Miguel Sánchez
During the sixties Rover lived an interesting golden age. Not surprisingly, the SUV Land Rover had been recording a stupendous sales rate for the previous decade. In addition, payments from foreign factories where it was manufactured under license -such as Santana from Jaén- provided even more relief to the British company. This way, Rover technicians were able to calmly develop upgrades for the P5 and P6 sedans. Likewise, that climate of optimism made us think of a complete renewal of the range for the following decade.
The latter based on two prototypes. Both with the increase in performance and the groundbreaking appearance presiding over the design fundamentals. Thus, while the P8 was conceived as a powerful and modern saloon with which to replace the classicist P5, the P6BS was raised with the aim of covering a sports segment unknown to Rover. Regarding the master lines, the designer David Bache had creative freedom when it came to presenting bodies that were radically opposed to the markedly British style prevailing in the brand.
In fact, while the P8 bore a curious resemblance to the H project led by Peugeot and Renault, the P6BS had a two-seater scheme and a central-rear engine in a transverse position. What's more, it was slightly tilted to make a hole and counterweight for the gearbox. Just in the same shape and size as some Group B like the Peugeot 205 T16 almost two decades later. In addition, regarding the mechanics both prototypes shared the same V8 block from Buick. Acquired in 1967 from General Motors, Rover had tuned it to 3,5 liters for use as a powertrain in its new top-of-the-range.
However, the development of the P8 and P6BS was thwarted very early. Specifically only one year after starting the first sketches. And it is that, around 1968, Rover joined Jaguar in the industrial conglomerate formed by British Leyland. A fatal blow for the David Bache prototypes because, after all, they represented a clear internal competition with respect to models produced by other brands of the group. A struggle in which, obviously, he won to keep Jaguar safe within its established commercial niches.
In this way, while some echoes of the P8 were heard in the 1 SD1976, no influence remained from the P6BS. What's more, until the 1995s, no British manufacturer launched to resume the possibility of mass-producing a mid-rear-engined sports car. A streak only broken by the 5 MG F created under the influence of the successful Mazda MX-XNUMX. However, although the leap into the future interpreted by those designs ended on deaf ears, Rover did know how to take advantage of the newly acquired V8 engine in America. In fact, during that same 1967 he applied it to one of his most remembered serial models. The Rover P5B 3.5.
ROVER P5B 3.5, POWER IN A SILK GLOVE
Normally, when we think of the mixture of a British chassis with an American V8 engine, the first thing that comes to mind is a high-performance roadster. However, that mix so typical of the sixties also produced other results. Results fully inserted in the English automobile tradition. offering power from low revs at the service of an exquisite softness inside a real room with wheels. That is to say, a sedan where horsepower yields to any really sporty whim in pursuit of comfort and efficiency.
However, before reaching the definition of the Rover P5B we should go through a few years of history. So things, the birth of the P5 saga occurred in 1958. Year in which the first generation of the same is launched on the market. Characterized, incidentally, by a monocoque body. The first in the history of the British house, designed by David Bache himself who, as we have seen, was launched just nine years later with non-canonical aesthetics. And it is that, from the first glance, the Rover P5 makes its claims clear: to be an English saloon in the most classic sense.
In addition, regarding the engine, an inline six-cylinder with almost three liters capable of delivering 115CV was incorporated. All this with automatic transmission and power steering in the extensive list of complementary offerings in the model range. Thus, It is not difficult to understand how the Rover P5 began to seduce the upper class and the ministries in order to be a representative vehicle for daily use. In fact, although its driving may be pleasant and detached thanks to the engine torque received from low revs, the truth is that this car was more enjoyable in the rear seats.
A place where, yes, the adverse effects of a primitive suspension with a rigid axle and leaf springs could be noticed. So things, in 1962 came the first update of the Rover P5 thanks to its second generation. Clearly a continuist in terms of mechanics, although, at the body level, it introduced the novelty of the coupe option. And no, it is not that a model with two doors was derived from the saloon. Absolutely. Far from it, this denomination was used for a version with the roof slightly reduced in height. Definitely a small change, but in truth, it achieved a much sharper and more dynamic overall appearance.
Thanks to this, the saloon was becoming more and more similar to the approach followed by the Jaguar MkII. Of course, in a lower step because, not in vain, the second generation Rover P5 yielded 129CV. Some 80CV less than those offered by the S-Type of 1963. The updated version of the MkII with a more advanced mechanical approach than that offered by the first versions of that Jaguar. By the way, largely considered the true forerunner of the later sports sedans so common in the transition from the eighties to the nineties.
In this way, the management of Rover began to be aware of the possibilities of its P5, presented as a kind of more affordable option to the Jaguar sedans. However, despite the 135CV produced by the third update presented in 1965 a new engine was needed with which to reach the long-awaited mix of elegance with plenty of power. At this point, the purchase from General Motors of the rights to a V8 from Buick came to solve the problem. In fact, that block with 3,5 liters was capable of delivering excellent torque from low revs.
With all this, in 1967 the Rover P5B was presented. The "B”, by the way, referring to Buick. Thanks to this the power rose to 160CV with 280 Nm at 2.600 revolutions per minute. In short, the P5 had become an even more comfortable sedan to drive, with an engine that had plenty of power without the need for a nervous gear at all. So things, In the new Rover, the already classic representative dignity of British sedans was mixed with a certain point of performance. especially interesting. All governed by a three-speed automatic transmission.
Thanks to these characteristics, the Rover P5B instantly became one of the favorite cars for British motorsport fans. Aware that, thanks to the singularity of being a kind of Jaguar MkII in the range of access, would gain prestige and prestige over time. In fact, only the integration of Rover into British Leyland - thus sharing a company with Jaguar - stopped the appearance of future developments. Just the same thing that, also protecting the interests of Jaguar, happened to the P8 and P6BS prototypes. In short, marketing usually governs the paths of engineering.
Photographs: Gallery Aaldering / rover
