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The '''Rover P4''' series is a group of [[sedan (car)|saloon]] automobiles produced by the [[Rover Company]] from 1949 until 1964, designed by [[Gordon Bashford]]. The P4 designation is factory terminology for the group of cars and was not in day-to-day use by ordinary owners, who would have used the appropriate consumer designations for their models (such as 60, 75, and 90).
The '''Rover P4''' series is a group of mid-size luxury [[sedan (car)|saloon]] automobiles made by the [[Rover Company]] from 1949 until 1964. They were designed by [[Gordon Bashford]].


Their P4 designation is factory terminology for this group of cars and was not in day-to-day use by ordinary owners who would have used the appropriate consumer designations for their models such as Rover 60, Rover 75 and Rover 90.
⚫
The P4 shape assisted in the creation of Jet 1, the Rover company's foray into jet-powered vehicles, the original Jet 1 is on display in the London [[Science Museum, London|Science Museum]]. The Rover jet technology was later used by the Rolls Royce company, becoming the Rolls Royce Jet Engines seen on aircraft today.

[[File:Rover.jet1.jpg|thumb|Rover.jet1]]
Production began in 1949 with the 6-cylinder 2.1-litre Rover 75. Four years later a 2-litre 4-cylinder Rover 60 was brought to the market to fit below the 75 and a 2.6-litre 6-cylinder Rover 90 to top the three car range. Variations followed. In profile not unlike a crouching sturdy British Bulldog these cars were very much part of British culture and became known as the "Auntie" Rovers. They were piloted by topmost royalty.

The P4 series was supplemented in September 1958 by a new conservatively shaped Rover 3-litre P5 but the P4 series stayed in production until 1964 and their replacement by the [[Rover 2000]].

⚫
<!--The P4 shape assisted in the creation of Jet 1, the Rover company's foray into jet-powered vehicles, the original Jet 1 is on display in the London [[Science Museum, London|Science Museum]]. The Rover jet technology was later used by the Rolls Royce company, becoming the Rolls Royce Jet Engines seen on aircraft today.
[[File:Rover.jet1.jpg|thumb|Rover.jet1]] I believe this is all, aside from the display, (strictly) untrue-->


==Engineering==
==Engineering==
The cars used a Rover engine in 4- or 6-cylinder form which came from the 1948 [[Rover P3|P3]] and had [[overhead valve]]s for [[intake manifold|inlet]] and [[side-valve|side valves]] for [[exhaust manifold|exhaust]]. A four-speed [[manual transmission]] was used with a column-mounted shifter at first and floor-mounted unit from 1954. At first the gearbox only had [[synchromesh]] on third and top but it was added to second gear as well in 1953. A [[freewheel]] clutch, a traditional Rover feature, was fitted to cars without overdrive until mid-1959,<ref name=Autocar196708>{{cite journal| authorlink = Maurice A Smith (Ed)| title =Used cars on test: 1963 Rover 110| journal = [[Autocar (magazine)|Autocar]] | volume = 127 (nbr 3732)| pages = pages 36–37 |date = 24 August 1967}}</ref> when it was removed from the specifications, shortly before the [[London Motor Show]] in October that year.
The earlier cars used a Rover engine from the 1948 [[Rover P3|Rover 75]] which had, like its contemporary [[Rolls-Royce Silver Dawn]], [[overhead valve]]s for [[intake manifold|inlet]] and [[side-valve|side valves]] for [[exhaust manifold|exhaust]]. A four-speed [[manual transmission]] was used with a column-mounted shifter at first and floor-mounted unit from 1954. At first the gearbox only had [[synchromesh]] on third and top but it was added to second gear as well in 1953. A [[freewheel]] clutch, a traditional Rover feature, was fitted to cars without overdrive until mid-1959,<ref name=Autocar196708>{{cite journal| authorlink = Maurice A Smith (Ed)| title =Used cars on test: 1963 Rover 110| journal = [[Autocar (magazine)|Autocar]] | volume = 127 (nbr 3732)| pages = pages 36–37 |date = 24 August 1967}}</ref> when it was removed from the specifications, shortly before the [[London Motor Show]] in October that year.


The cars had a separate chassis with independent suspension by coil springs at the front and a live axle with half-elliptical leaf springs at the rear. The brakes on early cars were operated by a hybrid hydro-mechanical system but became fully hydraulic in 1950. [[Girling brakes|Girling]] disc brakes replaced drums at the front from 1959.
The cars had a separate chassis with independent suspension by coil springs at the front and a live axle with half-elliptical leaf springs at the rear. The brakes on early cars were operated by a hybrid hydro-mechanical system but became fully hydraulic in 1950. [[Girling brakes|Girling]] disc brakes replaced drums at the front from October 1959.


The complete body shells were made by the Pressed Steel company and featured aluminium/magnesium alloy ([[Birmabright]]) doors, boot lid and bonnets until the final 95/110 models, which were all steel to reduce costs. The P4 series was one of the last UK cars to incorporate rear-hinged [[suicide door|"suicide" doors]].
The complete body shells were made by the Pressed Steel company and featured aluminium/magnesium alloy ([[Birmabright]]) doors, boot lid and bonnets until the final 95/110 models, which were all steel to reduce costs. The P4 series was one of the last UK cars to incorporate rear-hinged [[suicide door|"suicide" doors]].
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| caption = registered December 1950
| caption = registered December 1950
| production = 1949–54<br />33,267 produced 1949-54
| production = 1949–54<br />33,267 produced 1949-54
| successor = Rover 75 Mark II (see below)
| predecessor = [[Rover P3|Rover 75 (P3)]]
| engine = 2.1&nbsp;L Rover [[IOE engine]] [[straight-6]]
| engine = 2.1&nbsp;L Rover [[IOE engine]] [[straight-6]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
Line 41: Line 49:
| length = 171.25"<ref name="oldcarmanualproject1949"/>
| length = 171.25"<ref name="oldcarmanualproject1949"/>
}}
}}
The Rover 75 arrived in 1949. It featured controversial modern styling which contrasted with the outdated [[Rover P3]] which it replaced, and which was heavily based on the bullet-nosed [[Commons:category:1947 Studebaker automobiles|Studebaker]]s of the same era.{{citation needed|date=February 2014}} The turning circle was {{convert|37|ft|m}} .<ref name="oldcarmanualproject1949"/> One particularly unusual feature was the centrally mounted headlight in the grille. Known as the "[[Cyclops]] eye", it was removed after 1952.
The Rover 75 was first displayed 28 September 1949 at the opening day of the Earls Court Motor Show. It featured controversial modern styling which contrasted with the outdated [[Rover P3|Rover 75 (P3)]] it replaced. This styling was derived from the controversial 1947 —is it coming or is it going?— [[Commons:category:1947 Studebaker automobiles|Studebaker]]s.{{citation needed|date=February 2014}} To understand the controversy it should be noted that Rover's P3 had almost no boot at all yet that had been considered rather more than adequate. The new car's bonnet-like extension to its rear was ridiculed. Furthermore the driver sat well forward with a short bonnet and the rear wheels were set well back behind the back seat. All the new car's proportions were different from the previous Rover and all the other new English cars.


One unusual feature was the centrally mounted light in the grille where most other manufacturers of good quality cars provided a pair, one fog and one driving light often separately mounted behind the bumper. Known as the "[[Cyclops]] eye" it was not continued in the new grille announced 23 October 1952.
⚫
Power came from a 2.1&nbsp;L (2103&nbsp;cc/128&nbsp;in³) Rover [[IOE engine|IOE]] [[straight-6]] engine. A four-speed [[manual transmission]] was used with a column-mounted shifter at first and floor-mounted unit from 1954.


⚫
Power came from a 2.1&nbsp;L (2103&nbsp;cc/128&nbsp;in³) Rover [[IOE engine|IOE]] [[straight-6]] engine. A four-speed [[manual transmission]] was used with a column-mounted shifter which was replaced by a floor-mounted mechanism for the Mark II car in October 1954.
⚫
A car tested by ''[[The Motor (magazine)|The Motor]]'' magazine in 1949 had a top speed of {{convert|83.5|mph|km/h|abbr=on}} and could accelerate from 0–{{convert|60|mph|km/h|abbr=on}} in 21.6 seconds. A fuel consumption of {{convert|27.8|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1106 including taxes.<ref name=Motor1949>{{cite journal |title=The Rover 75 saloon Road Test |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |year=1949}}</ref>


⚫
A car tested by ''[[The Motor (magazine)|The Motor]]'' magazine in 1949 had a top speed of {{convert|83.5|mph|km/h|abbr=on}} and could accelerate from 0–{{convert|60|mph|km/h|abbr=on}} in 21.6 seconds. A fuel consumption of {{convert|27.8|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1106 including taxes.<ref name=Motor1949>{{cite journal |title=The Rover 75 saloon Road Test |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |year=1949}}</ref> The turning circle was {{convert|37|ft|m}}.<ref name="oldcarmanualproject1949"/>
Production of this original model ended in 1954 with 33,267 sold.

Production of the Mark I Rover 75 was 33,267. It was replaced by the Mark II announced 20 October 1954


<gallery>
<gallery>
Rover 1075 MkI head.jpg|"Cyclops"
Rover 1075 MkI head.jpg|"Cyclops"
1950 Rover 75 (P4) Heritage Motor Centre, Gaydon.jpg|"Ducktail"
1950 Rover 75 (P4) Heritage Motor Centre, Gaydon.jpg|Ridiculed "Ducktail"
Rover 75 2-Door Saloon 1952.jpg|revised grille 1952
Rover 75 2-Door Saloon 1952.jpg|revised grille 1952
</gallery>
</gallery>
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| caption = registered October 1958
| caption = registered October 1958
| production = 1953–59<br />9,666 produced<ref name=AZ1945/>
| production = 1953–59<br />9,666 produced<ref name=AZ1945/>
| successor = Rover 80 (see below)
| predecessor =
| engine = 2.0&nbsp;L Rover [[IOE engine]] [[straight-4]]
| engine = 2.0&nbsp;L Rover [[IOE engine]] [[straight-4]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
A [[straight-4|four-cylinder]] engine was added to Rover's range in 1953 and the car named Rover 60. Its 2.0&nbsp;L (1997&nbsp;cc/121&nbsp;in³) {{convert|60|bhp|abbr=on}} engine was the same one Rover used in the early [[Land Rover]], with modifications including an [[SU carburettor]]. As the block was shorter than that of the 6-cylinder engine, it sat further back in the frame, and this is sometimes held to have resulted in better handling and compensated for the lack of power. It was replaced in 1959 by the 80, which used an updated version of the overhead-valve 2286&nbsp;cc (138 in³) four used in the Land Rover by that time.
The Rover 60 with a [[straight-4|four-cylinder]] engine was added to Rover's range and announced 24 September 1953. Its 2.0&nbsp;L (1997&nbsp;cc/121&nbsp;in³) {{convert|60|bhp|abbr=on}} engine had been used in the early [[Land Rover]], with modifications including an [[SU carburettor]]. As the block was shorter than that of the 6-cylinder engine, it sat further back in the frame, and this is sometimes held to have resulted in better handling and compensated for the lack of power. It was replaced by the Rover 80, which used an updated version of the overhead-valve 2286&nbsp;cc (138 in³) four used in the Land Rover by that time. The Rover 80 was announced 24 October 1959.


In their test of the Sixty in 1954 ''The Motor'' magazine recorded a top speed of {{convert|76.0|mph|km/h|abbr=on}} and acceleration from 0–{{convert|60|mph|km/h|abbr=on}} of 26.5&nbsp;seconds. A fuel consumption of {{convert|25.8|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1162 including taxes.<ref name=Motor1954>{{cite journal |title=The Rover 60 saloon |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=January 20, 1954}}</ref>
In their test of the Sixty in 1954 ''The Motor'' magazine recorded a top speed of {{convert|76.0|mph|km/h|abbr=on}} and acceleration from 0–{{convert|60|mph|km/h|abbr=on}} of 26.5&nbsp;seconds. A fuel consumption of {{convert|25.8|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1162 including taxes.<ref name=Motor1954>{{cite journal |title=The Rover 60 saloon |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=January 20, 1954}}</ref>
Line 81: Line 93:
|caption = registered 1955
|caption = registered 1955
| production = 1953–59<br />35,903 produced
| production = 1953–59<br />35,903 produced
| successor = Rover 100 (see below)
| predecessor =
| engine = {{convert|2.6|L|cuin|abbr=on}} Rover [[straight-6]]<br>
| engine = {{convert|2.6|L|cuin|abbr=on}} Rover [[straight-6]]<br>
Block Material - Cast iron <br />
Block Material - Cast iron <br />
Line 90: Line 104:
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
At the same time as the four-cylinder version was introduced, the top-end 90 with a more-powerful {{Convert|2.6|L|cuin}} six appeared. This engine produced 90&nbsp;hp (67&nbsp;kW) and could reach 90&nbsp;mph (145&nbsp;km/h). When it was replaced by the 100 in 1959, 35,903 had been produced, making it the most popular variant in the series.
At the same time, 24 September 1953 as the four-cylinder Rover 60 was introduced, the top-end 90 with a more-powerful {{Convert|2.6|L|cuin}} six appeared. This engine produced 90&nbsp;hp (67&nbsp;kW) and could reach 90&nbsp;mph (145&nbsp;km/h). When it was replaced by the Rover 100 in October 1959, 35,903 had been produced, making it the most popular car in the P4 series.


Testing the Ninety in 1954 ''The Motor'' magazine recorded a top speed of {{convert|90.0|mph|km/h|abbr=on}} and acceleration from 0–{{convert|60|mph|km/h|abbr=on}} of 18.9 seconds. A fuel consumption of {{convert|20.3|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1297 including taxes.<ref name=Motor1954-90>{{cite journal |title=The Rover 90 saloon |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=7 July 1954}}</ref> An owner of a Ninety at the time noted that although the suspension was very soft and comfortable on a straight road, on bends the car would "wallow" over and made one feel a bit queasy. Also as the engine was so quiet when waiting at traffic lights one sometimes wondered if it had stopped.{{citation needed|date=February 2014}}
Testing the Ninety in 1954 ''The Motor'' magazine recorded a top speed of {{convert|90.0|mph|km/h|abbr=on}} and acceleration from 0–{{convert|60|mph|km/h|abbr=on}} of 18.9 seconds. A fuel consumption of {{convert|20.3|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1297 including taxes.<ref name=Motor1954-90>{{cite journal |title=The Rover 90 saloon |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=7 July 1954}}</ref> An owner of a Ninety at the time noted that although the suspension was very soft and comfortable on a straight road, on bends the car would "wallow" over and made one feel a bit queasy. Also as the engine was so quiet when waiting at traffic lights one sometimes wondered if it had stopped.{{citation needed|date=February 2014}}
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| caption =
| caption =
| production = 1954–59<br />9,974 produced 1955-59
| production = 1954–59<br />9,974 produced 1955-59
| successor = * Rover 80 (see below)
* Rover 100 (see below)
| predecessor = Rover 75 Mark I
| engine = 2.1&nbsp;L or 2.2&nbsp;L Rover [[IOE engine]] [[straight-6]]
| engine = 2.1&nbsp;L or 2.2&nbsp;L Rover [[IOE engine]] [[straight-6]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
An updated 75 was announced 20 October 1954 with major styling changes and flashing orange traffic indicator lights at front and rear quarters. The unfashionable column mounted gear change lever was replaced by a distinctive if effective floor-mounted extension mechanism. The boot was substantially enlarged by raising the car's hind-quarters and a broad three-piece wraparound rear window was used. The ''{{convert|2.1|L|cuin}}'' IOE engine continued.
An updated 75 arrived in 1954 with some styling changes. A three-piece wraparound rear window was used, but the ''{{convert|2.1|L|cuin}}'' IOE engine continued. This model was updated again in 1955 with a larger 2.2&nbsp;L (2230&nbsp;cc/136&nbsp;in³) version of the IOE engine. Overdrive became an option from 1956. In 1957, it was restyled, along with the rest of the line, with a new grille and wings. Production ended in 1959 with the introduction of the 100.
⚫
<gallery>


This model was updated again in 1955 with a larger 2.2&nbsp;L (2230&nbsp;cc/136&nbsp;in³) version of the IOE engine. Overdrive became an option announced 16 October 1956.
⚫
<gallery>
Rover P4 DM-45-59 pic6.JPG
Rover P4 DM-45-59 pic6.JPG
Rover P4 DM-45-59 pic8.JPG
Rover P4 DM-45-59 pic8.JPG
Rover P4 DM-45-59 pic4.JPG
Rover P4 DM-45-59 pic4.JPG
</gallery>
</gallery>
In 1957, the front of the car was restyled, along with the rest of the line, with a new grille and headlight surrounds and wings with high-mounted traffic indicators. Production ended in 1959 with the introduction of the 100.
{{clear}}
{{clear}}


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| caption =
| caption =
| production = 1956–59<br />10,781 produced<ref name=AZ1945/>
| production = 1956–59<br />10,781 produced<ref name=AZ1945/>
| successor = Rover 100 (see below)
| predecessor = None, new upscale variant
| engine = ''{{convert|2.6|L|cuin|abbr=on}}'' Rover [[IOE engine]] [[straight-6]]
| engine = ''{{convert|2.6|L|cuin|abbr=on}}'' Rover [[IOE engine]] [[straight-6]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
The 90 was not to be the top of the line. Introduced in 1956, the 105R and 105S used a high-output, 8.5:1 compression (to take advantage of the higher octane fuel that was by then available), version of the ''{{Convert|2.6|L|cuin}}'' engine also used in the 90. This twin-[[SU carburettor]] engine produced 108&nbsp;hp (80&nbsp;kW).<ref name=Motor1957 /> Both 105 models also featured an updated exterior, the 105S featured separate front seats, a cigar lighter, chromed wheel trim rings and twin Lucas SFT 576 spotlamps. To minimise the cost of the 105R, these additional items were not standard, however they were available on the (higher priced) 105R De Luxe.
Introduced 16 October 1956, the 105R and 105S used a high-output, 8.5:1 compression version of the ''{{Convert|2.6|L|cuin}}'' engine used in the 90. The higher compression was to take advantage of the higher octane fuel that had become widely available. This twin-[[SU carburettor]] engine produced 108&nbsp;hp (80&nbsp;kW).<ref name=Motor1957 /> Both 105 models also featured an updated exterior, the 105S featured separate front seats, a cigar lighter, chromed wheel trim rings and twin Lucas SFT 576 spotlamps. To minimise the cost of the 105R, these additional items were not standard, however they were available on the (higher priced) 105R De Luxe.


The 105R featured a "Roverdrive" [[automatic transmission]]. This unit was designed and built by Rover and at the time was the only British-built automatic transmission (others had bought in units from American manufacturers such as GM). This unit was actually a two-speed automatic (Emergency Low which can be selected manually and Drive) with an [[overdrive (mechanics)|overdrive]] unit for a total of three forward gears. The 105S made do with a [[manual transmission]] with overdrive, but could hit 101&nbsp;mph (163&nbsp;km).
The 105R featured a "Roverdrive" [[automatic transmission]]. This unit was designed and built by Rover and at the time was the only British-built automatic transmission (others had bought in units from American manufacturers such as Borg-Warner. This unit was actually a two-speed automatic (Emergency Low which can be selected manually and Drive) with an [[overdrive (mechanics)|overdrive]] unit for a total of three forward gears. The 105S made do with a [[manual transmission]] with overdrive, but could hit 101&nbsp;mph (163&nbsp;km).


''The Motor'' magazine tested a 105R de luxe in 1957 and found it to have a top speed of {{convert|93.9|mph}} and acceleration from 0–{{convert|60|mph}} of 23.1 seconds. A fuel consumption of {{convert|23.6|mpgimp}} was recorded. The test car cost £1696 including taxes of £566.<ref name=Motor1957>{{cite journal |title=The Rover 105R de luxe |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=13 February 1957}}</ref>
''The Motor'' magazine tested a 105R de luxe in 1957 and found it to have a top speed of {{convert|93.9|mph}} and acceleration from 0–{{convert|60|mph}} of 23.1 seconds. A fuel consumption of {{convert|23.6|mpgimp}} was recorded. The test car cost £1696 including taxes of £566.<ref name=Motor1957>{{cite journal |title=The Rover 105R de luxe |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=13 February 1957}}</ref>


When production of the 105 line ended (in 1958 for the 105R and 1959 for the 105S), 10,781 had been produced, two-thirds with the manual transmission option. For 1959 the manual model was described simply as a 105 and the trim and accessory level was reduced to match the other models.
When production of the 105 line ended (1958 for the 105R and 1959 for the manual transmission 105S), 10,781 had been produced, two-thirds with the manual transmission option. For 1959 the manual model was described simply as a 105 and the trim and accessory level was reduced to match the other models.
{{clear}}
{{clear}}


Line 139: Line 160:
| caption =
| caption =
| production = 1959–62<br />5,900 produced<ref name=AZ1945>{{cite book |last1=Sedgwick |first1=M. |last2=Gillies |first2=M. |title=A-Z of Cars 1945-1970 |year=1986 |publisher=Bay View Books |isbn=1-870979-39-7}}</ref>
| production = 1959–62<br />5,900 produced<ref name=AZ1945>{{cite book |last1=Sedgwick |first1=M. |last2=Gillies |first2=M. |title=A-Z of Cars 1945-1970 |year=1986 |publisher=Bay View Books |isbn=1-870979-39-7}}</ref>
| successor = Rover 95 (see below)
| predecessor = Rover 60
| engine = ''{{Convert|2.3|L|cuin}}'' Rover [[straight-4]]
| engine = ''{{Convert|2.3|L|cuin}}'' Rover [[straight-4]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
In 1959/1960 the range was rationalised to two models, the 80 and the 100. The 80 was the four-cylinder version. The engine was now a Land Rover-derived [[straight-4]] overhead-valve engine, this time displacing ''{{Convert|2.3|L|cuin}}''; it is entirely different from the units used in all the other models. With 80&nbsp;hp (59&nbsp;kW) available, the car could top 85&nbsp;mph (137&nbsp;km/h). Girling {{convert|10.8|in}} vacuum servo-assisted [[disc brake]]s at the front were new, and the car used wider tyres and had updated styling. Overdrive, operating on top gear only, was standard on the four-speed transmission. Options included a radio, two tone paint schemes, and either a bench or individual front seats. These options also apply to the 100 (see below).
On 24 October 1959 it was announced the range would be rationalised to just two models, a new Rover 100 and this four-cylinder 80 which would replace the old Rover 60. The 80 engine was a new Land Rover-derived [[straight-4]] overhead-valve engine displacing ''{{Convert|2.3|L|cuin}}'' entirely different from the units used in all the other models. With 80&nbsp;hp (59&nbsp;kW) available, the car could top 85&nbsp;mph (137&nbsp;km/h). Girling {{convert|10.8|in}} vacuum servo-assisted [[disc brake]]s at the front were new, and the car used wider tyres and had updated styling. Overdrive, operating on top gear only, was standard on the four-speed transmission. Options included a radio, two tone paint schemes, and either a bench or individual front seats. These options also apply to the 100 (see below).


The four-cylinder P4s were never popular, and just 5,900 had been built when the line was cancelled in 1962.
The four-cylinder cars were never popular, and just 5,900 had been built when, after 3 years, production ended. Its place was taken by the new Rover 95 announced September 1962.


''The Motor'' magazine tested an 80 in 1961 and recorded a top speed of {{convert|82.9|mph}} and acceleration from 0–{{convert|60|mph}} of 22.4 seconds. A fuel consumption of {{convert|23.5|mpgimp}} was found. The test car cost £1396 including taxes of £411.<ref name=Motor1961>{{cite journal |title=The Rover 80 |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=1 March 1961}}</ref>
''The Motor'' magazine tested an 80 in 1961 and recorded a top speed of {{convert|82.9|mph}} and acceleration from 0–{{convert|60|mph}} of 22.4 seconds. A fuel consumption of {{convert|23.5|mpgimp}} was found. The test car cost £1396 including taxes of £411.<ref name=Motor1961>{{cite journal |title=The Rover 80 |journal=[[The Motor (magazine)|The Motor]] |volume= |pages= |date=1 March 1961}}</ref>
Line 159: Line 182:
| caption =
| caption =
| production = 1960–62<br />16,521 produced<ref name=AZ1945/>
| production = 1960–62<br />16,521 produced<ref name=AZ1945/>
| successor = Rover 110 (see below)
| predecessor = * Rover 90
* Rover 105
| engine = ''{{convert|2.6|L|cuin|abbr=on}}'' Rover [[IOE engine]] [[straight-6]]
| engine = ''{{convert|2.6|L|cuin|abbr=on}}'' Rover [[IOE engine]] [[straight-6]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
The 90 was replaced in 1960 by the more powerful 100. Its similar ''{{Convert|2.6|L|cuin}}'' ''[[Rover IOE engine|IOE]]'' straight-6 engine was in fact a short-stroke version of the P5 3-Litre unit. The car could now reach 100&nbsp;mph (161&nbsp;km/h). The interior was luxurious, with wood and leather accents on traditional English car elements like a curved "Shepherds Crook" [[handbrake]] lever. Either a bench or individual front seats could be ordered. A heater was a standard fitting. Like the smaller 80 version, the 100 was fitted with servo-assisted Girling disc brakes at the front, keeping drum brakes at the rear. Overdrive, on top gear only, was a standard fitting.
The Rover 90 and Rover 105 were replaced by the more powerful 100 announced 24 October 1959. Its new but similar ''{{Convert|2.6|L|cuin}}'' ''[[Rover IOE engine|IOE]]'' straight-6 engine was a short-stroke version of the [[Rover P5|P5]] 3-Litre unit. The 100 could reach 100&nbsp;mph (161&nbsp;km/h). The interior was luxurious, with wood and leather accents on traditional English car element{{citation needed|date=October 2014}}s like a curved "Shepherds Crook" [[handbrake]] lever. A bench front seat or individual front seats could be ordered. A heater was a standard fitting. Like the smaller 80 version, the 100 was fitted with servo-assisted Girling disc brakes at the front, keeping drum brakes at the rear. Overdrive, on top gear only, was a standard fitting.


Production ended in 1962, by which time 16,521 had been produced.
Production ended in 1962, by which time 16,521 had been produced.
Line 175: Line 201:
| caption = 95 registered April 1963
| caption = 95 registered April 1963
| production = 1962–64<br />3,680 (95) & 4,620 (110) produced<ref name=AZ1945/>
| production = 1962–64<br />3,680 (95) & 4,620 (110) produced<ref name=AZ1945/>
| successor = [[Rover 2000]]
| predecessor = *Rover 80
*Rover 100
| engine = ''{{convert|2.6|L|cuin|abbr=on}}'' Rover [[IOE engine]] [[straight-6]]
| engine = ''{{convert|2.6|L|cuin|abbr=on}}'' Rover [[IOE engine]] [[straight-6]]
| body_style = 4-door [[sedan (car)|saloon]]
| body_style = 4-door [[sedan (car)|saloon]]
}}
}}
The final member of the P4 series was the 95 and the 110. Introduced in 1962, the vehicles aptly represented the end of an era. Late in the run, the vehicles were fitted with steel door panels and electric windscreen washers. Although the Roverdrive automatic had been put to rest, overdrive was standard on the 110, whereas the 95 made do with a higher ratio differential (3.9:1).
The final members of the P4 series were the 95 and 110. Announced 27 September 1962 these cars represented the end of an era. They were fitted with not alloy but steel door panels to reduce cost and with electric windscreen washers. Although the Roverdrive automatic had been put to rest, overdrive was standard on the 110. The 95 made do with a higher ratio differential (3.9:1).


Both models used the same ''{{Convert|2.6|L|cuin}}'' version of the IOE engine. The wider availability of higher octane fuels permitted an increase in the compression ratio to 8.8:1, and the old unit now produced 123&nbsp;hp (91&nbsp;kW) in 110 guise,<ref name=Autocar196708/> which used a [[Weslake]] cylinder head, and 102&nbsp;hp (76&nbsp;kW) in the 95.
Both cars used the same ''{{Convert|2.6|L|cuin}}'' version of the IOE engine. The wider availability of higher octane fuels permitted an increase in the compression ratio to 8.8:1, and the old unit now produced 123&nbsp;hp (91&nbsp;kW) in 110 guise,<ref name=Autocar196708/> which used a [[Weslake]] cylinder head, and 102&nbsp;hp (76&nbsp;kW) in the 95.


After a successful run of some 15 years, the P4 series was replaced by the futuristic [[Rover P6]] in 1964.
After a successful run of some 15 years, the P4 series was replaced by the futuristic [[Rover P6]] in 1964.

Revision as of 12:59, 15 October 2014

Rover P4 series
1955 Rover 90
Overview
ManufacturerThe Rover Co. Ltd.
Production1949–64
130,312 units
DesignerGordon Bashford
Body and chassis
ClassMidsize car
Body styleSaloon
LayoutFR layout
Dimensions
Wheelbase111 in (2,819 mm)[1]
Length178.25 in (4,528 mm)[2]
Width65.6 in (1,666 mm)[2]
Height63.25 in (1,607 mm)[2]
Chronology
PredecessorRover P3
SuccessorRover P5 (concurrent from 1958)
Rover P6

The Rover P4 series is a group of mid-size luxury saloon automobiles made by the Rover Company from 1949 until 1964. They were designed by Gordon Bashford.

Their P4 designation is factory terminology for this group of cars and was not in day-to-day use by ordinary owners who would have used the appropriate consumer designations for their models such as Rover 60, Rover 75 and Rover 90.

Production began in 1949 with the 6-cylinder 2.1-litre Rover 75. Four years later a 2-litre 4-cylinder Rover 60 was brought to the market to fit below the 75 and a 2.6-litre 6-cylinder Rover 90 to top the three car range. Variations followed. In profile not unlike a crouching sturdy British Bulldog these cars were very much part of British culture and became known as the "Auntie" Rovers. They were piloted by topmost royalty.

The P4 series was supplemented in September 1958 by a new conservatively shaped Rover 3-litre P5 but the P4 series stayed in production until 1964 and their replacement by the Rover 2000.


Engineering

The earlier cars used a Rover engine from the 1948 Rover 75 which had, like its contemporary Rolls-Royce Silver Dawn, overhead valves for inlet and side valves for exhaust. A four-speed manual transmission was used with a column-mounted shifter at first and floor-mounted unit from 1954. At first the gearbox only had synchromesh on third and top but it was added to second gear as well in 1953. A freewheel clutch, a traditional Rover feature, was fitted to cars without overdrive until mid-1959,[3] when it was removed from the specifications, shortly before the London Motor Show in October that year.

The cars had a separate chassis with independent suspension by coil springs at the front and a live axle with half-elliptical leaf springs at the rear. The brakes on early cars were operated by a hybrid hydro-mechanical system but became fully hydraulic in 1950. Girling disc brakes replaced drums at the front from October 1959.

The complete body shells were made by the Pressed Steel company and featured aluminium/magnesium alloy (Birmabright) doors, boot lid and bonnets until the final 95/110 models, which were all steel to reduce costs. The P4 series was one of the last UK cars to incorporate rear-hinged "suicide" doors.

75

Rover 75
registered December 1950
Overview
Production1949–54
33,267 produced 1949-54
Body and chassis
Body style4-door saloon
Powertrain
Engine2.1 L Rover IOE engine straight-6
Dimensions
Wheelbase110"[4]
Length171.25"[4]
Chronology
PredecessorRover 75 (P3)
SuccessorRover 75 Mark II (see below)

The Rover 75 was first displayed 28 September 1949 at the opening day of the Earls Court Motor Show. It featured controversial modern styling which contrasted with the outdated Rover 75 (P3) it replaced. This styling was derived from the controversial 1947 —is it coming or is it going?— Studebakers.[citation needed] To understand the controversy it should be noted that Rover's P3 had almost no boot at all yet that had been considered rather more than adequate. The new car's bonnet-like extension to its rear was ridiculed. Furthermore the driver sat well forward with a short bonnet and the rear wheels were set well back behind the back seat. All the new car's proportions were different from the previous Rover and all the other new English cars.

One unusual feature was the centrally mounted light in the grille where most other manufacturers of good quality cars provided a pair, one fog and one driving light often separately mounted behind the bumper. Known as the "Cyclops eye" it was not continued in the new grille announced 23 October 1952.

Power came from a 2.1 L (2103 cc/128 in³) Rover IOE straight-6 engine. A four-speed manual transmission was used with a column-mounted shifter which was replaced by a floor-mounted mechanism for the Mark II car in October 1954.

A car tested by The Motor magazine in 1949 had a top speed of 83.5 mph (134.4 km/h) and could accelerate from 0–60 mph (97 km/h) in 21.6 seconds. A fuel consumption of 27.8 miles per imperial gallon (10.2 L/100 km; 23.1 mpg‑US) was recorded. The test car cost £1106 including taxes.[5] The turning circle was 37 feet (11 m).[4]

Production of the Mark I Rover 75 was 33,267. It was replaced by the Mark II announced 20 October 1954

  • "Cyclops"
    "Cyclops"
  • Ridiculed "Ducktail"
    Ridiculed "Ducktail"
  • revised grille 1952
    revised grille 1952

60

Rover 60
registered October 1958
Overview
Production1953–59
9,666 produced[6]
Body and chassis
Body style4-door saloon
Powertrain
Engine2.0 L Rover IOE engine straight-4
Chronology
SuccessorRover 80 (see below)

The Rover 60 with a four-cylinder engine was added to Rover's range and announced 24 September 1953. Its 2.0 L (1997 cc/121 in³) 60 bhp (45 kW) engine had been used in the early Land Rover, with modifications including an SU carburettor. As the block was shorter than that of the 6-cylinder engine, it sat further back in the frame, and this is sometimes held to have resulted in better handling and compensated for the lack of power. It was replaced by the Rover 80, which used an updated version of the overhead-valve 2286 cc (138 in³) four used in the Land Rover by that time. The Rover 80 was announced 24 October 1959.

In their test of the Sixty in 1954 The Motor magazine recorded a top speed of 76.0 mph (122.3 km/h) and acceleration from 0–60 mph (97 km/h) of 26.5 seconds. A fuel consumption of 25.8 miles per imperial gallon (10.9 L/100 km; 21.5 mpg‑US) was recorded. The test car cost £1162 including taxes.[2]

90

Rover 90
registered 1955
Overview
Production1953–59
35,903 produced
Body and chassis
Body style4-door saloon
Powertrain
Engine2.6 L (160 cu in) Rover straight-6

Block Material - Cast iron
Head Material - Aluminium alloy
Cylinders - Six, in line
Bore and Stroke - 73.025 mm (2.9 in) x 105 mm (4.1 in)
Capacity - 2,638cc

Compression Ratio - 6.73:1 (1955) 7.5:1 (1956)
Chronology
SuccessorRover 100 (see below)

At the same time, 24 September 1953 as the four-cylinder Rover 60 was introduced, the top-end 90 with a more-powerful 2.6 litres (160 cu in) six appeared. This engine produced 90 hp (67 kW) and could reach 90 mph (145 km/h). When it was replaced by the Rover 100 in October 1959, 35,903 had been produced, making it the most popular car in the P4 series.

Testing the Ninety in 1954 The Motor magazine recorded a top speed of 90.0 mph (144.8 km/h) and acceleration from 0–60 mph (97 km/h) of 18.9 seconds. A fuel consumption of 20.3 miles per imperial gallon (13.9 L/100 km; 16.9 mpg‑US) was recorded. The test car cost £1297 including taxes.[7] An owner of a Ninety at the time noted that although the suspension was very soft and comfortable on a straight road, on bends the car would "wallow" over and made one feel a bit queasy. Also as the engine was so quiet when waiting at traffic lights one sometimes wondered if it had stopped.[citation needed]

75 Mark II

Rover 75 Mark II
Overview
Production1954–59
9,974 produced 1955-59
Body and chassis
Body style4-door saloon
Powertrain
Engine2.1 L or 2.2 L Rover IOE engine straight-6
Chronology
PredecessorRover 75 Mark I
Successor
  • Rover 80 (see below)
  • Rover 100 (see below)

An updated 75 was announced 20 October 1954 with major styling changes and flashing orange traffic indicator lights at front and rear quarters. The unfashionable column mounted gear change lever was replaced by a distinctive if effective floor-mounted extension mechanism. The boot was substantially enlarged by raising the car's hind-quarters and a broad three-piece wraparound rear window was used. The 2.1 litres (130 cu in) IOE engine continued.

This model was updated again in 1955 with a larger 2.2 L (2230 cc/136 in³) version of the IOE engine. Overdrive became an option announced 16 October 1956.

In 1957, the front of the car was restyled, along with the rest of the line, with a new grille and headlight surrounds and wings with high-mounted traffic indicators. Production ended in 1959 with the introduction of the 100.

105R/105S

Rover 105R/105S
Overview
Production1956–59
10,781 produced[6]
Body and chassis
Body style4-door saloon
Powertrain
Engine2.6 L (160 cu in) Rover IOE engine straight-6
Chronology
PredecessorNone, new upscale variant
SuccessorRover 100 (see below)

Introduced 16 October 1956, the 105R and 105S used a high-output, 8.5:1 compression version of the 2.6 litres (160 cu in) engine used in the 90. The higher compression was to take advantage of the higher octane fuel that had become widely available. This twin-SU carburettor engine produced 108 hp (80 kW).[8] Both 105 models also featured an updated exterior, the 105S featured separate front seats, a cigar lighter, chromed wheel trim rings and twin Lucas SFT 576 spotlamps. To minimise the cost of the 105R, these additional items were not standard, however they were available on the (higher priced) 105R De Luxe.

The 105R featured a "Roverdrive" automatic transmission. This unit was designed and built by Rover and at the time was the only British-built automatic transmission (others had bought in units from American manufacturers such as Borg-Warner. This unit was actually a two-speed automatic (Emergency Low which can be selected manually and Drive) with an overdrive unit for a total of three forward gears. The 105S made do with a manual transmission with overdrive, but could hit 101 mph (163 km).

The Motor magazine tested a 105R de luxe in 1957 and found it to have a top speed of 93.9 miles per hour (151.1 km/h) and acceleration from 0–60 miles per hour (97 km/h) of 23.1 seconds. A fuel consumption of 23.6 miles per imperial gallon (12.0 L/100 km; 19.7 mpg‑US) was recorded. The test car cost £1696 including taxes of £566.[8]

When production of the 105 line ended (1958 for the 105R and 1959 for the manual transmission 105S), 10,781 had been produced, two-thirds with the manual transmission option. For 1959 the manual model was described simply as a 105 and the trim and accessory level was reduced to match the other models.

80

Rover 80
Overview
Production1959–62
5,900 produced[6]
Body and chassis
Body style4-door saloon
Powertrain
Engine2.3 litres (140 cu in) Rover straight-4
Chronology
PredecessorRover 60
SuccessorRover 95 (see below)

On 24 October 1959 it was announced the range would be rationalised to just two models, a new Rover 100 and this four-cylinder 80 which would replace the old Rover 60. The 80 engine was a new Land Rover-derived straight-4 overhead-valve engine displacing 2.3 litres (140 cu in) entirely different from the units used in all the other models. With 80 hp (59 kW) available, the car could top 85 mph (137 km/h). Girling 10.8 inches (270 mm) vacuum servo-assisted disc brakes at the front were new, and the car used wider tyres and had updated styling. Overdrive, operating on top gear only, was standard on the four-speed transmission. Options included a radio, two tone paint schemes, and either a bench or individual front seats. These options also apply to the 100 (see below).

The four-cylinder cars were never popular, and just 5,900 had been built when, after 3 years, production ended. Its place was taken by the new Rover 95 announced September 1962.

The Motor magazine tested an 80 in 1961 and recorded a top speed of 82.9 miles per hour (133.4 km/h) and acceleration from 0–60 miles per hour (97 km/h) of 22.4 seconds. A fuel consumption of 23.5 miles per imperial gallon (12.0 L/100 km; 19.6 mpg‑US) was found. The test car cost £1396 including taxes of £411.[9]

100

Rover 100
Overview
Production1960–62
16,521 produced[6]
Body and chassis
Body style4-door saloon
Powertrain
Engine2.6 L (160 cu in) Rover IOE engine straight-6
Chronology
Predecessor
  • Rover 90
  • Rover 105
SuccessorRover 110 (see below)

The Rover 90 and Rover 105 were replaced by the more powerful 100 announced 24 October 1959. Its new but similar 2.6 litres (160 cu in) IOE straight-6 engine was a short-stroke version of the P5 3-Litre unit. The 100 could reach 100 mph (161 km/h). The interior was luxurious, with wood and leather accents on traditional English car element[citation needed]s like a curved "Shepherds Crook" handbrake lever. A bench front seat or individual front seats could be ordered. A heater was a standard fitting. Like the smaller 80 version, the 100 was fitted with servo-assisted Girling disc brakes at the front, keeping drum brakes at the rear. Overdrive, on top gear only, was a standard fitting.

Production ended in 1962, by which time 16,521 had been produced.

Testing the 100 in 1960, The Motor magazine recorded a top speed of 92.1 miles per hour (148.2 km/h), acceleration from 0–60 miles per hour (97 km/h) of 17.6 seconds and a fuel consumption of 23.9 miles per imperial gallon (11.8 L/100 km; 19.9 mpg‑US). The test car cost £1538 including taxes.[10]

95/110

Rover 95/110
95 registered April 1963
Overview
Production1962–64
3,680 (95) & 4,620 (110) produced[6]
Body and chassis
Body style4-door saloon
Powertrain
Engine2.6 L (160 cu in) Rover IOE engine straight-6
Chronology
Predecessor
  • Rover 80
  • Rover 100
SuccessorRover 2000

The final members of the P4 series were the 95 and 110. Announced 27 September 1962 these cars represented the end of an era. They were fitted with not alloy but steel door panels to reduce cost and with electric windscreen washers. Although the Roverdrive automatic had been put to rest, overdrive was standard on the 110. The 95 made do with a higher ratio differential (3.9:1).

Both cars used the same 2.6 litres (160 cu in) version of the IOE engine. The wider availability of higher octane fuels permitted an increase in the compression ratio to 8.8:1, and the old unit now produced 123 hp (91 kW) in 110 guise,[3] which used a Weslake cylinder head, and 102 hp (76 kW) in the 95.

After a successful run of some 15 years, the P4 series was replaced by the futuristic Rover P6 in 1964.

  • 110 in profile
    110 in profile
  • 110 in Australia
    110 in Australia
  • 95 reg'd February 1964
    95 reg'd February 1964

References

  1. ^ Culshaw; Horrobin (1974). Complete Catalogue of British Cars. Macmillan. ISBN 0-333-16689-2.
  2. ^ a b c d "The Rover 60 saloon". The Motor. January 20, 1954.
  3. ^ a b "Used cars on test: 1963 Rover 110". Autocar. 127 (nbr 3732): pages 36–37. 24 August 1967. {{cite journal}}: |pages= has extra text (help)
  4. ^ a b c http://storm.oldcarmanualproject.com/rover/1949/R%20pp06%20back.jpg
  5. ^ "The Rover 75 saloon Road Test". The Motor. 1949.
  6. ^ a b c d e Sedgwick, M.; Gillies, M. (1986). A-Z of Cars 1945-1970. Bay View Books. ISBN 1-870979-39-7.
  7. ^ "The Rover 90 saloon". The Motor. 7 July 1954.
  8. ^ a b "The Rover 105R de luxe". The Motor. 13 February 1957.
  9. ^ "The Rover 80". The Motor. 1 March 1961.
  10. ^ "The Rover 100". The Motor. 24 February 1960.
Wikimedia Commons has media related to Rover P4.

Rover P4 Drivers Guild of Australia website: www.roverp4dg.asn.au

Rover P4 Drivers Guild of Australia Facebook Page: https://www.facebook.com/#!/groups/RoverP4DriversAustralia/

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