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Coming event – Gymkhana

Interclub Gymkhana – Sunday February 17th

This year Citroen is organising the annual gymkana which will be held at Papakura

Start time; 1pm; you are welcome to have a picnic lunch from 11am

Place; Peter & Judy Coleman’s place,

117 Gatland Street, Papakura

Continue through  the gate at the very end of the street and follow the drive through the trees, then turn left into the paddock rather than straight ahead up to the house.

See you there.

You do not NEED to compete. Spectators also earn points for their club to go to the Tricolore Trophy.


A brief history of Peugeot; part 1

A BRIEF HISTORY OF PEUGEOT; part 1

BACKGROUND

The history of Peugeot is indistinguishable from a history of the Peugeot family, for this remarkable concern is still very much a family affair.

Records show the Peugeot name in the village of Vandoncourt near the Swiss border in the 15th century. the family later became involved in weaving, linen dyeing and running mills. In 1810, Jean-Pierre Peugeot (1734-18140 Mayor of Herimoncourt, and his two eldest sons, Jean-Frederic (1770-1822) and Jean-Pierre 11 (1768-1852) converted one of their mills at Sous-cratet into a steelworks. they coon became renowned for the quality of their mass produced saws and other ironmongery.

Peugeot adopted a Lion Rampant as their badge. This is often erroneously called the Lion of Belfort after a statue erected there in 1872, but in fact they chose the lion to symbolise the three qualities of their saws

  • speed
  • suppleness
  • strong teeth.

A split in the family saw a proliferation of Peugeot manufacturing bases. Jules and Emile, the sons of Jean-Pierre 11, took over the works at Terre-Blanche and Valentigny under the name of Peugeot Freres. This proved to be the more go-ahead of the two family businesses and in 1855 found an entirely new market for the company’s skill in manufacturing thin steel rods.

the Empress Eugenie had brought the crinoline back into fashion, but the necessary whalebone stays were expensive and often in short supply. In 1857 the brother bought an old mill at Beaulieu and equipped it with the machinery to mass produce steel crinoline stays and hoops. By the time they died in1865 they employed over 500 workmen in their three factories, producing all kinds of metalwork from peppermills to umbrella ribs. this led in turn to the supply of spokes for wheels for the high wheeler bicycles.

After their deaths, the company name was changed to “Les Fils de Peugeot Freres”. in 1885, Emile’s son Armand Peugeot (1849-1915) who had spent much of his youth in England and studied production techniques in the factories of Leeds, began the full scale production of the new safety bicycles. Peugeot is still justly famous in the bicycle world, not just for manufacturing but for the successes of the Peugeot Cycling Team between 1901 and 1986.

THE FIRST CARS

In 1889, Armand Peugeot, in conjunction with Leon Serpollet, built four examples of a horseless carriage, using proven components to avoid timewasting experiments. It was a tricycle design with spoked wheels and a steam engine, but proved prone to breakdowns as discovered on an incident filled trip from Paris to Lyon. the trip took ten days and so many repairs were necessary that the now reinforced bicycle weighed 200kg more when it finished!

The steamer was displayed among his other products at the 1889 Paris Universal Exposition where it attracted the attention of Emile Levassor who had just obtained the rights to the Daimler engine patents. he hastened to Valentigny to convince Armand Peugeot of the superiority of the internal combustion engine. At that time, Panhard et Levassor had no interest in building complete cars; they were happy to supply engines to industry and would-be motor vehicle designers.

After much argument about the position of the engine, the first Peugeots were rear engine. the 1890 petrol powered Peugeots reflected their manufacturer’s long experience of cycle manufacture. They had spidery wire wheels and a tubular chassis through which the cooling water was circulated. It was in many ways a more advanced design than its contemporaries. A transverse front spring and long rear quarter eliptics gave the car three-point suspension; quadrants bolted to the front of the frame kept the forward axle in alignment; it had a four-speed sliding-gear transmission and a cone clutch while the steering was pure cycle, with handlebars controlling the front axle via a chain and sprocket mechanism which actuated twin tie rods.

However, the position of the motor at the rear where most of the passenger weight came, put an unnecessary load upon the rear wheels and too little on the front wheels for good steering.

in September 1891 one of the earliest examples was sent on a remarkable endurance run. The engineers Doriot and Rigoulot drove the Peugeot 2DV Quadricycle a gasoline in pursuit of the competitors in the Paris-Brest-Paris cycle race, covering the 2047km round trip from Valentigny to Brest and back in 139 hours “without a moment’s trouble”.

In 1892 they sold 29 cars, bringing total sales to 37, and demand grew steadily. Export orders arrived fast. the Hon C S Rolls was an early British customer of Peugeot, as was the Bey of Tunis.

In addition, the name of Peugeot began to make its mark in the competition field. they entered three differently styled vehicles which finished 2nd, 3rd and 5th in the 1894 Paris-Rouen Trial, and were eventually given 1st place after the winning De Dion Steamer was disqualified.

In 1895 they sold 75 cars. the engine was still rear-mounted but had changed to a vertical twin engine with hot tube ignition. A team of three, driven by contremaitres choisis was entered for the Paris-Bordeaux-Paris race. This was the first World Motor Race, open to all comers. They won again on a technicality after Levassor was disqualified. this event is more significant for the first use of Michelin pneumatic tyres on the Peugeot L’Eclair, so-called from is zig-zag puncture-prone motion.

in 1895, Sir David Salomons organised the first Motor Sow – at Tunbridge Wells, and a Peugeot Type 6 was among the six vehicles on display. These 7-0mph voiturettes were designed and driven by Jules Goux, Georges Boillet and Paolo Zuccarelli and the Swiss engineer Ernest Henry. In 1912 they produced a team of three 7,598cc cars with twin overhead camshafts and four inclined valves per cylinder, that won the French Grand Prix from their 12 litre rivals. The same team produced Peugeots that finished 1st and 2nd in the 1913 French Grand Prix and were the only challengers to the victorious Mercedes team in the classic 1914 race.

The smaller 1913 racing cars pioneered the use of ball-bearing crankshafts and dry-sump lubrication. This was soon copied, as was the use of a train of gears to drive the camshafts, which were themselves carried on ball-bearings. the Peugeot design was blatantly cribbed in 914 by Straker-Suire, Humber and Sunbeam in the Isle of Man TT races. Their 1914 Grand Prix car chad four wheel brakes.

Peugeot Grand Prix cars also won the Indianapolis 500 in 1913, were 2nd in 1914 and 1915 and won again in1916 and 1919. Peugeot however dropped out of Grand prix racing in 1921 but remained very active in other racing fields.

In 1905, the Automobile Club de Suisse had organised a tough 102km touring car trial around Zurich. The award for the best all round car in terms of reliability, fuel consumption, speed on hills and average speed, went to an 18hp Peugeot.

Andre Boillot won the 1919 Targa Florio road race in Sicily in a 2.5 litre Peugeot which had covered over 200,00km as his brother’s staff car before it came to start in a race. He also finished 3rd in the 1925 Targa, 1st in the 91922 and 1925 Coppa Florios, won the 1923 and 1925 Touring Car Grand Prix and the 24 Heures de Spa in 1926, driving sleeve-valve Peugeots in all these events.

Peugeot was an early striver after fuel economy. the Quadrillette advertisements of the 1920s strike a familiar note “…In the face of the inflated price of petrol, oil and tyres, which forces many people to do without the car which is necessary for their occupations, the Societe Peugeot, anxious to meet public needs, has designed a model which carries the minimum maintenance costs.”

In 1920, La Quadrillette won its class in the Concours de Bidon de 5 litres with a distance of 117km 900m on five litres, and won the One Litre Petrol Can Contest at Geneva, covering 27km 405m on one litre of fuel.

Peugeot continued to expand during the 1920s. Factories were acquired from the moribund Bellanger and de Dion Bouton companies in 1927 and new models began to appear. The 1929 Paris Motor Show saw the launch of the 201, probably the cheapest four-passenger car on the French market, with a 1122cc engine and reversed quarter-elliptic rear springs. this proved to be the start of an ongoing tradition of numbering models -0-. In fact, Peugeot took Porsche successfully to court in the early 1960s over their exclusive right to such a numbering system.

Before the war, their small cars came from Beaulieu, medium size cars from Audincourt and big cars from Lille, plus trucks form the new plant at Sochaux. Production had risen to 49,000 cars a year by 1939 and their reputation was already “conservative but very reliable”.

The war years saw a number of electric cabriolets constructed under the VLV model name, but when peace came, Sochaux was quickly back in production with the 202, and then in 1947, the 203 appeared.

It had coil suspension all round, (independent at the front) and a wet-liner 1.3 litre engine. It was the first model to have rack-and-pinion steering and hydraulic brakes. It had many successes in the tougher rallies, set new sales records and survived in production until 1960.

PEUGEOT GROWS

Bombing, looting by the occupying forces and fighting during the Liberation, practically destroyed the Peugeot factories during WW2 and not until 1949 did they regain the productivity of the pre-war years. Today they have four factories in France and others in Algeria, Argentine, Brazil, Portugal Slovakia and Spain plus joint ventures and outsourced plants in another 14 countries which include China, Japan, Malaysia, Nigeria, Russia and Vietnam.

Like all smallish successful companies, Peugeot faced the classic dilemma – stay small and risk stagnation or expand in the hope of long-term survival. In 1950, Peugeot took over Chenard-Walcker and then also owned a sizeable slice of Hotchkiss. In 1964, they pooled resources with Citroen, each marque taking a half-share in the Indenor diesel engine factory. Citroen took over Panhard in 1967, so when Peugeot completed the takeover of the financially ailing Citroen company in 1974, it also acquired them and made armoured cars under the Panhard name until selling them to Auverland in 2005 who onsold them in 2012 to Renault Trucks Defense.

The decision to expand, saw them design a new small car – the 104 – and build a large £150m factory at Mulhouse to produce it in volume. Overall production rose 17% but the fuel crisis of the 1970 sand the general decline in demand for the medium-large cars which made up the bulk of their production, created grave problems. This was made worse by the high levels of French inflation which saw a leap in the number of foreign cars imported into France.

In 1978 they acquired all the European operations of the Chrysler Company. The Citroen take-over had doubled their potential production capacity, but the Chrysler take-over which included Simca in France and the ex-Rootes plants in Britain, put them up into the ranks of the big multi-nationals with a two million vehicles a year potential. Rationalising and modernising these acquisitions and integrating the Peugeot and Talbot dealerships, led to a concentration on internal affairs and some initial neglect of new product development and public relations. This led to massive losses of around £150m in 1980 and £200m in 1981. Part of this was due to the closure of two uneconomic plants in the UK and Argentina.

A determined effort to revitalise the Peugeot image was undertaken and a new upmarket range of vehicle developed. In 1966 they had commenced a joint research development and investment programme with the state owned Renault company. Swedish Volvo were a third part to the development of the 2664cc V6 all-aluminium engine announced at the 1974 Paris Salon. In the Peugeot version which appeared in the 504 coupe and convertible, the V6 had an electronic ignition system and an ingenious twin carburettor unit supplying a common plenum chamber. For the first time, power-assisted steering was fitted. This engine was also used in the 604.

Peugeot   vehicles today have benefitted from modern Computer Aided Design techniques and from many research projects, such as VERA, CERES and DEMETER. Peugeot has also co-ordinated with the AGATA research programme on hydrogen fuels.

COMMERCIAL VEHICLES

As well as their cars, Peugeot produce a range of commercial vehicles. Before WW1, solid tyred, chain driven trucks were built in small numbers but in great variety, and during the war they developed a prototype tracked vehicle for the army.

After the war, they abandoned heavy vehicles except for the type ‘1545’, a 4 ton lorry whose 4,712cm ‘KM’ motor dated from 1915. In 1923 they designed a medium weight truck – ‘1543’ – which had a swinging rear axle placed in front of the wheel axis and lateral half shafts, giving a much larger load surface than the traditional chassis design. They also developed the diesel Tartrain motor which was tested on a run from Paris-Bordeaux-Paris in1 922, and from then on was used in light utilities and voitures de tourisme.

From 1928-1963, a branch factory at Lille, La Compagnie Lilliose des Moteurs , turned out C.L.M. diesel engines with 1,2,4,6, or 8 cylinders, ranging between 5 and 500hp. These were used in industry and agriculture as well as in such models as the 201 and 403. C.L.M. changed its name to the Compagnie Generale des Moteurs and later became the Societe Indenor. After WW2, they built a D3A front wheel drive van, using a 202 engine in 1947, a 203 engine in 1950 and in 1955 the addition of the 403 engine made it the D4A. This then became the J7 using the 404 petrol engine or the Indenor diesel engine of 1816cc or 2112cc.

The J5 utility vehicle jointly developed by Peugeot/Citroen/Fiat was available in an uncalculable choice of models, as it is possible to mix and match wheelbases, gearboxes, engine sizes and types to build the vehicle to suit the customer’s needs.

Peugeot in the 2nd half of the 20th century had a tradition of comparatively long model lives which were extended with the aid of ‘facelifts’ every few years. Long life was also assisted by the use of high quality steel, careful rustproofing, strict quality control standards and a long term supply of spare parts, plus an unusual degree of cost cutting component interchangeability between models.

In 1952 Campbell Motor Imports Ltd brought the 203 to NZ and later built the 403, 404 and 504 models in their Thames assembly plant until the mid 1980s.  After they lost the franchise, the range of models available was greatly restricted. We saw little but saloons and stationwagons, and even then the model range was only a fraction of what was actually available overseas.

In 1983, Peugeot launched the successful Peugeot 205 supermini, which is largely credited for turning the company’s fortunes around. The 205 was regularly the bestselling car in France, and was also very popular in other parts of Europe, including Britain, where sales regularly topped 50,000 a year by the late 1980s. It won plaudits for its styling, ride and handling. It remained on sale in many markets until 1998, overlapping with the introduction of the 106 in 1991, and ceasing production at the launch of the 206, which also proved hugely popular across Europe


President’s Ramble – December

I unfortunately at the moment seem to be spending more time away from home than at home – or at least that is how it seems – I haven’t checked my diary to see what the truth is.  Either way what it did mean is that I missed the last club night of the year as I believe most of you lot did too. Those that went had an enjoyable time – but could have done with some reinforcements – or so a little birdie has told me.

One of the reasons for my being away was the recent trip to Taranaki for the 202, 203 and 504 Anniversary weekend.  Sven had us travel the road less travelled a number of times. Unfortunately for me, I wasn’t in one of the aforementioned models but my 505 V6, which I think sits lower than the other 505s I have owned. This meant I acted as a grader on one of the roads, most likely for the benefit of Greg in his 405, the only car newer than mine.

 On behalf of the committee, my family and myself I wish you all a very merry Christmas and a fantastic new year.  I hope to see many of you at upcoming events, especially the Gymkhana and the interclub with Wellington.

 Brent

40th anniversary in 2019

2019 will be the 40th anniversary of the foundation of the Auckland club.  We hope to contact some of our former members and have a lunch together later in the year.

Please remember that I am collecting your “My 1st encounter with Peugeot” stories and would like to publish a collection of them as an anniversary memento.  You can email them to me or post them to the club’s P.O. Box 34268, Birkenhead 0746.

Thanking you in anticipation (as my mother used to say)

Jeanette

Editor

President’s Report – November 2018

Since my last month’s Ramble it has become apparent that there appears to be no-one wanting to go to the Intermarque at Ellerslie next February.  An email went out asking that anyone wanting to do it to get hold of me, and so far nobody  has.  So just in case you wish to attend/display at Ellerslie, this is your last chance to get hold of myself or another committee member so we can enter you. Our details are at the front of the magazine.

It has been noted that there was a poor attendance at the recent Navigation Trial, only committee members turned up,and an even poorer attendance from members of Citroen.  If the reason we aren’t seeing you is because we aren’t putting on the type of event you wish to attend, then please get hold of a member of the committee and let them know. If however it is simply because you were busy, had other commitments or simply are happy just getting the monthly magazine then all is good.

In the meantime, thank you to the Hadfields who organised and hosted the event, and also to the Lowes who marshalled.  Let’s just not discuss who was or wasn’t observed using their indicator on the route.

Coming up before Christmas we have the club night at The Horse and Trap, on the 4th December. Please do try and attend; it would be good to see you there.

And please approach Don about the upcoming BritEuro. show in March – in that case it is more the merrier. He would love you to bring your car and join him for a nice day out.For some reason I feel that this rather short ramble will be it for this month,  

See you real soon,   Brent

404 For Sale

She  is my second 404 and it hurts to let her go.

Her odo reads 75612 but goodness knows how many times around the clock. I have her parked under shelter at my dad’s place in Rotorua who is happy to show to any prospective buyers and has a better grip on her mechanical history than I do. She’s a very much loved family member.

Here’s a list of what she failed on

the warrant….

  • Stoplamps not working
  • Lh headlamp focus/aim
  • Needs new wiper blades
  • RhF shock not operating/ leaked
  • LhF w/bearing excess play, rough
  • Corrosion – RhF flood frame

I am looking for offers. She is looking a little rough and needs some TLC but runs really well. I’m realistic that she’s not worth heaps but hopefully a great find to an enthusiast.

My phone number is 0212955298.and I have sent  photos to Jeanette

Lizzie Shelbourne

 

504 Wanted

Hi there ,

I was wondering if you guys could please help me out. I have been looking for a Peugeot 504 sedan for the longest time and I was wondering if you guys have any contacts to people selling their 504 Peugeot. It’s been a dream of mine to own one for many years.

Kierohn Sims

 Kierohn@gmail.com

You can also contact me on 02102763488

 

President’s Ramble; October 2018

Often the writing of this is exactly what the title suggests – it is a Ramble – an easy one at that. Imagine something along the lines of a Ramble through your botanical garden on a warm, sunny but not oppressively hot spring day, the flowers are out and the birds are a singing.  This one has not been one of those, I think this is attempt number 4, maybe 5 and will be the last one as the editor has deadlines that in all fairness I probably have already not met.  Previous attempts have been a slog through the mire – I hope for both me and you this one isn’t another.

A few of us have just attended the Pride of Ownership in Cornwall Park,. For a while then it looked like Jeanette, John and me with two cars between us were going to be the only attendees.  In our own efficient ways Jeanette and I had marked 2/3 of the criteria for both of our cars before anyone else turned up.  Eventually they came.  This was the first event I had attended with our 308 Sport, a vehicle we have owned since January.  A nice afternoon was had by all and it was particularly good to see Graham driving his 504 all the way from the BOP to join us, I was delighted he diverted through Pukekohe and picked up David as well.

That however is in the past, I would like to acknowledge the resignation of Selwyn Johns (and by default Raewyn as well), who has been a past committee member, ran the club shop and for me personally was someone I used as a “yard stick” on gymkhanas. I always felt that if I had beaten Selwyn I had done well; if I hadn’t but been close I had still done well, The other scenario is not worth mentioning!  Raewyn if I remember correctly is the immediate immediate past president (i.e. in the role before both Greg and me) and was also on the committee for many years and with Selwyn ran the Club Shop as well as running her own shop in Mangere Bridge – from which she often let the committee be aware of any NZ Post special with pre-paid envelopes, thus saving the club much in postage. Their contributions to the club over the years have been noted and their presence will be missed. Another I have been aware of resigning is Thomas Phillip, a member who was new to the club but made an impressive and immediate impact with his blue 404, the result of which was evident at the prize giving, Hopefully Thomas will have a change in circumstances and we will see him rejoin in the future.

Next month we would like as many hands on deck as possible to compete in our annual navigation trial. This will not be held on the usual third Sunday of the month but on the 1st Sunday this year – that being the 4th of November.  Don Hadfield has set up a course that will hopefully be challenging, scenic and enjoyable.  Please do come along and support both the club and Don for the effort he has put in. Note this even gains us points towards the Tri-colore Trophy.

Also coming up in Taranaki in November (16th to 18th) is the Anniversary Weekend of the 202, 203 and 504; each model celebrating a significant milestone since their introduction. I have managed to arrange a group discount for us at the motel, details as below, where a few of us will be staying. Why not come and join us there? I will be attending, although unfortunately I don’t have any of the milestone models, but will enjoy seeing some of them there as well as probably a few other strays such as my 505.

Rates being offered are $120 per night for a studio for two nights –One bedroom unit $125 plus $20 per person additional if more than two are going to stay in the same unit.

The motel has both a heated outdoor and indoor pool so bring your togs, I imagine a late night dip might be quite relaxing, or a dip and muscle relaxation if we get in early enough to have a swim before dinner at night.

Please call and make your own bookings – but inform that you are part of the Peugeot Car Club booking to get the discounted rate. The phone number is 06 7588149 and they are on the interweb too should you want to look them up first – http://www.flamingomotel.co.nz/

Also get hold of either Don or Sven, or better still both of them who are organising the event;sven@slager.co.nz  and enzo406@outlook.co.nz

Other events to look forward to include an end of year get together at the Horse and Trap in Eden Terrace – this will coincide with the Pub’s quiz night to which we intend to enter a team or teams if we have the numbers.  John Cooney has informed the committee that it is very well run and you can get a good meal too.  Something I just may have had there in the past.

Next year we will have the following to look forward to:-

Intermarque Concours d’elegance –  Ellerslie Racecourse  – February 10th.

The Auckland Brit and Euro Classic Car Show – Lloyd Elsemore Park – March 3rd  2019.

The Gymkhana with Citroen – Date still to be confirmed – February or March 2019.

An Interclub meeting with Wellington – probably later in March – dates yet to be confirmed.

Well I am going to stop Rambling on here, this edition worked a lot better for me than the original slog attempts at it; hope it has worked for you too!

Brent

504 WANTED

Hi there ,

I was wondering if you guys could please help me out. I have been looking for a Peugeot 504 sedan for the longest time and I was wondering if you guys have any contacts to people selling their 504 Peugeot. It’s been a dream of mine to own one for many years.

Kierohn Sims

Kierohn@gmail.com

You can also contact me on 02102763488

WANTED

WANTED

I am looking for a rear torsion bar for a 2000 Peugeot 306 2.0 petrol;

rego is ZG6001

Lawrence Woodhouse, ph 03 548 2619 or nelbrakes AT xtra.co DOT nz