View source for Engineering:Rover P4

{{Short description|British mid-size luxury cars made 1949–64}}
{{Infobox automobile
| name = Rover P4 series
| image = Rover 90 registered April 1956 2638cc.jpg
| caption = Rover 90, 1956 Model
| manufacturer = The Rover Co. Ltd.
| production = 1949–1964<br />130,312 units
| successor = [[Engineering:Rover P5|Rover P5]] (concurrent from 1958)<br />[[Engineering:Rover P6|Rover P6]]
| predecessor = [[Engineering:Rover P3|Rover P3]]
| body_style = 4-door saloon
| class = [[Engineering:Mid-size car|Mid-size]] [[Engineering:Luxury car|luxury car]]
| layout = FR layout
| wheelbase = {{convert|111|in|mm|0|abbr=on}}<ref name=BritishCars>{{cite book |last=Culshaw |author2=Horrobin  |title=Complete Catalogue of British Cars |year=1974 |publisher=Macmillan |isbn=0-333-16689-2}}</ref>
| width = {{convert|65.6|in|mm|0|abbr=on}}<ref name=Motor1954/>
| length = {{convert|178.25|in|mm|0|abbr=on}}<ref name=Motor1954/>
| height = {{convert|63.25|in|mm|0|abbr=on}}<ref name=Motor1954/>
| designer = Gordon Bashford
}}

The '''Rover P4''' series is a group of [[Engineering:Mid-size car|mid-size]] [[Engineering:Luxury car|luxury]] saloon [[Engineering:Car|car]]s produced by the [[Company:Rover Company|Rover Company]] from 1949 until 1964. They were designed by Gordon Bashford.

The P4 designation is factory terminology for this group of cars and was not in day-to-day use by ordinary owners who would have used the appropriate consumer designations for their models such as Rover 90 or Rover 100.

Production began in 1949 with the 6-cylinder 2.1-litre Rover 75. Four years later a 2-litre 4-cylinder Rover 60 was brought to the market to fit below the 75 and a 2.6-litre 6-cylinder Rover 90 to top the three-car range. Several variations followed.

These cars are very much part of British culture and became known as the 'Auntie' Rovers.<ref>"Denis Jenkinson, being totally impressed with the Rover... remarked that the car had tackled the torturous journey just as if going to Auntie's for tea. The term of endearment stuck and forever after the P4 has carried its 'Auntie' nickname." {{harv|Bobbitt|2007|p=36}}</ref> They were driven by royalty including Grace Kelly and King Hussein of Jordan whose first ever car was a 1952 75.

The P4 series was supplemented in September 1958 by a new conservatively shaped Rover 3-litre P5 but the P4 series stayed in production until 1964 and their replacement by the [[Engineering:Rover P6|Rover 2000]].

==Engineering==
The earlier cars used a Rover engine from the 1948 [[Engineering:Rover P3|Rover 75]]<!--- which had, like its contemporary [[Engineering:Rolls-Royce Silver Dawn|Rolls-Royce Silver Dawn]], overhead valves for inlet and side valves for [[Engineering:Exhaust manifold|exhaust]]-->.  A four-speed [[Engineering:Manual transmission|manual transmission]] was used with a column-mounted gear change at first and floor-mounted unit from September 1953. At first the gearbox only had synchromesh on third and top but it was added to second gear as well in 1953. A [[Engineering:Freewheel|freewheel]] clutch, a traditional Rover feature, was fitted to cars without overdrive until mid-1959,<ref name=Autocar196708>{{cite magazine| title =Used cars on test: 1963 Rover 110|magazine=Autocar | volume = 127 (nbr 3732)| pages =36–37 |date = 24 August 1967}}</ref> when it was removed from the specifications, shortly before the London Motor Show in October that year.

The cars had a separate chassis with independent suspension by coil springs at the front and a live axle with half-elliptical leaf springs at the rear. The brakes on early cars were operated by a hybrid hydro-mechanical system but became fully hydraulic in 1950.  Girling disc brakes replaced drums at the front from October 1959.

The complete body shells were made by the Pressed Steel company and featured aluminium/magnesium alloy ([[Chemistry:Birmabright|Birmabright]]) doors, boot lid and bonnets. If the handle was not used to close them they were easily dented so for the final 95/110 models steel was used instead. The P4 series was one of the last UK cars to incorporate rear-hinged [[Engineering:Suicide door|"suicide" doors]].
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==Rover 75==
{{Infobox automobile
| name        = Rover 75
| image       = Rover 75 aka Cyclops ca 1952.jpg
| caption     = 75 with central headlight<br />registered December 1950
| production  = * 33,267 produced 1949-1954
* 9.974 produced 1955-1959
| successor   = * Rover 80 (see below)
* Rover 100 (see below)
| predecessor = [[Engineering:Rover P3|Rover 75 (P3)]]
| engine      = {{ubl | 2103&nbsp;cc IOE engine [[Engineering:Straight-six engine|I6]] | 2230&nbsp;cc IOE engine I6 }}
| body_style = 4-door saloon
| wheelbase  = 110"<ref name="oldcarmanualproject1949">http://storm.oldcarmanualproject.com/rover/1949/R%20pp06%20back.jpg {{Bare URL image|date=March 2022}}</ref>
| length     = 171.25"<ref name="oldcarmanualproject1949"/>
}}
[[File:Rover 75 Tickford (1950) (9679752087).jpg|thumb|Tickford drophead coupé<br />registered July 1951]]

Announced by Managing Director Spencer Wilks on 23 September 1949 the new Rover 75, then the only Rover in production, was first displayed at the opening day of the Earls Court Motor Show on 28 September 1949.  It featured unusual modern styling in stark contrast with the outdated [[Engineering:Rover P3|Rover 75 (P3)]] it replaced. Gone were the traditional radiator, separate headlamps and external running boards. In their place were a chromium grille, recessed headlamps and a streamlined body the whole width of the chassis. A steering column-mounted gear lever was fitted.<ref name=TT51494>New Rover Car. TRADITIONAL FEATURES ABANDONED. ''The Times'', Friday, Sep 23, 1949; pg. 2; Issue 51494</ref>

The car's styling was derived from the then controversial 1947 Studebakers. The Rover executives purchased two such vehicles and fitted the body from one of them to a prototype P4 chassis to create a development mule. James Taylor's book 'Rover P4 – The Complete Story' says that this vehicle was affectionately known as the 'Roverbaker' hybrid.

Malcolm Bobbit states "The P4 set the seal on the future with a vengeance. Rover defied its critics with the P4's new look and to get some idea of the shock of the new, consider some of its rivals . . . astonishment at the P4's courageous styling."<ref>{{citation | page = 28 | first = Malcolm | last = Bobbit | title = Rover P4 | location = Dorchester, UK | publisher = Veloce | date = 2002 | isbn = 9781903706572 }}</ref> The P3 had almost no boot at all yet that had been considered rather more than adequate. The new car's bonnet-like extension to its rear was ridiculed; the driver sat well forward looking out over a relatively short bonnet and the rear wheels were set well back behind the back seat. All the new car's proportions were different from all the other new cars.<ref name=TT51494/>

Another distinctive feature of the Rover 75 was the centrally mounted light in the grille, where most other manufacturers of good quality cars provided a pair{{snd}}one fog and one driving light{{snd}}often separately mounted behind the bumper. Known as the "[[Biology:Cyclops|Cyclops]] eye", this did not catch on and was discontinued in the new grille announced on 23 October 1952.{{citation needed|date=March 2019}}

Power came from a more powerful version of the previous model's 2.1&nbsp;L (2103&nbsp;cc/128&nbsp;in³) Rover IOE straight-6 engine now with chromium-plated cylinder bores, an aluminium cylinder head with built-in induction manifold and a pair of horizontal instead of downdraught carburetters.  A four-speed [[Engineering:Manual transmission|manual transmission]] was used with a column-mounted gear lever<ref name=TT51494/> which was replaced by a floor-mounted mechanism in September 1953.<ref name=TT52735>New Rover Cars –  Return of the central gear change. ''The Times'', Thursday, Sep 24, 1953; pg. 9; Issue 52735</ref>

A car tested by ''The Motor'' magazine in 1949 had a top speed of {{convert|83.5|mph|km/h|abbr=on}} and could accelerate from 0–{{convert|60|mph|km/h|abbr=on}} in 21.6 seconds. A fuel consumption of {{convert|27.8|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1106 including taxes.<ref name=Motor1949>{{cite magazine |title=The Rover 75 saloon Road Test |magazine=The Motor |year=1949}}</ref> The turning circle was {{convert|37|ft|m}}.<ref name="oldcarmanualproject1949"/>

===Road & Track===
". . . and I honestly believe (barring the Rolls-Royce) that there is no finer car built in the world today." Bob Dearborn, Tester Road & Track. Road test no. F-4-52, August 1952.<ref>''The Times'', Thursday, Oct 23, 1952; pg. 5; Issue 52450</ref>
<gallery>
Rover 1075 MkI head.jpg|"Cyclops" (1949–1952)
Rover 75 2-Door Saloon 1952.jpg|Revised grille (1952)
1950 Rover 75 (P4) Heritage Motor Centre, Gaydon.jpg|Controversial "Ducktail" (1949–1954)
Rover 75 Tickford Drophead (1950) (15391823556).jpg|Drophead by Tickford (1950)
</gallery>

===Broader range===
[[File:Rover P4 DM-45-59 pic8.JPG|thumb|The complex linkage of the central gearlever and by the driver's right knee the shepherd's crook handbrake]]
[[File:Rover P4 (6369017051).jpg|thumb|Top mounted side lights]]
After four years of the one model policy Rover returned to a range of the one car but three different sized engines. In September 1953 it announced it would supply a four-cylinder Rover 60 and a 2.6-litre Rover 90 adding them to the 75's 2.1-litre six. Rover's stated intention was "to cater for a wider field of motorists who require a quality car with varying degrees of economical running costs and performance".<ref name=TT52735/>

On the same day there were modifications announced which were accordingly shared by all three:
* a curved central gear change lever. This was Rover's response to the dislike of many motorists for the steering column gear change with its complex linkages. The shape of the new lever still allowed three people to make use of the front bench seat.
* parking lights were mounted on top of the front mudguards, the disused apertures below were used for reflectors –  and later for traffic indicators.<ref name=TT52735/>

Rover also announced an all-round reduction in Rover and Land-Rover prices.<ref name=TT52735/> This was a response to a slump in both home and export sales of all British cars.<ref>The Rover Company Limited.''The Times'', Monday, Dec 14, 1953; pg. 13; Issue 52804.</ref><br />
The ''{{convert|2.103|L|cuin}}'' IOE engine continued. 
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===New engine===
The Rover 75 engine was enlarged in October 1954 to a 2.2&nbsp;L (2230&nbsp;cc/136&nbsp;in³) version of the IOE engine.<ref name=TT53056/>

===Bigger boot===
[[File:Rover 1075 MkII frontg.jpg|thumb|Big boot, big back window,<br />no flapping trafficators]]
An updated body for all Rovers was announced on 7 October 1954<ref name=TT53056>Rover Changes. New Cars At Paris Motor Show. ''The Times'', Thursday, Oct 07, 1954; pg. 6; Issue 53056</ref> with major styling changes by David Bache
* the boot was substantially enlarged by raising the car's hindquarters
* a broad three-piece wraparound rear window was provided
* flashing orange direction indicator lights positioned at the front where there had been reflectors and in the redesigned rear light clusters replaced trafficators in the door pillars.<ref name=TT53056/>

At the same time Rover's chairman revealed a new factory was being built to double Land-Rover production.<ref name=TT53056/>

===Separate chairs===
In September 1955 the choice of a different style of front seat, two individual seats independently adjustable, was made available on all three cars at extra cost.<ref name=TT53331>Price Increase By Two Car Firms, New programmes for Rootes and Rover. ''The Times'', Wednesday, Sep 21, 1955; pg. 5; Issue 53331</ref>

===Revised front mudguards===
The line of the front mudguards "which", said The Times, "previously gave the car a somewhat blunt appearance" was rearranged with the side lamps and flashing indicators in different positions. A small chrome reflector on the headlamp rim allowed the driver to know the side lights were functioning. Overdrive was made an option. These amendments were announced on 11 September 1956.<ref name=TT53633>Rover changes. ''The Times'', Tuesday, Sep 11, 1956; pg. 11; Issue 53633</ref>
[[File:Rover P4 DM-45-59 pic7.JPG|thumb|New front mudguards]]
<gallery>
Rover P4 DM-45-59 pic6.JPG|bigger boot
Rover P4 DM-45-59 pic4.JPG|three-piece rear window
</gallery>

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==Rover 60==
{{Infobox automobile
| name        = Rover 60
| image       = Rover 60 saloon 1958 (7995225612).jpg
| caption     = registered October 1958
| production  = 1953–1959<br />9,666 produced<ref name=AZ1945/>
| successor   = Rover 80 (see below)
| predecessor = 
| engine      = 2.0&nbsp;L Rover IOE engine I4
| body_style = 4-door saloon
}}
The Rover 60 was announced on 24 September 1953 to add a more economical four-cylinder engine to Rover's range though leaving trim and equipment the same as the 75 and the new Rover 90 announced at the same time. Rover's idiosyncratic central gear change lever designed to allow three-abreast seating in front was used for this new car.<ref name=TT52735/>  Its 2.0&nbsp;L (1997&nbsp;cc/121&nbsp;in³) {{convert|60|bhp|abbr=on}} engine had been used in the early [[Company:Land Rover|Land Rover]] though it now had modifications including an SU carburettor.  As the block was shorter than that of the 6-cylinder engine, it sat further back in the frame, and this is sometimes held to have resulted in better handling and compensated for the lack of power. 
<gallery>
Rover P4 (4416910401).jpg|original
Rover 60 1958 (5813138886).jpg|bigger boot
Rover 60 saloon 1958 (7995226062).jpg
</gallery>
The Rover 60 shared with the Rover 75 and Rover 90 the October 1954 modifications: a bigger boot, wide rear window and flashing directions indicators all announced at the Paris Motor Show.<ref name=TT53056/> Independently adjustable separate front seats were made available at extra cost from September 1955.<ref name=TT53331/>

In the same way Rover 60 buyers were given the choice of a different style of front seat, two individual seats independently adjustable, available at extra cost from September 1955.<ref name=TT53331/>

Similarly in September 1956 the shape of the front mudguards was rearranged with the side lamps and flashing indicators in different positions. A small chrome reflector on the headlamp rim allowed the driver to know the side lights were functioning. Overdrive was made an option.<ref name=TT53633/>

In their test of the Sixty in 1954 ''The Motor'' magazine recorded a top speed of {{convert|76.0|mph|km/h|abbr=on}} and acceleration from 0–{{convert|60|mph|km/h|abbr=on}} of 26.5&nbsp;seconds. A fuel consumption of {{convert|25.8|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1162 including taxes.<ref name=Motor1954>{{cite magazine |title=The Rover 60 saloon |magazine=The Motor |date=January 20, 1954}}</ref>

The Rover 60 was replaced by the Rover 80 which used an updated version of the overhead-valve 2286&nbsp;cc (138 in³) four used in the Land Rover of that time. The Rover 80 was announced on 24 October 1959.
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==Rover 90==
{{Infobox automobile
| name        = Rover 90
| image       = Rover P4 90 Saloon.jpg
| caption     = 1955 Rover 90 from Australia
| production  = 1953–1959<br />35,903 produced
| successor   = Rover 100 (see below)
| predecessor = 
| engine      = 2638&nbsp;cc IOE [[Engineering:Straight-six engine|I6]]
| body_style = 4-door saloon
}}

The top-end Rover 90 appeared with a much larger more powerful {{Convert|2.6|L|cuin|abbr=on}} inline-six at the same time, 24 September 1953 as the four-cylinder Rover 60 was introduced. Rover's idiosyncratic central gear change lever designed to allow three-abreast seating in front was used for this new car.<ref name=TT52735/> This engine produced 90&nbsp;hp (67&nbsp;kW) and could propel the car to reach 90&nbsp;mph (145&nbsp;km/h). It has a cast-iron block with an aluminium alloy head, a bore and stroke of {{convert|73.025|mm|in|1|abbr=on}} by {{Convert|105|mm|in|1|abbr=on}} and a 6.73:1 compression ratio. This was upped to 7.5:1 in 1956.

Rover's stated intention was to cater for a wider field of motorists requiring varying degrees of performance and running costs.<ref name=TT52735/>

The Rover 90 shared with the Rover 60 and Rover 75 the October 1954 modifications: a bigger boot, wide rear window and flashing directions indicators all announced at the Paris Motor Show.<ref name=TT53056/>

The 1956 model was launched in September 1955.  Independently adjustable separate front seats were made available at extra cost and at the same time the engine's compression ratio was increased from 6.73:1 to 7.5:1, lifting power by 3 horsepower to 93.  Free-wheel was dropped and Laycock de Normanville electric overdrive made available. More sensitive power brakes were provided of a redesigned pattern.<ref name=TT53331/>  The recesses in the 'B' pillars that previously housed the trafficators in pre-1955  models were deleted in this update.  Pleats were added to the seats, this treatment continued on subsequent P4 models.{{citation needed|date=August 2015}}

In September 1956 the shape of the front mudguards was rearranged with the side lamps and flashing indicators in different positions. A small chrome reflector on the headlamp rim allowed the driver to know the side lights were functioning.<ref name=TT53633/>

Testing the Ninety in 1954 ''The Motor'' magazine recorded a top speed of {{convert|90.0|mph|km/h|abbr=on}} and acceleration from 0–{{convert|60|mph|km/h|abbr=on}} of 18.9 seconds. A fuel consumption of {{convert|20.3|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1297 including taxes.<ref name=Motor1954-90>{{cite magazine |title=The Rover 90 saloon |magazine=The Motor |date=7 July 1954}}</ref>

A road test of a Ninety published in ''MotorSport'' magazine in September 1956 described the engine as virtually inaudible when idling but the steering was "spongy and heavy" and "the roll when cornering was considerable" nevertheless, reported ''MotorSport'', firm suspension caused "very appreciable column shake and body judder".<ref>One of Britain's Finest Cars — The Rover 90. ''MotorSport'', page 46, September 1956</ref>
<gallery>
Rover 90 4-Door Saloon 1954.jpg|early car with trafficators and reflectors
MHV Rover P4 90 04.jpg|big boot and flashing direction indicators
File:Rover P4 Pininfarina Convertible (11031693646).jpg|drophead coupé by Pininfarina
</gallery>
When it was replaced by the Rover 100 in October 1959, 35,903 had been produced, making the Rover 90 the most popular car of the P4 series.
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==Rover 105R, 105S & 105==
{{Infobox automobile
| name        = Rover 105R/105S
| image       = File:Rover P4 (3572541355).jpg
| caption     = Rover 105<br />registered February 1959
| production  = 1956–1959<br />10,781 produced<ref name=AZ1945/>
| successor   = Rover 100 (see below)
| predecessor = None, new upscale variant
| engine      = 2638&nbsp;cc IOE [[Engineering:Straight-six engine|I6]]
| body_style = 4-door saloon
}}

Announced on 16 October 1956,<ref name=TT53663>Earls Court Comparisons. 100mph Rovers, ''The Times'', Tuesday, Oct 16, 1956; pg. 15; Issue 53663</ref> the 105R and 105S used a high-output, 8.5:1 compression version of the ''{{Convert|2.6|L|cuin|abbr=on}}'' engine used in the 90. The higher compression was to take advantage of the higher octane fuel that had become widely available. This twin-SU carburettor engine produced 108&nbsp;hp (80&nbsp;kW).<ref name=TT53663/><ref name=Motor1957 /> Both 105 models also featured the exterior changes of the rest of the range announced a month earlier. The 105S featured separate front seats, a cigar lighter, chromed wheel trim rings and twin Lucas SFT 576 spotlamps. To minimise the cost of the 105R, these additional items were not standard; however, they were provided on the (higher priced) 105R De Luxe.

The 105R featured a "Roverdrive" [[Engineering:Automatic transmission|automatic transmission]].  This unit was designed and built by Rover and at the time was the only British-built automatic transmission. Others had bought in units from American manufacturers such as Borg-Warner. This unit was actually a two-speed automatic (Emergency Low which can be selected manually and Drive) with an [[Engineering:Overdrive (mechanics)|overdrive]] unit for a total of three forward gears. The 105S made do with a [[Engineering:Manual transmission|manual transmission]] and Laycock de Normanville overdrive incorporating a kick-down control.<ref name=TT53663/> The 105S could reach a top speed of 101&nbsp;mph (163&nbsp;km).

''The Motor'' magazine tested a 105R de luxe in 1957 and found it to have a top speed of {{convert|93.9|mph}} and acceleration from 0–{{convert|60|mph}} of 23.1 seconds. A fuel consumption of {{convert|23.6|mpgimp}} was recorded. The test car cost £1696 including taxes of £566.<ref name=Motor1957>{{cite magazine |title=The Rover 105R de luxe |magazine=The Motor |date=13 February 1957}}</ref>

Production of the 105 line ended in 1958 for the 105R and 1959 for the manual transmission 105S, 10,781 had been produced, two-thirds with the manual transmission option. For 1959 the manual model was described simply as a 105 and the trim and accessory level was reduced to match the other models.

When the Rover 100 was announced in October 1959 it was described as the replacement for the Rover 90 and the Rover 105.<ref>Rover. Cars for 1960. ''The Times'', Wednesday, Oct 21, 1959; pg. 7; Issue 54597</ref>
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==Rover 80==
{{Infobox automobile
| name        = Rover 80
| image       = Rover 80 built 1960.jpg
| caption     = registered May 1962
| production  = 1959–1962<br />5,900 produced<ref name=AZ1945>{{cite book |last1=Sedgwick |first1=M. |last2=Gillies |first2=M. |title=A-Z of Cars 1945-1970 |year=1986 |publisher=Bay View Books |isbn=1-870979-39-7}}</ref>
| successor   = Rover 95 (see below)
| predecessor = Rover 60
| engine      = ''{{Convert|2.3|L|cuin}}'' Rover I4
| body_style = 4-door saloon
}}
The [[Engineering:Rover P5|3-litre P5 car]]  introduced in September 1958 was in full production and the obsolescent P4 range was reduced to just two cars, this new four-cylinder 80, announced on 24 October 1959 and the Rover 100 announced at the same time. The 80 engine was a new [[Engineering:Land Rover engines#2.25-litre petrol .28Engine Codes 10H.2C 11H and 13H.29|Land Rover]]-derived straight-four overhead-valve engine displacing ''{{Convert|2.3|L|cuin}}'', entirely different from the units used in all the other models.  With 80&nbsp;hp (59&nbsp;kW) available, the car could top 85&nbsp;mph (137&nbsp;km/h).  Girling {{convert|10.8|in}} vacuum servo-assisted [[Engineering:Disc brake|disc brake]]s at the front were new, and the car used wider tyres and had updated styling. Overdrive, operating on top gear only, was standard on the four-speed transmission. Options included a radio, two tone paint schemes, and either a bench or individual front seats. These options also apply to the 100 (see below).

The four-cylinder cars were never popular, and just 5,900 had been built when, after 3 years, production ended. Its place was taken by the new Rover 95 announced in September 1962.

''The Motor'' magazine tested an 80 in 1961 and recorded a top speed of {{convert|82.9|mph}} and acceleration from 0–{{convert|60|mph}} of 22.4 seconds. A fuel consumption of {{convert|23.5|mpgimp}} was found. The test car cost £1396 including taxes of £411.<ref name=Motor1961>{{cite magazine |title=The Rover 80 |magazine=The Motor |date=1 March 1961}}</ref>
<gallery>
File:Rover_1080_front.jpg|Rover 80
File:Beijing-Paris Car 03.jpg|Rover 80 at the 2007 Peking to Paris race
</gallery>
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==Rover 100==
{{Infobox automobile
| name        = Rover 100
| image       = Rover P4 (7070932821).jpg
| caption     = registered November 1959
| production  = 1959–1962<br />16,521 produced<ref name=AZ1945/>
| successor   = Rover 110 (see below)
| predecessor = * Rover 90
* Rover 105
| engine      = 2625&nbsp;cc IOE [[Engineering:Straight-six engine|I6]]
| body_style = 4-door saloon
}}
The Rover 90 and Rover 105 were replaced by the more powerful 100 announced on 21 October 1959. Its new 7-bearing but similar {{Convert|2.6|L|cuin}} IOE straight-6 engine was a short-stroke version of the [[Engineering:Rover P5|P5]] 3-Litre unit.<ref name=TT54597>Rover. ''The Times''. 21 October 1959 issue 54597 page 7</ref> The 100 could reach 100&nbsp;mph (161&nbsp;km/h).

The interior was described as luxurious, with wood and leather accents on traditional English car elements.  A bench front seat or individual front seats could be ordered. A heater was a standard fitting. Overdrive, on top gear only, was a standard fitting.<ref>{{cite news |url=https://news.google.co.uk/newspapers?id=1PljAAAAIBAJ&pg=PA12&dq=rover+100+luxurious&article_id=4595,7486748 |title=Rober 100 Is Superior, Lively |newspaper=The Sydney Morning Herald |date=21 November 1960 |access-date=5 October 2021}}</ref> Like the smaller 80 version, the 100 was fitted with servo-assisted Girling disc brakes at the front, keeping drum brakes at the rear.<ref name=TT54597/>

Production ended in 1962, by which time 16,521 had been produced.

Testing the 100 in 1960, ''The Motor'' magazine recorded a top speed of {{convert|92.1|mph}}, acceleration from 0–{{convert|60|mph}} of 17.6&nbsp;seconds and a fuel consumption of {{convert|23.9|mpgimp}}. The test car cost £1538 including taxes.<ref name=Motor1960>{{cite magazine |title=The Rover 100 |magazine=The Motor |date=24 February 1960}}</ref>
<gallery>
Rover 1100 frontg.jpg
Rover P4-100 1961 2.jpg
</gallery>
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==Rover 95 and Rover 110==
{{Infobox automobile
| name        = Rover 95<br />Rover 110
| image       = Rover 95 saloon 1963 (9432240796).jpg
| caption     = 95 registered April 1963
| production  = 1962–1964<br />3,680 (95) & 4,620 (110) produced<ref name=AZ1945/>
| successor   = [[Engineering:Rover P6|Rover 2000]]
| predecessor = *Rover 80
*Rover 100
| engine      = 2625&nbsp;cc IOE [[Engineering:Straight-six engine|I6]]
| body_style = 4-door saloon
}}
The final members of the series were the 95 and 110. The Rover 95 was a Rover 100 regeared for economy and offered at the price level of the four-cylinder Rover 80 it replaced. The Rover 110 was a Rover 100 with a more powerful engine.<ref>Rover, ''The Times'', Thursday,  Sep 27, 1962; pg. 7; Issue 55507.</ref> Announced on 27 September 1962, these cars represented the end of an era.  They were fitted with not alloy but steel door panels to reduce cost. Their very full equipment included electric windscreen washers.  Although the Roverdrive automatic had been put to rest, overdrive was standard on the 110. The 95 made do with a higher ratio final drive (3.9:1).

Both cars used the same ''{{Convert|2.6|L|cuin}}'' version of the IOE engine.  The wider availability of higher octane fuels permitted an increase in the compression ratio to 8.8:1, and the old unit now produced 123&nbsp;hp (91&nbsp;kW) in 110 guise,<ref name=Autocar196708/> which used a Weslake cylinder head, and 102&nbsp;hp (76&nbsp;kW) in the 95.

The Motor magazine road tested, ref 2/64, a Rover 110 on 30 January 1963. This car achieved a mean maximum of 100.0&nbsp;mph, 0-60&nbsp;mph in 15.9&nbsp;seconds and the standing quarter mile in 20.6&nbsp;seconds. This was the fastest P4 model tested in the series by The Motor.

<gallery widths="205px" heights="135px">
Rover 110 side view.jpg|110 in profile
Rover 110.JPG|110
1963 Rover 110 (P4) in Black, rear left (Hershey 2019).jpg|Rear view of LHD 110 (1963)
Rover P4 (10275771995).jpg|95, registered February 1964
</gallery>
After a successful run of some 15 years, the Rover 95 and Rover 110 were eventually replaced by Rover's wholly new [[Engineering:Rover P6|Rover 2000]] announced on 9 October 1963<ref>Rover 2000 goes for the unconventional, ''The Times'', Wednesday, Oct 09, 1963; pg. 17; Issue 55827</ref> The last P4, a 2.6 litre 95 model, rolled off the production line in May 1964 and is owned by a UK enthusiast.

==Gas turbine cars==
[[File:Rover.jet1.jpg|thumb|Rover JET 1 gas turbine car, on display at the Science Museum, London]]
The P4 platform was used in Rover's [[Engineering:Gas turbine|gas turbine]] programme, most notably as the origin of the JET 1 prototype shown to the public in the United Kingdom{{Sfn|Bobbitt|2007|p=76}} and United States in 1950{{Sfn|Bobbitt|2007|pp=82, 84}} and subjected to speed tests on the Jabbeke highway in Belgium in 1952.{{Sfn|Bobbitt|2007|p=86}} JET 1, a [[Engineering:Mid-engine design|mid-engine]] [[Engineering:Roadster (automobile)|two-seat open tourer]], was based on the P4 bodyshell.{{Sfn|Bobbitt|2007|p=76}} The original JET 1 is on display in the Science Museum, London.

Two further prototypes powered by gas turbine were based on the P4. The T2 had a four-door body and its gas turbine under the bonnet at the front of the car.{{Sfn|Bobbitt|2007|pp=88–90}} Problems with the T2 caused Rover to abandon the front-engine concept and rebuild the car, redesignated T2A, with the turbine over the rear wheels.{{Sfn|Bobbitt|2007|pp=88–91}}
{{Clear}}

==References==
{{Reflist|30em}}

*{{cite book |last= Bobbitt|first= Malcolm|year= 2007|orig-year= 1994|chapter= III &ndash; Gas-Turbines and the Jet Era|chapter-url= {{Google books|1sR68p5zDdsC|Rover P4 Series|page=71|plainurl=yes}}|title= Rover P4 Series|url  ={{Google books|1sR68p5zDdsC|Rover P4 Series|plainurl=yes}}|edition= revised|location= Dorchester, UK|publisher= Veloce Publishing |isbn= 978-1-903706-57-2|accessdate= 17 October 2014}}

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[[Category:Rear-wheel-drive vehicles]]
[[Category:Mid-size cars]]
[[Category:Luxury vehicles]]
[[Category:Sedans]]

{{Sourceattribution|Rover P4}}