Rover P4

Fast Facts

• Best model: 110
• Worst model: 60
• Budget buy: 90
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): L 4526 x W 1669mm
• Spares situation: Mechanicals good, panels and trim are a problem
• DIY ease?: Good
• Club support: Excellent
• Appreciating asset?: Barely
• Good buy or good-bye?: Cheap for what they offer

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Don't expect fireworks with this stately old Rover... just a journey back in time to the good old days Last year one of the most usable classics ever made celebrated its diamond jubilee, and hardly anybody noticed. The Rover P4 arrived in 1951 and ever since then it's offered stylish, refined, comfortable transport at amazingly affordable prices. And while many mainstream classics have crept up in value in recent years – or even shot up – the P4 has remained resolutely affordable. Arguably the classic that best sums up post-war middle class Britain, the P4, with its Studebaker-inspired lines, was fi rst shown at the 1949 Earls Court Motor Show. It captured the essence of Britishness perfectly, with its wood and leather interior that was combined with safe and solid engineering. Now it's almost half a century since the last example was made, and while values aren't likely to rocket any time soon, good examples are always in great demand. So read on, try to convince yourself that you don't need a P4 in your life, then go out and find the best one you can.

History

In its original ‘Cyclops’ form, with its distinctive central light set into the grille, the 75 ushered in a new era for Rover. It replaced the pre-war P3 and although dubbed the poor man’s Rolls-Royce, it was a still pricey proposition at £1106. That central front light proved too radical and in 1952 it bit the dust; the following year the more affordable 60 and 90 arrived. At the same time the gearchange was moved from the column to the fl oor and a conventional handbrake replaced the shepherd’s crook item previously fitted.

In 1955 there was a new rear end with fresh lights. Servo-assisted brakes arrived the following year for the 90 and in 1956 Laycock overdrive was offered in place of the freewheel system previously available. In the same year the front wings were redesigned, while 1957 saw the arrival of the 105R (for Roverdrive) and 105S (for Synchromesh, denoting a manual gearbox), with twin carbs and servo-assisted brakes. With the arrival of the swish all modern looking P5 the next year year development of the old car understandably slowed down after that, with a fettled radiator grille for 1958; the following year saw the introduction of the four-cylinder 80 and the six pot 100 which effectively was a down-sized P5 engine but even smoother. At the same time disc front brakes were standardised for all models while in 1962 the 95 and 110 first went on sale. In place of the aluminium panels fitted until now, steel panelling for the bonnet, doors and boot were introduced in 1963, but in the following year, P4 production ceased. By this time 130,342 examples had rolled off the production lines and the days of Auntie Rover were over.

Driving

In many ways once you’re sat in a P4’s cabin, how the thing drives is almost secondary. Surrounded by high-quality materials wrapped up in an understated design, a P4 cabin in that’s in good nick is fabulous place to while away hour after hour. Alongside the leather and African walnut you’ve got chrome, Bakelite and fabulous detailing like a height-adjustable arm rest on the door, while the transparent speedo needle means that whatever speed you’re doing, you can read the odometer. So much thought went into this car’s cabin that the Rolls comparison, albeit on a lesser budget, is entirely justifi ed.

Fire up the engine and it’s barely audible; even when extended, progress is smooth and relaxed, so you’re wafted along in a stressfree manner like few contemporaries can achieve. And that’s just for the four-cylinder cars; buy a six-pot edition instead and it’s even more relaxed.

With its upright driving position and oversized steering wheel, it can feel like you’re driving a truck rather than a car. And considering the P4’s heft, the analogy is apt – the P4 can have the responses of a truck. But that solidity also ensures that bumps are smothered, so progress is even more comfortable. And that’s what the P4 is about – comfort not speed. While six-pot cars can keep up with modern traffi c fairly easily, this is a car for enjoying the ride and ocassion rather than burning up the streets.

Prices

As is typical with so many mainstream classics, you should buy according to condition rather than specifi cation. All P4s are worth much the same, for a given condition, although some models are more desirable than others, so they’re easier to sell – but they’re not necessarily any more valuable. As a guideline, projects start at £200, although a scruffy runner may be worth only £600. Roadworthy P4s are £4000+, with really nice cars fetch over £10,000 – exceptional examples are now touching £12,000. However, few cars are worth over £10,000. 

Improvements

As if you needed further evidence that the P4 is essentially right, there aren’t many modifications that are worthwhile. It’s possible to swap between engines if you’ve got a tired four-pot and you want the performance of a six-cylinder. But if you’re still looking at buying your P4, if you want six-cylinder performance, just buy a six-cylinder car. Alien engines have included the Rover V8 while a later Land Rover unit is feasible. One of the more worthwhile upgrades is of the braking system; if you’ve got a car that’s fi tted with drum brakes at the front, you can fi t the disc system of a later car, but it involves replacing the suspension at the same time. You can also swap a non-overdrive gearbox – complete with propshaft – for one with overdrive, if you can fi nd one. Other than that, it’s the standard upgrades that you should be looking at, such as halogen headlamps, alternator, electronic ignition, Kenlowe fan, and so on.

Three Of A Kind

Amrstrong Siddeley Sapphire

Just as solidly engineered as the P4, but nowhere near as familiar, these unusual high quality British saloons came in 234 (fourcylinder) or 236 (six-cylinder) fl avours, with either a Manumatic transmission or a four-speed manual with overdrive. They’re long-lasting, but how easily you’ll fi nd a good one for sale is another matter. Great value but spares are a bit of a problem.

Citroen DS/ID

Want fifties family transport with more style and presence than a P4? Then the DS or ID should suit you well. Packed with gallic charm and tech, the Citroen may not be an obvious P4 rival, but values are similar, it's a family car, and performance is along the same lines too. But the driving experiences couldn't be much further apart. Radical it's still a complex car to restore but there's good specialist support.

Humber Hawk

The 1957 Hawk ushered in a new era of Humbers, with unitary construction and trans-Atlantic styling. With a range of saloons, estates and even limousines to choose from, buyers were spoiled for choice, although the sole engine option was a 2.3-litre four-pot (a Chrysler V8 was tried). Sadly most have disappeared now, aside from a few saloons. Super Snipe was even more luxurious and even rarer.