Although the Rover Co. has never been directly interested in racing or record-breaking, some excellent sports and semi-sports cars have been produced from time to time. The marque has always had an excellent name for building good-wearing, high-quality cars, with a first-rate performance. The introduction of the world-famous Rover "Eight" in 1920 opened up an entirely new market for light cars. This little car can be said to have killed completely the cycle-car type of vehicle, and to have been the forerunner of the light car as we know it.
The twin-cylinder "Eight" eventually evolved into the four-cylinder "Nine," and this model was introduced in semi-sporting form around 1925. The dual-colour scheme was an innovation of the period, the two infamous combinations being the "black-and-white" and the "strawberry-and-cream" two- and four-seaters. The 1074-c.c. engine had overhead valves (pushrod), and a bore and stroke of 60 x 95-mm., and ignition was by magneto, whilst a Binks carburetter was fitted. The standard gear ratios were 4.84, 8.57 and 16.44 to 1, with respective speeds of 60, 40 and 18 m.p.h. Weight was just over 12-cwt., and it was a snappy performer in the reliability trials of the 1920s.
During the 1930s Rovers concentrated on building sturdy family saloons, but generally offered an open-sports tourer on each of the chassis. The "Ten" was a popular car, and early types had a 1185-c.c. (63 x 95-mm.) o.h.v. engine. Larger 1389-c.c. (66.5 x 100-mm.) power units were introduced in 1934. Cars up to 1932 had hydraulic brakes, and quarter-elliptic rear springs; subsequent vehicles were fitted with Girling mechanical brakes and semi-elliptic rear springs. Rover "Tens" were generally capable of 70 m.p.h., and the power units kept their tune for many thousands of miles without the need for tinkering. A "Ten Special " was built in 1933, and was also supplied in open form. The four-cylinder 12-h.p. cars were much the same in general specification as the smaller cars, and were powered by a 1496-c.c. (69 x 100-mm.) engine, also with pushrod-operated overhead valves.
Speed Fourteen and Speed Twenty
Undoubtedly the really fast cars made by Rovers were on the Speed Fourteen and Speed Twenty chassis, both six-cylinder cars. Early 14-h.p. cars had a single Amal carburetter, but the speed models were fitted with three S.U. instruments. The o.h.v. engine was of 1577-c.c. (61 x 90-mm.); a four-speed gearbox included the Rover free-wheel. The type was produced up till 1935 and, in its final form, had Girling brakes, thermostatic radiator control and automatic chassis lubrication. Some excellent streamlined cars were also built on this chassis, and many Rover enthusiasts are hoping to see an entirely new version of one of the finest ranges of cars turned out by the famous Coventry concern.
The Meteor Twenty and Speed Twenty
The Meteor Twenty and Speed Twenty cars were also fitted with six-cylinder o.h.v. engines. These had a capacity of 2565-c.c. (72 x 105-mm.), and were undoubtedly the quickest cars ever built by the concern. In open four-seater form they were capable of 85-90 m.p.h., with a cruising speed of 65-70 m.p.h., with perfect reliability. Post WW2 Rovers were all high-grade saloon cars on the 10, 12, 14 and 16 h.p. chassis. However, the last three types were marketed also as sports-saloons. Of note is that, during WW2, the Rover engineers were mainly responsible for the very fine Rolls-Royce Meteor tank engine
