One thing I fully appreciate about classics is how individualistic they can be. If you saw a VW Beetle, Ford Anglia or Rover 3000 from a kilometre or two away, you would not mistake them for one another. Look at a trio of family crossovers today from afar and you would probably need a pair of binoculars to figure out which is which. Rover models were perhaps more conservative than most, but distinct changes were still evident between the P4, P5 and P6. The most radical styling change occurred when the SD1 was launched.
Packaging
As mentioned, styling was everything. This P5 had many similarities to its predecessor, the P4. The next model Ps bore no resemblance to one another at all, and the following P6 rendition was a radically different hatchback with pseudo- Ferrari Daytona aspirations. Thinking of a suitable simile, the P4 could be a cardigan, the P5 a pullover and the P6 a puffer jacket. We are so used to cup holders as essential convenience items these days. With the last of the P5 models, the rear armrest had a fold-down picnic table with … wait for it … dual cup holders. In 1967! An analogue clock had prime position in the centre of the dash. The boot capacity was 396 litres with a low sill and the spare wheel mounted under a boot board.
Powertrain
The six-cylinder engine had an unusual configuration: an overhead intake valve but a side valve for the exhaust and was a development of the previous P4 unit. Power output was initially 85 kW but for the MK II, this was upped to 100 kW with 230 N.m of torque at a low 1 750 r/min. The compression ratio was also increased from 7,5 to 8,75 to 1 as the quality and octane of fuel improved. In overdrive top gear, the revs of the MK II at 120 km/h were 3 250 r/min.
The Buick-designed all-aluminium 3,5-litre V8 engine was introduced to South Africa only in the P6 range although it was fitted to the last of the P5s in the UK where it was known as the P5B (B signifying Buick). Transmission used a four-speed for the MK I, a four-speed with overdrive for the MK II with the option of a three-speed auto.
Suspension and steering
Rear suspension used leaf springs while the front employed torsion bars. Steering was unassisted recirculating ball that had a variable ratio. Towards the end of the lifecycle, power steering was added. Ride quality was naturally tuned for comfort rather than sharp, sporty handling.
Which one to get
The MK II with the Laycock de Normanville overdrive is the one to search for. For anyone who has yet to drive a classic car fitted with this brilliant device, please try to get a ride. It’s so satisfying to forget the clutch and simply flick a switch to hear the revs drop instantly. One that’s not too rusty would be a great find, too. Metalwork is labour-intensive, time consuming and expensive. Mechanically, it’s not too tricky but the unusual engine could puzzle engine rebuilders.
Availability and prices
As so often happens with the more unusual classics, there are but a few available at any stage in the market. Prices can vary from R10 000 to R100 000 according to condition and restoration stages.
Interesting facts
Rover started building big-wheel bicycles (Penny Farthing) and tricycles in 1877 and was called the Rover Cycle Company. The first Rover motorcar was an 8 hp model in 1904. In 1906, the word “Cycle” was dropped from the name and later the Rover logo adopted a Viking longship. Fast forward to today and the brand, together with MG, is now owned by Nanjing Auto. No Rovers are currently produced although its parent company, SAIC, still manufactures MGs under the name Roewe. The reason for the name change is that Jaguar-Land Rover retains the Rover name and logo. Interestingly, Nanjing has a production history dating back to 1947, and SAIC back to 1955, so these companies are not exactly newcomers to the automotive world.
