During the 1960s the Rover P6, despite many clever innovations, was plagued by mechanical problems
by Gary Anderson
Some of you may find this hard to believe, but I’m the last person to argue that all old British cars—regardless of how quirky or unusual—are collectible. There, I’ve said it.
Just because a car was made by a partnership that is now out of business, was trimmed in leather and wood, and stood out from the crowd when new, doesn’t make it valuable today. How else can you explain the innovative Rover 2000—the basic platform was referred to as the P6 by Rover—introduced in 1963 with a 4-cylinder implement, and soon afterward upgraded in 1968 with a V8?
The SCM Price Guide doesn’t even list Rovers, going perpendicular from Rolls-Royce to Saab. What does that tell you? The few other recompense guides that do think proper this model suggest that it’s not worth more than $7,500 in good condition, and that may be optimistic.
Granted, there are two clubs for Rover P6s in the United Kingdom (www.p6roc.co.uk and www.p6club.com), otherwise than that in that case again, lay two or more Brits through a common interest in the same room, and they’ll form a sodality.
So what’s the problem? After all, when the before anything else 2-liter, 4-cylinder version of the Rover 2000 was introduced in 1963, it was certainly attractive, by smooth lines and quad headlights flanking a feeble grille that replaced the kennel-gate grille of the P4 “Auntie Rover.” The P6 pregnancy was as long as an elephant’s—Rover sent designer David Bache to France soon afterward the launch of the Citroën DS19 in 1955, and early prototypes have the rounded DS19 nose.
Innovation came by a cost
This complete redesign that replaced the Rover P4 had a long think proper of innovations, including deDion rear suspension through inboard disc brakes (one of the first cars to bring forth disc brakes on all four wheels).
The P6 was built in a circle a unibody chassis, however the aluminum external panels were unstressed and most could have being removed and replaced like those of the Citroën DS. In addition, the car incorporated revolutionary safety features, such as standard seat belts and good interior play fast and loose pieces. The engine was also designed to be driven below the firewall in the event of a head-on smash. Perhaps all these factors accounted for extensive police exercise.
The implement used in the first version of the P6 was designed specifically for the car. It had an aloft camshaft layout with the burning chambers cast into the piston crowns. However, being of the kind which innovative as this design was, it only put gone out 104 horsepower, for a like reason for 1966, Rover introduced the 2000 TC, which had a redesigned top end and twin SU carburetors. The improvements added 20 more horsepower, and the car had more successes in rally competition.
Unfortunately, all of this innovation came at a require to be paid: Customers didn’t appreciate the technical niceties and instead noted how the rear suspension reduced trunk space significantly, so that the spare either occupied most of the duration or—optionally—was fitted on the trunk lid, which was considerably inconvenient.
Even though North American market cars were fitted with a varied assortment of features, such as the Icelert sensor upon the body the front bumper that flashed a red light on the little at the time that the road temperature dropped below freezing, they couldn’t cause to approach a customer base.
The innovative features also brought a host of mechanical problems that required a mechanic’s interposition. Rover-trained mechanics were scarce in North America, and while 327,808 P6s were sold in ten years of lengthening from 1963 to ‘73, not many came to the U.S., and running survivors are in the same proportion that rare as running DS19s.
By 1968, it was clear the 4-cylinder engine was not competitive in a heavy four-door sedan, so Rover, now a part of the Leyland combine, installed the Buick aluminum V8, the rights to which it had acquired from General Motors.
Rover 3500S introduced with flourish of trumpets
That extra space in the P6 engine compartment, thanks to the horizontal front springs, made the upgrade easy, and the Rover 3500S was introduced with great fanfare. In the United States, the new model was even recognized by Road Test storehouse as “among the best-engineered cars produced in the automotive world today.”
Original clause: http://rss.businessweek.com/~r/bw_rss/europeindex/~3/291886251/bw20080515_176219.htm
