Showing posts with label 3500. Show all posts
Showing posts with label 3500. Show all posts
Monday, 17 August 2015
Tuesday, 13 September 2011
1977 ECotY - Rover Vitesse
There were not many four door executive vehicles that would look comfortable parked along side a Ferrari or Maserati in the 1970's but the Rover SD1 powered by the familiar alloy Buick derived V8 and designed by David Bache is certainly one that could keep such company in any car park and not look out of place.
Thanks in part to a painfully slow process of rationalisation that was occurring at British Leyland during the early 1970's involving many duplicitous departments and management within the nationalised organisation it took 54 months for the SD1 to move from drawing board to production.
David Bache was not in the least shy about his design influences incorporated into the SD1 including these indicator lights which are almost identical to those found on a Ferrari Daytona.
Built in a new purpose built £31 million factory in Solihull the SD1 was marketed as the Rover 3500 and launched in July 1976 to an ecstatic reception regarding the styling and performance, though the quality of some of the materials used and build were short of the market leaders particularly the emerging BMW brand. The deep front spoiler and BBS pattern wheels on this model signifies a later model in this case built in 1986.
The Vitesse badge hitherto associated with Triumph models belies the fact that the SD1 had technical and marketing input from the still separate and competing Triumph design and management offices. In late 1980 the Rover Vitesse, seen here at the Atwell Wilson Motor Museum, was introduced as the performance version of the Rover 3500 and the Vanden Plas the Luxury version that included leather seats.
While the styling of the SD1 was ahead of it's time the rear suspension was actually a technological step back from the de Dion suspension used on the previous Rover P6 to a live rear axle, though this made the cars easier and cheaper to build the move did not compromise the handling, much praised in the contemporary press, in anyway.
Since British Leyland had so many competing brands in its range the 1977 European Car of the Year award winner was not the money spinner that it should have been because it was priced so as not to compete directly with the Jaguar XJ6 against which it was seen in an extremely favourable light.
Thanks for joining me on the 1977 European Car of the Year edition of 'Gettin' a lil psycho on tyres', I hope you'll join me again tomorrow when I'll be looking at a fully loaded turbocharged competitor of the Rover SD1. Don't forget to come back now !
Thanks in part to a painfully slow process of rationalisation that was occurring at British Leyland during the early 1970's involving many duplicitous departments and management within the nationalised organisation it took 54 months for the SD1 to move from drawing board to production.
David Bache was not in the least shy about his design influences incorporated into the SD1 including these indicator lights which are almost identical to those found on a Ferrari Daytona.
Built in a new purpose built £31 million factory in Solihull the SD1 was marketed as the Rover 3500 and launched in July 1976 to an ecstatic reception regarding the styling and performance, though the quality of some of the materials used and build were short of the market leaders particularly the emerging BMW brand. The deep front spoiler and BBS pattern wheels on this model signifies a later model in this case built in 1986.
The Vitesse badge hitherto associated with Triumph models belies the fact that the SD1 had technical and marketing input from the still separate and competing Triumph design and management offices. In late 1980 the Rover Vitesse, seen here at the Atwell Wilson Motor Museum, was introduced as the performance version of the Rover 3500 and the Vanden Plas the Luxury version that included leather seats.
While the styling of the SD1 was ahead of it's time the rear suspension was actually a technological step back from the de Dion suspension used on the previous Rover P6 to a live rear axle, though this made the cars easier and cheaper to build the move did not compromise the handling, much praised in the contemporary press, in anyway.
Since British Leyland had so many competing brands in its range the 1977 European Car of the Year award winner was not the money spinner that it should have been because it was priced so as not to compete directly with the Jaguar XJ6 against which it was seen in an extremely favourable light.
Thanks for joining me on the 1977 European Car of the Year edition of 'Gettin' a lil psycho on tyres', I hope you'll join me again tomorrow when I'll be looking at a fully loaded turbocharged competitor of the Rover SD1. Don't forget to come back now !
Tuesday, 6 September 2011
Battersea Dogs Car - Rover P6 3500 Series 1 Estoura
Thanks to a timely reminder from David Rootes I made it to the Rare Breeds Car Show at the Haynes International Motor Museum on Sunday.
Amongst a variety of rare vehicles was this 1969 Series I Rover 3500 which preceded the Series II Rover 2200 SC I looked at last week. P6 models fitted with the aluminium 215 Buick derived V8 are easily distinguishable from their 4 cylinder siblings by the extra air intake below the bumper.
The engine compartment of the P6 was originally designed to accommodate a Rover gas turbine motor, but this option never came to fruition and instead the 158 hp twin carburettor V8 as had been fitted to the the Rover P5B was fitted to the top of the range P6 models.
According to the owner of this Estoura variant only 157 P6 saloons were converted to estate / station wagon models between 1969 and 1976. This is the oldest of 4 Series 1 Estoura's known to have survived.
Conversion of the saloon P6 to Estoura spec included replacing the original roof and C pillars with a new pod, designed by Brian Roll, that was riveted and welded in by FLM Panelcraft of Battersea. Although the conversion was approved by Rover and did not affect warranties no rust protection was added to bare surfaces which were simply painted over with the out come that these cars are more prone to rot than standard P6's.
Once FLM had converted the P6 shell the cars were sent to either Crayford, HR Owen or Hurst Park Motors where a variety of interior and exterior trims were fitted.
The load space while significantly improved is not particularly deep or easy to access even for a canine compared to a modern day Estate / Station Wagon or MPV.
Thanks for joining me on this Estoura edition of 'Gettin' a lil' psycho on tyres', I hope you will join me again tomorrow. Don't forget to come back now !
Amongst a variety of rare vehicles was this 1969 Series I Rover 3500 which preceded the Series II Rover 2200 SC I looked at last week. P6 models fitted with the aluminium 215 Buick derived V8 are easily distinguishable from their 4 cylinder siblings by the extra air intake below the bumper.
The engine compartment of the P6 was originally designed to accommodate a Rover gas turbine motor, but this option never came to fruition and instead the 158 hp twin carburettor V8 as had been fitted to the the Rover P5B was fitted to the top of the range P6 models.
According to the owner of this Estoura variant only 157 P6 saloons were converted to estate / station wagon models between 1969 and 1976. This is the oldest of 4 Series 1 Estoura's known to have survived.
Conversion of the saloon P6 to Estoura spec included replacing the original roof and C pillars with a new pod, designed by Brian Roll, that was riveted and welded in by FLM Panelcraft of Battersea. Although the conversion was approved by Rover and did not affect warranties no rust protection was added to bare surfaces which were simply painted over with the out come that these cars are more prone to rot than standard P6's.
Once FLM had converted the P6 shell the cars were sent to either Crayford, HR Owen or Hurst Park Motors where a variety of interior and exterior trims were fitted.
The load space while significantly improved is not particularly deep or easy to access even for a canine compared to a modern day Estate / Station Wagon or MPV.
Thanks for joining me on this Estoura edition of 'Gettin' a lil' psycho on tyres', I hope you will join me again tomorrow. Don't forget to come back now !
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