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September 2017.Pub The magazine of the Rover Owners’ Club NSW and ACT September 2017 New South Wales and Australian Capital Territory. Proudly associated with: Council of Motor Clubs. Association of British Car Clubs. Council of ACT Motor Clubs Registered by Australia Post as Print Post Publication No. PP 255003/0141 Registered with the National Library of Australia. ISSN 2206-2963. 1 ' ඍඖඖඑඛඛ඘ඍඋඑඉඔඑජඍඛඑඖ ~5 ඗ඞඍකඋඔඉඛඛඑඋඛ ~/ ඉඖඌ5඗ඞඍක ~' එඛඋ඗ඞඍකඡ ~5 ඉඖඏඍ5඗ඞඍක * 0 ඗ඌඑඎඑඋඉගඑ඗ඖඛ * * ඍඖඍකඉඔකඍ඘ඉඑකඛ * 7කඑ඘඘කඍ඘ඉකඉගඑ඗ඖ * 5 7$කඍඏඑඛගකඉගඑ඗ඖඑඖඛ඘ඍඋගඑ඗ඖඛ * &$ 0 6කඉඔඔඡකඍඏඑඛගකඉගඑ඗ඖඑඖඛ඘ඍඋගඑ඗ඖඛ Triggs Motors 88 Excelsior Parade, Toronto ABN:45413062141 Phone (02) 4959 2122 MVRL:27049. Fax (02) 4959 5061 Email [email protected]. 2 ISSN 2206– 2963 Freewheeling. President President’s Comments Ian Shearman president @roverownersclub.com.au What a month we have had! Firstly, the Shannon’s Sydney Classic on 13th August, when we had 12 cars on show. Unfor- Vice President Richard Dalziel vice-president tunately, a couple of cars could not attend at the last minute. @roverownersclub.com.au And two weeks later, the All British Day at The Kings School, when we had 31 cars on display, plus two motor bikes and one Club Captain push bike. A wonderful achievement. Our thanks go to each of Andrew Holland Club captain our members who worked tirelessly to make our display such a @roverownersclub.com.au success. Secretary There was an Oasis Run early in July, to Wentworth Falls Lake Warren McEwen secretary and thence to Wentworth Falls Pie Shop. Only a small number @roverownersclub.com.au were able to attend, but we very much enjoyed ourselves. One bit of welcome news was that Gail Scott has volunteered to Treasurer Richard Dalziel take over the Shopkeeper’s role. Many thanks, Gail and Peter. treasurer I am sure that the Committee will wholeheartedly endorse this @roverownersclub.com.au at the September meeting. Registrar Our next outing, on the first Tuesday of September, is another Robert Walker registrar Oasis Run, which will be the Postman’s Run along the Hawkes- @roverownersclub.com.au bury River from Brooklyn. The following activity is a major one, to commemorate the fifti- Editor editor eth anniversary of the production of the Buick V8 engine by Ken Dunkley @roverownersclub.com.au Rover. This engine was first introduced in the P5B and used in the P6, SD1 and both Land Rover and Range Rover until fairly recently. It has also been used, sometimes modified, in a num- Web master webmaster Rob Turner ber of other marques. This activity will be held on 30th Sep- @roverownersclub.com.au tember and 1st October at Australian Motorlife Museum. Much more can be found in Rovernet, so please do try and join us. I For a full list of all positions including phone num- believe that this event is of particular significance as our late bers, see the back pages of this magazine. President Nick Munting spent a lot of effort to make it happen. Which brings me to a more serious subject. After Nick’s sad passing, I stood in to take his place as President, so that we The ROC welcomes, would not become a club without a formal leader. Although Richard Dalziel temporarily took over in his role as Vice Presi- Nicholas Mirabello and Judith Bird who have a P6B. dent, it was quite clear that someone had to take up the slack. But I do not wish to continue for any more than one year. Fur- Kenneth Wilkes. thermore, as I will be turning eighty at the end of this year, I think that the Club does not deserve to have an octogenarian as Paul and Sandra McEwen who have a P6B 3500S. President. So, I am making the challenge for somebody to step up and make an offer sooner rather than later to take on this role from the next AGM. Such an offer would be very welcome. I also understand that at least one more of the committee positions will become vacant at the end of this Club year. Cover Photos You will hear more about Front Cover; this subject in the not too Just part of the Rover display at the 2017 distant future. All British Day. Read more about it in I hope that all of you this issue of Freewheeling. continue to enjoy whatever you do as members of the Back Cover. Rover Owners’ Club. Justly deserved awards being presented at the 2017 All British Day. Ian 3 The Tale of three P1’s (Part 1) We all know what a Rover P6 looks like. It looks like this We all know what a Rover P5 looks like. It looks like this. We all know what a Rover P4 look like. It looks like this. We all know what a Rover P3 looks like. It looks like this. But now the story gets muddy. Common usage says that a Rover P2 looks like a P3 but is older and is easily distin- guished by looking at the front axle. A P2 has a beam axle while a P3 has independent front suspension. But hang on a minute! James Taylor, the well known authority, in his book The Rover 1934 to 1977 , on page 7 says that the P designation was applied to cars built after World War 2 and that the P2 was a re-engined P1 and it never went into production. So did the P2 exist or not? Given that none of us were around in Pre WW 2 Great Britain, how can we cast any more light on this dark area? But for the purpose of this exercise we will go with the (possibly incorrect) terminology that a P1 was a car introduced in 1933 by Spencer Wilks and anything that looks like a P3 but has a beam front axle, is a P2. There is also an equally unknown, but much faster, P1. In addition there is a range of cars called P1 to P (something) that are MUCH more expensive. Given the likely state of Australian roads in 1933, I suspect the Rover P1 (if it existed) would not have been a wildly successful car here. Likewise the other much faster P1, with its very limited endurance was never going to be a success here. The third range of P (something), are cars most of us can only dream about. But lets for fun, just compare the various P’s. The next pages of Freewheeling contains information gleaned from that ever reliable source, the internet, and Jim Paling in London. If any readers have more information on any of these , they may like to send it to Freewheeling for possible publication 4 The Tale of three P1’s (Part 2) The very fast P1. The more sedate P1. W.E.W. "Teddy" Petter, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. Petter initiated a design proposal with F. W."Freddie" Page and Ray Creasey. Their proposal incorporated the stacked engine configuration and a high-mounted tail- plane but was designed for Mach 1.5. In January 1949 the project was designated P.1 by English Electric. The MoS granted approval for English Electric to start the detailed design, develop wind tunnel models and build a The new Rover 12, launched at the end of August 1933 full-size mockup. The design developed during 1948 & was part of the new range introduced by the Wilks broth- evolved further during 1949. To achieve Mach 2 the ers. It had a new 1496 cc, four-cylinder engine producing wing sweep was increased to 60° with the ailerons 53 bhp. The chassis was also new but based on the one moved to the wingtips. In 1949, the Ministry of Supply seen on the 1933 Speed Pilot and was "underslung" going had issued Specification F23/49, to include fighter-level under the rear axle. The four-speed transmission featured manoeuvring. In 1950, English Electric received a con- a freewheel mechanism. The suspension was conventional tract for two flying airframes, as well as one static air- with rigid axles and half elliptic leaf springs all round. frame, designated P.1. The early cars had a 112 in (2,845 mm) wheelbase but this was stretched by 3 in (76 mm) for 1935 with the extra From 1953 onwards, the first three prototype aircraft space giving the rear passengers more leg room. A top were hand-built at Salmesbury. These aircraft had been speed of 70 mph and economy of 24 mpg was claimed in assigned the aircraft serials WG760, WG763, and contemporary advertisements. WG765. In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight The bodies were traditionally built with steel panels fitted ground taxi trials; in August 1954, WG760, piloted by to a wooden frame. A six light Saloon (£278), four light Roland Beamont, flew for the first time from Boscombe Sports Saloon with small external boot (£298) and four- Down. One week later, WG760 officially achieved su- seat tourer (£288) bodies were available. 5775 of this ver- personic flight for the first time, having exceeded the sion were made. This car became known to enthusiasts as speed of sound during its third flight. While WG760 had the P1 proven the P.1 design to be viable, it was limited to Mach 1.51 (1,850 km/h) due to directional stability lim- Source for above. https://en.wikipedia.org/wiki/Rover_12 its. On 9 June 1952, it had been decided that there would be a second phase of prototypes built to develop the air- craft towards achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A.
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