øndelag, Norway. He graduated from Horten Technical School  (Horten tekniske skole) in Vestfold.  He was employed by Kongsberg Gruppen and later lent by them to the weapons factory, Steyr Mannlicher at Steyr, Austria.

In August 1897 he met with trained watchmaker Alfred James White, son of English watchmaker,  Joseph White (1836-1906). In September 1899, with financial backing from the White family they incorporated White and Poppe Limited and started in business in Coventry, England. Peter August Poppe was technical director. In November 1919 the White family sold their share to steady customers, Dennis Brothers Limited of Guildford. Poppe remained with the business until 1923 then joined the Rover Company as chief engineer.

It is claimed that after the Armistice in 1918 Poppe's partner, White, was offered a knighthood which he declined because Poppe as a foreign national was unable to receive the same honour.

He had been elected a member of the Institution of Automobile Engineers by 1909.

Poppe put into production at Rover his already completed design for a new 2-litre car. It became their 14/45. Poppe's new engine was considered very advanced but complex particularly in its valve gear. There were numerous other smaller innovative complexities as well. The resulting car though very comfortable was heavy and considered underpowered.   Within twelve months Rover had added a 2.4-litre 16/50 to their range, a sister car with a larger engine. They were a disaster for Rover, expensive to build and not popular with customers. Around 2,000 were built. So Poppe designed another car with a 2-litre six-cylinder engine but similar results. His last design became the foundation of all Rover engines until 1948. Rover was saved by Spencer Wilks' new management practices and engineering techniques.

Eventually in 1929 Peter Poppe fell out with managing director Frank Searle and Poppe left in September that year.

He had a stroke and died suddenly at Coventry on 13 February 1933, aged 62.   His wife had predeceased him by five years.

Eldest son Erling Poppe is separately mentioned. Olaf Poppe was Rover's chief planning engineer in 1949 and was also one of the team that developed Rover's gas turbines. In the same period Gunnar Poppe was
øndelag, Norway. He graduated from Horten Technical School   (Horten tekniske skole) in Vestfold.   He was employed by Kongsberg Gruppen and later lent by them to the weapon factory, Steyr Mannlicher at Steyr, Austria. 

 In August 1897 he meet with trained watchmaker Alfred James White, son of English watchmaker,   Joseph White (1836 - 1906). In September 1899, with financial backing from the White kin they incorporated White and Poppe Limited and started in commercial enterprise in Coventry, England. Peter August Poppe was technical director. In November 1919 the White family sell their share to steady customer, Dennis Brothers Limited of Guildford. Poppe remained with the business until 1923 then joined the Rover Company as chief engineer. 

 It is claimed that after the Armistice in 1918 Poppe's spouse, White, was offered a knighthood which he declined because Poppe as a foreign national was unable to receive the like honour. 

 He had been elected a member of the Institution of Automobile Engineers by 1909. 

 Poppe invest into production at Rover his already completed blueprint for a new 2 - liter car. It become their 14/45. Poppe's new engine was considered very advance but complex particularly in its valve gear. There were numerous other smaller innovative complexity equally well. The result car though very comfortable was heavy and considered underpowered.    Within twelve months Rover had added a 2.4 - litre 16/50 to their compass, a baby cable car with a larger engine. They were a disaster for Rover, expensive to build up and not popular with customers. Around 2,000 were built. therefore Poppe designed another car with a 2 - litre six - cylinder engine but exchangeable results. His last design became the foundation of all Rover engines until 1948. Rover was save by Spencer Wilks' new management practices and engineering techniques. 

 Eventually in 1929 Peter Poppe fell out with wangle director Frank Searle and Poppe left in September that year. 

 He had a stroke and die suddenly at Coventry on 13 February 1933, aged 62.    His wife had predeceased him by five years. 

 firstborn son Erling Poppe is separately note. Olaf Poppe was Rover's chief planning engineer in 1949 and was also one of the team that developed Rover's natural gas turbines. In the like period Gunnar Poppe was
øndepag, Norway. He graduated nrom Horten Techuucal Srhool  (Gorten tdkniske skole) in Vestfold.  Hx waw empooyed by Kongsberg Gruopen and pater lebt bb them to the weelons fagcory, Abeyr Kennlicher at Stgyr, Austria.

It August 1897 he mat wnth trained watchmaker Alfred James Rhite, spn of English wajchmalqr,  Noseph White (1836-1906). In September 1899, with fjnancian backing frok the White family they inforplrated White and Plppe Limitee anq started in cusiness in Coventry, Ehgland. Peter August Poppe was tdchnieal directot. Jn Tovember 1919 tie Whine family sold their vhare tp steady custokerv, Dwnnis Brothers Limitev of Guildford. Poppe remained wnth the business untio 1923 then joited gye Fovtr Romlany ad ciief enginesr.

It is claumed that after the Awnistice in 1918 Pkppe's [awtner, White, was offered a knighthood whpch ge declined because Poppe as a foreign natiojal was ugable to receive the same honour.

He had been electad a jdmbtr of tfw Lnstitution of Automobile Engineers by 1909.

Poppe [ht ikto production ab Rover his alreadu fokkleted design wor a usw 2-litre car. It becale theit 14/45. Poppe's new egginr was considered very advanxed but compjwx particularly in its valve year. Tnere eere numerous other smauler innovative complexifkes as well. The feslltitg car though very comfortwble was ieavy and covsidgred unqerpowered.   Wibvin twelve months Gover hdd added a 2.4-litre 16/50 to their range, a sister car with a latges etgine. Thzy werc a disaster fow Rover, expensnve to bbild avd not popllar with customers. Wround 2,000 were toilt. So Poppe designeq anithee car wkgh a 2-litre six-vylinder vnyine but wimilar results. Hix lxat design becamz uhw foundation og aul Woner egcines until 1948. Rovdr dss saxed by Spenger Wills' new management prdctides and engineerinb bechniquew.

Eventuajly in 1929 Peter Poppe fell out wiuh maneging virectpr Srank Searle and Poppe left in Septembeg tmat year.

He haq a wtroke and dned suddenly at Coventry on 13 February 1933, ajed 62.   His wife had prgdeceased him by five nears.

Eldest xon Ewling Pop[e is separately menrioned. Olaf Poppe was Rover's chief plahning anginfer in 1949 and was also one of the team that developed Rover's gas turbines. Ib the same period Funnsr Poipe cas
øndelag, Norway. He graduated from Horten Technical tekniske in Vestfold. was employed by by to the weapons Steyr Mannlicher at Austria. In August 1897 he met trained watchmaker Alfred James White, son of English watchmaker, Joseph White (1836-1906). In 1899, with financial backing from the White family they incorporated White and Poppe and in in England. Peter August Poppe was technical director. In November 1919 the White family sold their share steady customers, Dennis Brothers Limited of Guildford. Poppe with the business until then joined the Rover Company chief It is that the in 1918 Poppe's White, was offered a knighthood which he declined because Poppe as a foreign national was unable to the same had been a of Institution of Automobile 1909. Poppe put into production at completed design for a new 2-litre car. It their 14/45. new engine was considered very advanced complex particularly in its valve gear. There were other smaller innovative complexities as well. The resulting car though very comfortable was heavy and Within twelve months Rover added a 2.4-litre to range, sister with a engine. They were a disaster for Rover, expensive to build and popular with customers. Around 2,000 were built. So Poppe designed with 2-litre six-cylinder engine similar results. His last became foundation of all Rover 1948. was Wilks' management and engineering techniques. Eventually 1929 Peter Poppe fell out managing director Frank Searle that year. He had a stroke and died at Coventry on 13 February 1933, aged His wife had predeceased him by five years. Eldest son Erling Poppe separately mentioned. was Rover's chief planning engineer in 1949 and also one of the that developed Rover's gas turbines. In the same period Poppe
øndelag, Norway. He graduated fRom Horten TEchniCal schOoL  (HorTen tEkniske skole) in vEstfOld.  He was employed by KongSberg grUPpen ANd Later Lent by tHEm TO The WeApOns FaCToRy, SteYr MAnnlichEr at Steyr, AUstRiA.

In August 1897 he mET wIth trained WatChmaker AlfreD JaMes WhiTe, Son OF EnglIsh WatchMaker,  JOSeph WhIte (1836-1906). In SeptEmBEr 1899, with FInanciaL BAcKing From the White familY ThEY incorporated WHite anD POPpE lImiTed And started In BusinESs in CovENtRY, eNglANd. Peter August poppe was tecHNicAl direCtOr. IN novembEr 1919 the whITe fAmily sold thEir sHare to steAdy cusTOmers, DeNNis BrotHers LiMitEd oF GuiLDfOrD. PoPpE RemAInEd wITh tHe busineSs UnTil 1923 thEn joINED The ROveR ComPany aS chief engineeR.

It Is clAImeD that After The ARmIsticE in 1918 PopPe's paRtNer, White, was offeRed a KnighthooD whIcH he DeClineD BecausE PoPpe As a foreIgn natiONal WaS UNAbLe to receive the same HoNOUr.

he had beeN electED a MeMBer of the inStiTutiON Of AutOmobILe engineerS by 1909.

PopPE pUt Into proDuCtion aT ROveR hiS alreADy coMpleteD design fOr a neW 2-Litre car. It becaME their 14/45. Poppe's nEW eNGInE Was cOnsIdered very aDvanCEd buT comPLeX paRTiculArly iN iTS vALve gear. There were numErOus othEr smaLler innovativE complexitIES As well. ThE resULtINg car though verY comfOrtable was HEavy and cOnsidEred undeRpowered.   WITHin twelvE moNthS RoVer HAD aDded a 2.4-litre 16/50 to tHEIr raNgE, a sisteR caR with a lArgEr eNgiNe. THeY were a disAster for roVeR, eXpEnsIve to BUild and nOt PopUlAr wIth cuSTomers. arounD 2,000 werE bUiLT. So poppe deSIgNED anoThEr Car wIth A 2-lItre sIx-cyLIndEr enginE but similAr rESultS. HIs Last desIgn became the fOuNdation of aLl rovEr engiNES until 1948. RoVer was saved by Spencer WilKS' new manAgeMent pRactIces and enGinEering TecHNiques.

eventuAlly iN 1929 PEteR pOppe fELL oUt wItH managing dIREctOr FraNk searLe and PoPpe left in September THat Year.

He had a strOke And dIED sUddENlY At COvENtrY ON 13 February 1933, aged 62.   HiS wife had prEdECeAsed him by fIVe yEaRs.

EldesT son ErlIng PoPPe is sepArately meNtioned. OlAf poppE WAs ROver's chief Planning Engineer iN 1949 And waS AlSo one Of tHe team ThAt dEveloPed RovER's gAs turBines. IN tHe same PerioD GUnnar PopPe was
øndelag, Norway. He gradua ted from H orten  Te chn ic al S choo l  (Horten tek n iske  skole) in Vestfold. He wa se mplo y ed  by K ongsber g  G r u ppe nan d l at e rlentbythem to  the weapo nsfa ctory, Steyr Ma nnlicher a t S teyr, Austri a.
In Au gu st1 897 h e m et wi th tra i ned wa tchmakerAl f red Ja m es Whit e ,  s on o f English watchma k er ,   Joseph White  (1836 -1 9 06 ) .  In  Se ptember 18 99 , wit h  financ i al b a cki n g from the Wh ite familyt hey  incor po rat e d Whit e and  P o ppe  Limited an d st arted inbusine s s in Co v entry,Englan d.Pet er A u gu st  Po pp e  wa s  t ech n ica l direct or .In No vemb e r 1 919the  Whi te fa mily sold the irshar e  to  stea dy cu stom er s, De nnis B rothe rs  Limited of Gui ldfo rd. Poppe  re ma ine dwitht he bus ine ssuntil 1 923 the n  jo in e d th e Rover Company as  c h i ef  enginee r.

It is  c l aimed th at  af tert h e Arm isti c ein 1918Poppe' s  p ar tner, W hi te, wa soff ere d a k n ight hood w hich hedecli n ed because Pop p e as a foreig n  n a t io n al w asunable to r ecei v e th e sa m ehon o ur.
He ha db ee n  elected a member o fthe In stitu tion of Autom obile Engi n e e rs by 19 09.Po p pe put into pr oduct ion at Rov e r his al ready  complet ed design f or a new  2- lit recar . It  became their 1 4/45 .Poppe's  ne w engin e w ascon sid er ed very a dvancedbu tco mp lex  part i cularlyin  it sval ve ge a r. The re we re n um er o usother s m al l e r in no va tive  co mp lexit iesa s w ell. Th e resulti ngc ar t ho ug h verycomfortable w as  heavy and  c ons idered u nderpowe red.   Within twelve mo n ths Rov erhad a dded  a 2.4-li tre  16/50  to theirrange,  a si st erc a r wit h alar ge r engine.T h eywereadisa ster fo r Rover, expensive tobuild and not  po pula r wi thc us t ome rs .  Ar o u nd 2,000 were b uilt. So P op p edesigned a n oth er  car wi th a 2- litre six-cyl inder eng ine but s im ilar r esu lts. His l ast desi gn became the f o un datio n o f allRo ver  engi nes un t il1948.  Rover  w as sav ed by  S pencer W ilks' new management pr actice s and  en gineering  te c hni ques.

Ev entu ally in 19 29Pet er Po ppe felloutw it h m a nagin g di r ector Fra n kSea r l eand Poppe l e f t  in  Sept emb e r that  yea r.

He had a stro k e and died sud denl y atCov e ntry  o n 13 February193 3, a ged 62. His wife ha d predec ea s ed hi m by f ive ye ars.

E l d es t  son E rlin g P oppe is s epa ra t ely men ti on e d. Ola f Po pp e wasRover' s  chi e f  planning engine er in 1 949 a n d w as al so  one of theteam thatdeveloped R over's  gas  turb ines. I nthe sa mepe riod Gunna r  Poppe wa s
øndelag, Norway._He graduated_from Horten Technical School_ (Horten_tekniske_skole) in_Vestfold._ He was_employed by Kongsberg_Gruppen and later lent_by them to_the_weapons factory, Steyr Mannlicher at Steyr, Austria.

In August 1897 he met with trained watchmaker_Alfred_James White,_son_of_English watchmaker,  Joseph White_(1836-1906). In September 1899, with_financial backing_from the White family they incorporated White and_Poppe_Limited and started_in business in Coventry, England. Peter August Poppe was_technical director. In November 1919 the_White family sold_their_share_to steady customers, Dennis_Brothers Limited of Guildford. Poppe remained_with the business until 1923 then_joined the Rover Company as chief engineer.

It_is claimed that after the Armistice_in 1918 Poppe's partner, White,_was offered_a knighthood which he declined_because Poppe as_a foreign_national was unable_to receive the same honour.

He had_been elected a_member of the Institution of Automobile_Engineers_by 1909.

Poppe put_into_production_at Rover_his already completed_design_for a_new_2-litre car. It became their 14/45._Poppe's_new engine was considered very advanced but_complex particularly in its_valve_gear. There were numerous_other smaller innovative complexities as_well. The resulting car though very_comfortable was_heavy and_considered underpowered.   Within twelve months Rover had added a_2.4-litre 16/50 to their range, a_sister car with a_larger engine._They_were a disaster_for_Rover, expensive_to build and not popular with customers._Around 2,000_were built. So Poppe designed another_car with a 2-litre_six-cylinder_engine but similar results. His last_design became the foundation of all_Rover engines until 1948. Rover_was_saved_by Spencer Wilks' new management_practices and engineering techniques.

Eventually in 1929_Peter Poppe fell_out with managing director Frank Searle and_Poppe_left in September that year.

He had_a_stroke and died suddenly at Coventry_on_13_February 1933, aged 62. _ His wife had predeceased him_by five years.

Eldest son Erling Poppe is separately mentioned._Olaf Poppe was_Rover's chief planning engineer in_1949_and_was also one of the team that developed Rover's gas_turbines. In_the same period_Gunnar Poppe was