636 Rover 3500S Ser.II P6 (1972)
Rover 3500 Ser.II P6 (1970-76) Engine 3528cc V8 OHV Production 19896 (+ 37700 3500 models)
Registration Number TPX 243 K
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
Designed by Spen King, Gordon Bashford and David Bache, the new Rover P6 represented a design aimed at appealing to a wider clientelle than the traditional Rover buyer.The design was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts,
The 3500 was launched in April 1968. Powered by a compact former Buick V8 of 3528cc, that had previously powered the Buick Special, Rover aquired the rights to the innovative aluminium engine which was modified firstly for use in the Rover P6B and the P6. The 3500 was produced alongside the Rover 2000, with the company claiming their new lightweight V8 weighed no more than the smaller capacity four cylinder engine. But propelled the new car to a top speed of 114mph as well as its 10.5-second acceleration time from 0–60 mph (impressive figures for the time). To accomodate the V8 engine in the engine bay the front suspension cross-member had to be relocated forward, while a more visible change was an extra air intake beneath the front bumper to accommodate the larger radiator. and the battery was shifted from under the bonnet to the boot. Externally apart from badging the two cars were largely the same, the 3500 being distinguished by a black vinyl covering on the C-pillar, though this later became a feature of the four cylinder cars. A 3-speed Borg Warner 35 automatic was the only transmission until the 1971 addition of a four-speed manual 3500S model, the S did not denote Sport but Syncromesh, despite the S being quicker.
The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation
Not sure about the bonnet duct on tthis car, it would appear to have the same purpose as the NADA triple nostril ducts, but the car would appear not to have wrap around bumpers of its American market cousins.
Many Thanks for a fan'dabi'dozi 26,065,600 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-636
636 Rover 3500S Ser.II P6 (1972)
Rover 3500 Ser.II P6 (1970-76) Engine 3528cc V8 OHV Production 19896 (+ 37700 3500 models)
Registration Number TPX 243 K
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
Designed by Spen King, Gordon Bashford and David Bache, the new Rover P6 represented a design aimed at appealing to a wider clientelle than the traditional Rover buyer.The design was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts,
The 3500 was launched in April 1968. Powered by a compact former Buick V8 of 3528cc, that had previously powered the Buick Special, Rover aquired the rights to the innovative aluminium engine which was modified firstly for use in the Rover P6B and the P6. The 3500 was produced alongside the Rover 2000, with the company claiming their new lightweight V8 weighed no more than the smaller capacity four cylinder engine. But propelled the new car to a top speed of 114mph as well as its 10.5-second acceleration time from 0–60 mph (impressive figures for the time). To accomodate the V8 engine in the engine bay the front suspension cross-member had to be relocated forward, while a more visible change was an extra air intake beneath the front bumper to accommodate the larger radiator. and the battery was shifted from under the bonnet to the boot. Externally apart from badging the two cars were largely the same, the 3500 being distinguished by a black vinyl covering on the C-pillar, though this later became a feature of the four cylinder cars. A 3-speed Borg Warner 35 automatic was the only transmission until the 1971 addition of a four-speed manual 3500S model, the S did not denote Sport but Syncromesh, despite the S being quicker.
The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation
Not sure about the bonnet duct on tthis car, it would appear to have the same purpose as the NADA triple nostril ducts, but the car would appear not to have wrap around bumpers of its American market cousins.
Many Thanks for a fan'dabi'dozi 26,065,600 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-636