot trademark (and registered as such) three digits with a central zero. The 201 would get independent front suspension in 1931. Soon afterwards the Depression hit; Peugeot sales decreased but the company survived.
In 1933, attempting a revival of fortune, the company unveiled a new, aerodynamically styled range. In 1934 Peugeot introduced the 402 BL Éclipse Décapotable, the first convertible with a retractable hardtop.
Three interesting models of the thirties were the Peugeot 202, Peugeot 302 and Peugeot 402. These cars had curvaceous bodies with headlights behind sloping grille bars.
Post-war in 1946, the company restarted car production with the 202, delivering 14000 cars. In 1947, Peugeot introduced the Peugeot 203, with coil springs, rack-and-pinion steering, and hydraulic brakes. The 203 set new Peugeot sales records, remaining in production until 1960.
Peugeot took over Chenard-Walcker and bought a part of Hotchkiss in 1950.
More models followed and like many European manufacturers, collaboration with other firms increased; Peugeot worked with Renault from 1966 and Volvo from 1972.
In 1974 Peugeot bought a 30% share of Citroen, and took it over completely in 1975 after the French government gave large sums of money to the new company. Citroen was in financial trouble because it developed too many radical new models for its financial resources.
The joint parent company became the PSA (Peugeot Société Anonyme) group, which aimed to keep separate identities for both the Peugeot and Citroen brands, while sharing engineering and technical resources.
The group then took over the European division of Chrysler (which were formerly Rootes and Simca), in 1978 as the American auto manufacturer struggled to survive. Further investment was required because PSA decided to create a new brand for the entity, based on the Talbot sports car last seen in the 1950s. From then on, the whole Chrysler/Simca range was sold under the Talbot badge until production of Talbot-branded passenger cars was shelved in 1986.
All of this investment caused serious financial problems for the entire PSA group; PSA lost money from 1980 to 1985.
In 1983 Peugeot launched the popular and successful Peugeot 205, which is largely credited for turning the company's fortunes around.
In 1984 PSA developed its first contacts with The People's Republic of China, resulting in the successful Dongfeng Peugeot-Citroen Automobile venture in Wuhan.
In 1986, the company dropped the Talbot brand for passenger cars when it ceased production of the Simca-based Horizon/Alpine/Solara models. What was to be called the Talbot Arizona became the 309, with the former Rootes plant in Ryton and Simca plant in Poissy being turned over for Peugeot assembly. Producing Peugeots in Ryton was significant, as it signalled the very first time Peugeots would be built in Britain. The Talbot name survived for a little longer on commercial vehicles until 1992 before being shelved completely.
In the early nineties, poor and declining sales caused the company to cease U.S. and Canada operations after 33 years. There are currently no known plans to return to the American market.
Beginning in the late 1990s, the Peugeot-Citroen combination seems to have found a better balance. Savings in costs are no longer made to the detriment of style.
Plans for expansion that had been drawn have now been replaced with plans for 'increases in efficiency and pioneering technology'.
Peugeot is also planning on pursuing new markets, namely in China, Russia and South America.
The History of Land Rover
Land Rover is a 4x4, all-terrain vehicle manufacturer, based in Gaydon, Warwickshire, England, now operated as part of the Jaguar Land Rover business owned by Tata Motors of India.
Originally the term Land Rover referred to one specific vehicle, a pioneering civilian all-terrain utility vehicle launched on 30 April 1948, at the Amsterdam Motor Show, but was later used as a brand for several distinct models, all capable of four-wheel drive.
Starting out as a model in the Rover Company's product range, the Land Rover brand developed, first as a marque, then as a separate company, developing a range of four-wheel drive capable vehicles under a succession of owners, including British Leyland, British Aerospace and BMW. In 2000, the company was sold by BMW to the Ford Motor Company, becoming part of their Premier Automotive Group. In June 2008, Ford sold its Jaguar and Land Rover operations to Tata Motors.
The first Land Rover was designed in 1948 in the United Kingdom (on the island of Anglesey in Wales) by Maurice Wilks, chief designer at the British car company Rover on his farm in Newborough, Anglesey. The first Land Rover prototype, later nicknamed 'Centre Steer', was built on a Jeep chassis. A distinctive feature is their bodies, constructed of a lightweight rustproof proprietary alloy of aluminium and magnesium called Birmabright. This material was used because of the post-war steel shortage and the plentiful supply of post-war aircraft aluminium. This metal's resistance to corrosion was one of the factors that allowed the vehicle to build up a reputation for longevity in the toughest conditions. The early choice of colour was dictated by military surplus supplies of aircraft cockpit paint, so early vehicles only came in various shades of light green; all models until recently feature sturdy box section ladder-frame chassis.
The early vehicles, such as the Series I, were field-tested at Long Bennington and designed to be field-serviced; advertisements for Rovers cite vehicles driven thousands of miles on banana oil. Now with more complex service requirements this is less of an option. The British Army maintains the use of the mechanically simple 2.5 litre 4-cylinder 300TDi engined versions rather than the electronically controlled 2.5 litre 5-cylinder TD5 to retain some servicing simplicity. This engine also continued in use in some export markets using units built at a Ford plant in Brazil, where Land Rovers were built under license and the engine was also used in Ford pick-up trucks built locally. Production of the TDi engine ended in the United Kingdom in 2006, meaning that Land Rover no longer offers it as an option. International Motors of Brazil offer an engine called the 2.8 TGV Power Torque, which is essentially a 2.8 litre version of the 300TDi, with a corresponding increase in power and torque. All power is combined with an All-Terrain Traction Control which gives active terrain response; Ferrari uses a similar system in race traction.
Since its purchase by Ford, Land Rover has been closely associated with Jaguar. In many countries they share a common sales and distribution network (including shared dealerships), and some models now share components and production facilities.
On 11 June 2007, Ford Motor Company announced its plan to sell Land Rover, along with Jaguar.
On 26 March 2008, Ford announced that it had agreed to sell its Jaguar and Land Rover operations to Tata Motors, and that the sale was expected to be completed by the end of the second quarter of 2008. On 2 June 2008, the sale to Tata Motors was completed by both parties. Included in the deal were the rights to three other British brands: Jaguar's own Daimler, as well as two dormant brands Lanchester and Rover. BMW and Ford had previously retained ownership of the Rover brand to protect the integrity of the Land Rover brand, with which 'Rover' might be confused in the US 4x4 market; the Rover brand was originally used under license by MG Rover until it collapsed in 2005, at which point it was re-acquired by the then Ford Motor Company owned Land Rover Limited.
Land Rovers were manufactured primarily at the Solihull plant, near Birmingham, but production of the "Freelander" was moved to the Jaguar car factory at Halewood near Liverpool, a former Ford car plant. Defender models are assembled under licence in several locations worldwide, including Spain (Santana Motors), Iran (Pazhan Morattab), Brazil (Karmann)and Turkey (Otokar). The former BL/Rover Group technical centre at Gaydon in Warwickshire is home to the corporate headquarters.
The use of Land Rovers by the British and Commonwealth military, as well as on long term civilian projects and expeditions, is mainly due to the marque's off-road performance. For example, the short wheelbase version of the Land Rover Defender is capable of tackling a gradient of 45 degrees, an approach angle of up to 50 degrees, a departure angle of 53 degrees and a ramp break-over of up to 25 degrees. A distinctive feature of all Land Rover products has been their exceptional axle articulation (the degree to which the wheels have vertical travel, with high amounts allowing them to maintain contact (and traction) with the ground over uneven surfaces), which is currently 7 inch (178 mm) at the front axle and 8.25 inch (210 mm) at the rear on basic Defender models. Despite the development of more car-like, road-orientated vehicles over years, Land Rover continues to market all its vehicles as fully off-road capable- even the Range Rover, which in its current guise competes with luxury saloons is equipped with a two-speed transfer box and long-travel suspension, as well as an array of electronic aids such as Land Rover's 'Terrain Response' system and traction control. The drivetrain and structure is capable of sustained heavy off-roading in all conditions as well as a towing loads of up to 4 tons.
Right from the start in 1948, PTOs (Power take-off) were integral to the Land Rover concept, enabling farm machinery and many other items to be run with the vehicle stationary.
PTOs remained regular options on Series I, II and III Land Rovers up to the demise of the Series Land Rover in 1985. It is still possible to order an agricultural PTO on a Defender as a special order.
One of the other capabilities of the utility Land Rover (the Series/Defender models) is that they are available in a huge variety of body styles, ranging from a simple canvas-topped pick-up truck to a 12-seat fully trimmed Station Wagon. Both Land Rover and out-of-house contractors have offered a huge range of conversions and adaptations to the basic vehicle, such as fire engines, excavators, 'cherry picker' hydraulic platforms, ambulances, snowploughs, and 6-wheel drive versions, as well as one-off special builds including amphibious Land Rovers and vehicles fitted with tracks instead of wheels.
Thanks for visiting Classimotorsforsale.com! Just like you, we’re passionate about classic and vintage cars of all makes and eras. What began in 2009 as an online platform to help classic car enthusiasts buy and sell their dream cars has grown beyond our wildest expectations, and for that, we have you, our loyal customers and fellow enthusiasts, to thank.
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With over 10,000 cars listed, and a network of over 300 dealers, auction houses, and advertisers Classicmotorsforsale.com is the home of the collector car enthusiast.
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Owning a classic car is a lot of fun, and we don’t see why shopping for one shouldn’t be fun, too. That’s why we make it easy for you to find what you’re looking for with quick and easy searches, big colour photos that show all of the details and complete descriptions of every vehicle in our ever-expanding inventory.
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The International Trophy Sale takes place on Friday 17th May at 'The Wing' Silverstone Circuit.
Viewing of the lots will be available 09.30 - 17.00 on the 16th May and from 09.30 - 12.00 on Friday the 17th May.
Bidding at the auction can be done either in person by attending the sale, by telephone, by leaving a commission bid or live, online via the i-Bidder.com system.
Full details of registration requirements and a buying guide can be found on the Silverstone Auctions website
After investing more than thirty years in the leading company in Italy in the sector of collectors’ vehicles I have decided to change to a new and independent course of activity.
I will naturally continue to dedicate my time to automobile collecting, a sector where I have developed wide experience and knowledge through a whole life of passion. Since the 1970’s and through into the growth of collecting I have managed all aspects of the world of classic vehicles: commerce, restoration and service workshop, spare parts, import and export.
As promoter of the first collectors’ vehicle auctions in Italy I adopted this primarily Anglo-Saxon merchandising tool in the role of organiser, selector and auctioneer. Simultaneously I created the idea of the first gallery of Italian motoring art. In the innovative sector of classic vehicle hire I organised motoring rallies and events, offering an original way for companies to motivate and instil trust in employees and clients alike.
With experience in the commercialisation of thousands of vehicles and management of the restoration of hundreds, I have a complete professional understanding of the world of classic automobiles.
In my new role as Consultant I am available for clients who require a stable contact to be able to operate in a risk and trouble-free manner within the often complex world of classic vehicle collecting.
Do not hesitate to contact me for information, advice, estimates or even simply just to chat between like-minded people. On the new web site every one of you will find interesting opportunities and signing up to the newsletter you will be updated on new initiatives, rallies, events and information from the world of classic vehicles.
CONSULTANCY FOR PURCHASES, SALES AND NEGOTIATIONS MANAGEMENT
If your commitments do not allow you to dedicate time to your collection I am able to guarantee operation with the maximum transparency and with your exclusive interests in mind. I receive payment only from the client who awards me a contract. If I am successful in acquiring the vehicle you are interested in at a lower than foreseen price, the saving is all yours.
CONSULTANCY FOR FINANCIAL INVESTMENT IN COLLECTORS’ VEHICLES
If you would like to invest your money in a safe manner I can assist and advise you, indicating the direction which will best satisfy your requirements.
CHOOSING A COLLECTORS’ CAR IS A GREAT INVESTMENT
The capital is guaranteed through a real reference market
Management costs are contained and under control
Sale of the vehicle does not lead to any risk of loss
The annual financial performance is better than any other form of investment
No financial investment can ever give you the concrete pleasure of possessing and driving a classic vehicle.
VALUATIONS OF INDIVIDUAL VEHICLES OR COMPLETE COLLECTIONS
If you require objective consulting and impartial information, thanks to my consistent and continued scanning of the market I am able to provide you with the updated values of your collection.
REALISTIC MARKET QUOTATIONS
Many years spent in business have taught me to recognise good purchases and especially to know the real value of historic vehicles on the basis of commercial market business and not the generalised and often contradictory quotations in the sector publications.
PRE-PURCHASE TECHNICAL INSPECTIONS IN ITALY AND ABROAD
If you have found a vehicle you would like to purchase but cannot decide if it is a good buy, I will make my technical expertise available to you. I will check for rust, any previous accidents and test drive as well as verify documentation and check chassis and engine numbers, guaranteeing a secure and safe investment.
CONSULTATION FOR THE MANAGEMENT AND OPTIMISATION OF RESTORATIONS
The restoration of classic vehicles can be a great unknown for those outside the industry. It happens often that collectors themselves are uncertain as to whether to begin a restoration or let it go.
Unfortunately it happens many times that this realisation occurs at the half-way stage but by then it is too late.
It can also happen that after spending significant amounts of money you are faced with a completely disassembled vehicle without knowing with any certainty when the job will be finished. Restorations must be developed on the basis of a well-defined project that should be planned accurately with a completion date in mind.
I can also assist you in this field to avoid committing errors and according to the following guidelines:
Evaluation of the condition and importance of the vehicle
Choosing the restoration type (total, partial, commercial)
Planning the length of the project
Financial estimations of the restoration in the various specialisation areas
Contract costs management, work times and penalties
Choice of competent and well known specialists to whom the work can be contracted
Checking and verifying all the various phases of the restoration work
Management and co-ordination of the specialist areas
Optimisation and rationalisation of time and costs
Production of all documentation, including photographing work progress.
INSURANCE AND TECHNICAL INSPECTIONS
TRANSPORT MANAGEMENT IN ITALY AND ABROAD
E & R Classics is one of the biggest classic car dealers in Europa with a showroom of over 750 m2. Wij have a wide variety of oldtimer cars and classic cars.
We specialize in MG, Triumph, Austin Healey and Porsche. But we also sell cars of famous brands as Mercedes, Volvo, Cadillac and Chevrolet.
Because of our good priced cars we sell classic cars to nearly all countries in Europe. We buy and import the cars from all countries in Europe and from California and Texas in the USA.
"The Secret Collection in Het Westland - More then 450 Classic Cars in Stock "
Joop Stolze is a classic sports car dabbler to the back-bone. Thirty six years ago he imported his first red TR3A from London. By now his collection has grown into hunderds of cars with the most extraordinary specimens!
Everything has been imported by Joop himself, which causes prices to remain low and histories to be more reliable. So, are you looking for something special, renovated or not, have a look at our website or pay a visit to our workshop in De Lier.
We believe that the customer always comes first, whether purchasing a fine classic car or searching for that elusive nut and bolt. Our service is tailor made to your requirements and our clients are encouraged to give careful thought to their decisions. Our aim is satisfied customers who are happy to return.
To provide the best possible service, we have established associates and contacts in the United Kingdom, the United States, France and Germany. This provides us with a comprehensive network for locating parts and motorcars.
We welcome enquiries regarding motorcars that are not featured on our stock list. With our experience and contacts, we can be sure to find the car that you are looking for.