The stillborn Rover P8 remains a fascinating technical fossil, but should the cause of its demise be laid entirely at Jaguar’s door?
Lost causes exert an undying fascination: The Beach Boys’ original Smile LP, Orson Welles’ allegedly destroyed original cut of The Magnificent Ambersons. These and others like them, while unrealised (or unfound) live on in our collective imagination, unsullied by inconvenient reality.
In 1965, the Rover Motor Company was a successful independent carmaker, producing well-regarded luxury saloons and a range of highly capable off-road vehicles. However, its flagship P5 saloon was dating and lacking the resources to replace it, Lode Lane’s developmental head, Charles (Spen) King, working under the guidance of Peter Wilks proposed a modular range of cars to be derived from a single base unit. Continue reading “Viking Burial”
While motoring around last week I saw this car swing dramatically into a parking lot. So, I went and stalked it.
The owner was very pleased to tell me a little more about the car and I learned a little about its design history. It counts as one the great examples of a succesful facelift and, in my view, one of Giovanni Michelotti’s finest works among a quite rich collection from his portfolio. The most interesting insight of my little carpark chat was that if you Continue reading “A Consternating Hot Bath On The Landing”
In Simon’s introduction he mentions the original P6 Rover dashboard, and I think this merits more scrutiny. The P6 Rover ceased production in 1977, ending its life as a British Leyland product built in 2.2 and 3.5 litre forms, and viewed as a rather staid design with a latterly gained reputation for poor build quality. Continue reading “Theme : Dashboards – The Rover P6”
Is the end in view for the once ubiquitous 2 Litre?
I’ve never liked 4 cylinders. Part of me has always lusted after pistons and capacity. How I envy a fellow correspondent on these pages his 5.3 litre V12. The only diesel engine I’ve ever been attracted to is Volkswagen’s ludicrous 5 litre V10, which made a mockery of diesel’s assumed economy but where the sheer numbers almost overcome my antipathy to fuel oil. Despite all this, the puritan in me has shown restraint and, in fact, the most cylinders I’ve ever owned in one engine is six and the largest capacity 2.8 litres. But it’s not all size. I like less than 4 cylinders too. I have eternally fond memories of the Citroen Flat Twin and I’ve never been tempted by a Japanese 4 cylinder motorcycle, far preferring my V Twin. I got very excited by Fiat’s TwinAir engine and, despite getting the idea that the real-world consumption, and thus emissions, are less related to the paper ones than they might be, it remains an attractive proposition – if only they’d put it in a car I wanted. The truth is that I’m a 4 cylinder bigot. There are exceptions in my prejudice (obviously an old Alfa Twin cam, probably some Hondas and any flat four, even a Beetle’s, and a Lancia V4 though, very certainly, not a Ford V4) but, generally, four in a row and I don’t want to know.