184 Rover ECV 3-1 Prototype (1981)
Rover ECV 3-1 Prototype (1981) Engine 1113cc S3
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
When Michael Edwardes BL there were many pressing issues to address the most pressing were the labour relations, which were reducing the company to a laughing stock and the urgent need for new model developement. within the company needed reform, which was pressed through very quickly – culminating in the sacking of Derek ‘Red Robbo’ Robinson. The second issue was the setting up of BL Technology, bringing the randdom research and developement departments together at a new facility at Gaydon under the leadership of Spen King.
The first concept car masterminded by Spen King made its appearance entitled ECV2 (ECV standing for Energy Conservation Vehicle) made its appearance a running prototype for aerodynamic and running gear research the car was not intended as a future production car but had fuel economy as its number one goal. Based on the ADO88 it acted purely as a running prototype for aerodynamic and running gear research its headline figure proved sensational for the day with consumption figures measured at 100mpg at 30mph and, more realistically, over 60mpg at 60mph and 55mpg on the combined ECE dynamometer cycle accompanied by a statement from King stating that BL cars should be performing to these standards by the end of the 1980s.
In the next phase of developement ECV3, developement not only focused on fuel efficiency but in making the car ultra-aerodynamic and exceptionally light – and its three-cylinder engine would be matched up to a Borg-Warner CVT transmission system.. n December 1982, BL Technology revealed ECV3 to the press. nd, like its predecessor, it was made very clear that it would not be going into production, but would merely act as a mobile test-bed for new ideas and engineering concepts. Designed to Alec Issigonis principles of the maximum amount of interior space for minimum external size the car offered more legroom than the two foot longer Ford Sierra. Was capable of a top speed of 114mph had fuel consumption figures of 133mpg at 30mph, 81mpg at 56 mph and 61mpg at 75mph.Aerodynamics played a big part in this – its co-efficient was 0.24 and its weight was also phenomenally low at 664kg. The 1113cc three-cylinder engine used in the ECV3 was unusual for being a single-cam, four-valve per cylinder design of 70bhp. Like the Rover P6 the ECV3’s body involved a load-bearing ‘baseframe’, to which unstressed panels were attached. n this instance, the baseframe was made of aluminium and the panels were all plastic, contributing to the car’s low overall weight. In fact, the body-in-white weighed a mere 138kg, roughly half that of a contemporary steel monocoque Overall, an exceptionally efficient package. lessons learned in the engine design were used in the K-Series engine,
But Kings original goals of lighter more efficient aerodynamic future cars were somewhat thwarted by a growing legistlative push towards increasing passive safety regulations that demanded more and more secondary safety equipment.and their resultant weight. Also at the time of the ECV conception the risk of an impending energy crisis had diminished meaning focus that the focus turned from weight saving to increasing the efficiency of engines and aerodynamics to attain higher levels of refinement and performance.
Many thanks for a Supersonic
53,511.484 views
Shot 29.05.2016 at Gaydon Motor Museum, Transport Show REF 119-184
184 Rover ECV 3-1 Prototype (1981)
Rover ECV 3-1 Prototype (1981) Engine 1113cc S3
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
When Michael Edwardes BL there were many pressing issues to address the most pressing were the labour relations, which were reducing the company to a laughing stock and the urgent need for new model developement. within the company needed reform, which was pressed through very quickly – culminating in the sacking of Derek ‘Red Robbo’ Robinson. The second issue was the setting up of BL Technology, bringing the randdom research and developement departments together at a new facility at Gaydon under the leadership of Spen King.
The first concept car masterminded by Spen King made its appearance entitled ECV2 (ECV standing for Energy Conservation Vehicle) made its appearance a running prototype for aerodynamic and running gear research the car was not intended as a future production car but had fuel economy as its number one goal. Based on the ADO88 it acted purely as a running prototype for aerodynamic and running gear research its headline figure proved sensational for the day with consumption figures measured at 100mpg at 30mph and, more realistically, over 60mpg at 60mph and 55mpg on the combined ECE dynamometer cycle accompanied by a statement from King stating that BL cars should be performing to these standards by the end of the 1980s.
In the next phase of developement ECV3, developement not only focused on fuel efficiency but in making the car ultra-aerodynamic and exceptionally light – and its three-cylinder engine would be matched up to a Borg-Warner CVT transmission system.. n December 1982, BL Technology revealed ECV3 to the press. nd, like its predecessor, it was made very clear that it would not be going into production, but would merely act as a mobile test-bed for new ideas and engineering concepts. Designed to Alec Issigonis principles of the maximum amount of interior space for minimum external size the car offered more legroom than the two foot longer Ford Sierra. Was capable of a top speed of 114mph had fuel consumption figures of 133mpg at 30mph, 81mpg at 56 mph and 61mpg at 75mph.Aerodynamics played a big part in this – its co-efficient was 0.24 and its weight was also phenomenally low at 664kg. The 1113cc three-cylinder engine used in the ECV3 was unusual for being a single-cam, four-valve per cylinder design of 70bhp. Like the Rover P6 the ECV3’s body involved a load-bearing ‘baseframe’, to which unstressed panels were attached. n this instance, the baseframe was made of aluminium and the panels were all plastic, contributing to the car’s low overall weight. In fact, the body-in-white weighed a mere 138kg, roughly half that of a contemporary steel monocoque Overall, an exceptionally efficient package. lessons learned in the engine design were used in the K-Series engine,
But Kings original goals of lighter more efficient aerodynamic future cars were somewhat thwarted by a growing legistlative push towards increasing passive safety regulations that demanded more and more secondary safety equipment.and their resultant weight. Also at the time of the ECV conception the risk of an impending energy crisis had diminished meaning focus that the focus turned from weight saving to increasing the efficiency of engines and aerodynamics to attain higher levels of refinement and performance.
Many thanks for a Supersonic
53,511.484 views
Shot 29.05.2016 at Gaydon Motor Museum, Transport Show REF 119-184