Rover P6

The Rover P6 series ( named 2000, 2200 or 3500, depending on engine capacity ) was a four-door sedan that was produced from September 1963 to March 1977 in the Rover plant Solihull. The rover 2000, 1964 elected the first car of the year.

2000

The P6 was the sixth and last of the Rover designed by P- post-war models, which went into production. The vehicle was first sold under the name Rover 2000. It was a new build that should contribute to the increase in sales compared to previous models such as the P4. The P5 was further offered until 1973 parallel to P6.

The first P6 had a new four -cylinder engine with 1978 cc, overhead camshaft and about 66 kW (90 hp), which was developed specifically for this model. Rover developed later derived from a motor with twin SU carburettors and sold the revised model as the Rover 2000 TC. The power of this engine was about 91 kW. Unusual, but progressive was the use sodium- filled exhaust valves. The engines with SU- Single carburetor were still used in the Rover 2000 SC.

The Rover 2000 was a fully synchronized manual transmission, four-wheel disc brakes (rear inside) and a De Dion rear axle (, Base Unit ' ) ahead of its time. The self-supporting body like the Citroën DS had no bearing plates on a sub-frame. A special feature was the unusual front suspension. This was constructed with Umlenkarmen and horizontally disposed coil springs so that the engine room might possibly have offered space for the Rover gas turbine. In fact, this gas turbine was never used in production vehicles; Years after the introduction of the car allowed the width of the engine compartment the installation of an eight-cylinder V- engine.

Also notable was the use of stainless steel in place of chrome attachments. From the trim strip on the roof to the hub caps all parts of stainless steel were produced, manufactured hood and trunk lid made of aluminum alloy. The rest of the body, was then not unusual, quite defenseless and at the pitting, the series 1 as much rust resistant was considered the series 2 - a phenomenon that occurred in the 1970s when many cars due to the lack of quality steel.

Tests were first carried out at the time with no doors, hood and roof. The corresponding components were then pre-painted on the vehicle screwed later. The base frame and the visible frame parts such as in the engine compartment, were basically in matt black lacquered.

The Rover 2000 won by the introduction of several industry awards for its safety features. The car was equipped on request on all seats with seat belts and had a designed with passive safety in terms of interior design. What was new was the extremely short, in the event of a collision which bends upward, the steering column. Another new equipment detail were glass prisms at the front position lamps. They allowed the driver to estimate the vehicle width well in low light, and also served to indicate defective parking lights.

The trunk was only partially usable. The reasons were, inter alia, the complex De Dion rear axle, the location of the battery (only in series 2) and placed for safety reasons behind the steel wall of the rear seats petrol tank. Because of the small luggage space was the standard way to mount the spare wheel on the outside of the trunk lid.

All P6 variants of series 2 were revised in 1971; so replaced, for example, a grille made ​​of plastic, the aluminum component, the cars were new hoods ( with bulges for the V8 engine, but also the 4-cylinder versions received ) and new reflectors arranged at the rear. The 3500 and the 2000 TC received new round instruments, while the well-known hiking speedometer was maintained at 2000 SC. In all models, the battery series 2 was now in the luggage compartment.

3500

Rover saw an opportunity to the P6 from its competitor, the Triumph 2000, discontinued the use of the Buick small block V8 engine with 3528 cc displacement and 158 kW from the Buick Special. Therefore Rover acquired the rights to this aluminum engine, which proved to be successful. In P6, he made about 120 kW.

The Rover 3500 was produced from 1968 (one year after the acquisition of Rover by the owner of the Triumph -Werke, British Leyland ) until 1976. The car had an automatic transmission as standard until 1971 Rover 3500 S came out with a manual transmission.

2200

The Rover 2200 Rover 2200 SC and the TC replaced the models 2000 and 2000 TC. They were made from 1973 to early 1977 and had a modified 2.0 - liter engine with 2205 cc and 98.5 kW.

The last 2200 left the factory on March 19, 1977 It was a left-hand drive export model. ; this was later rebuilt by the Tourist Trophy Garage in Farnham back to RHD.

NADA models

Rover made ​​several unsuccessful attempts to establish itself in the U.S. market. A version of the P6 was the NADA (North American Dollar Area), a model with a higher trim level than the vehicles in the domestic market. Visible differences were bumper horns and three air scoops on the hood. The cars sold in the USA were not good and therefore were later distributed in Europe, after they had been previously converted back to LHD.

Some specimens were used as police cars in the movie Gattaca; this takes place in a non-descript future. Also had the type of vehicle also made ​​a brief appearance in the remake of the television series Battlestar Galactica ( 2005), which was located in another universe.

The last Rover P6

The last Rover P6, a 3500 S, left the factory on 19 March 1977. Rover The archives refer to this car as ' Last of Line'.

This vehicle with registration number VVC 700S initially went to the Leyland Historical Vehicle Collection, then to 1980 for Donington Park and then along with the rest of the collection to Syon Park. Until 1990 it was exhibited at Syon; then pulled the entire collection until 1993 the camp of Studley Castle, which at the time was owned by Rover.

In 1993, the collection moved to its new home in Gaydon. It was then called British Motor Industry Heritage Trust Heritage Motor Centre and now. The VVC 700S was exhibited there until 2003, when it was sold in Banham.

In 2006, the vehicle was re- issued in Gaydon since the sale the first time, still in its original state without ever being restored. As the car left the collection, it had run only 12,300 miles.

Suits

There was also a wagon version of the Rover P6, known as Rover Estoura, which was derived from the sedan version. Approximately 160-170 copies were made ​​of the wagon version. The conversion was not initially authorized by Rover; later constructions were given the consent of Rover, so that the factory warranty remains.

The conversion was consuming. The sheets for the combined model were manufactured by Coachwork FLM Panel Craft, the conversion itself and the project was completed, however, other body corporate, especially in Crayford and HR Owen. It was possible to make modifications to already delivered vehicles. In this case, most conversions within 12 months after delivery were placed in order, so that did not occur as taxes on new vehicles.

The conversion costs amounted to about 800 GBP, and most conversions were carried out on 3500 models, to a lesser extent in 2000 - or 2200 versions.

Unrealized models

The Rover P7

Shortly after the presentation of the 2000 Rover began to formulate plans, the new P6 any case optionally be fitted with a larger engine to compete with the Triumph 2000. For this purpose Rover developed two alternatives: a 3.0 -liter straight six-cylinder and a five-cylinder engine with 2.5 liter displacement. Both were based on the four-cylinder engine of the Rover 2000 and had been extended by one or two cylinders.

Approximately in 1964, five prototypes were built, which were equipped with the aforementioned six-cylinder engine. The vehicles received the factory internal designation Rover P7. They were based largely on the P6, had, however, due to the size of the engine, each considerably longer front end, their design in detail differed greatly from each other. The cars were fast - the British magazine Autocar spoke of a top speed of 140 mph ( = 224 km / h ) - but had a bad handling, as they were very top-heavy.

In the late 1960s the development of the P7 has been set. With the acquisition of the compact eight-cylinder engine from Buick, the rover had now grown, there was no more need for further development of its own six-cylinder engine. The eight-cylinder was an easier and cheaper alternative, the first in P5, then later started its triumphal march in P6. A prototype called P7A still exists today.

The Rover P8

Another project that was ultimately not realized, was the Rover P8, a big sedan with the in-house eight-cylinder engine, the drive technology of the Rover P6 and a unique design. The car was developed to series production, and even the production lines have already been prepared for series production, when the project was canceled without replacement in March 1971.

The oil crisis (1973 /74) and the stagflation in many European countries contributed to this.

Clubs

In the UK there are two clubs for Rover P6 cars:

• The Rover P6 Club
• The Rover P6 Owners Club