Rover 110 (1962-64)

Overview: The **Rover 110 (1962-1964)** was the final evolution of the **Rover P4 series**, marking the end of an era for Rover’s traditional luxury saloons before the introduction of the more modern **Rover P6**.

**Significance for Rover**

- **Final P4 Model:** The Rover 110 was the **last iteration** of the P4 series, which had been in production since **1949**. It represented the culmination of Rover’s **post-war engineering and design philosophy**.

- **Performance Upgrade:** It featured a **123 HP engine**, thanks to the **Weslake cylinder head**, making it the most powerful P4 model.

- **Luxury & Refinement:** The 110 incorporated **high-end features**, including **wood-trimmed interiors, leather upholstery, and improved instrumentation**, reinforcing Rover’s reputation for **quality craftsmanship** - Motor Car History](https://motor-car.net/rover/item/27481-rover-p4-95-110).

- **Transition to Modern Designs:** The Rover 110 was **replaced by the Rover P6**, which introduced **a more contemporary design and advanced engineering**, signaling Rover’s shift toward **modern luxury cars**.

**Legacy & Collector Appeal**

- The **Rover 110 remains a sought-after classic**, appreciated for its **blend of traditional British luxury and robust engineering**.

- It was one of the **last Rover models to feature rear-hinged "suicide" doors**, a design element that was phased out in later models.

- Today, it is considered **a refined high-speed cruiser**, capable of keeping pace with modern traffic despite its vintage origins.

Would you say the **Rover 110** was one of the last true British luxury saloons before the industry shifted toward modern designs? 

You can explore more details [here](https://www.roverp4.com/110.htm).

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COMMON FAULTS

Please Note: Common Faults in Regularly Used Vehicles vs. Low-Mileage Stored Vehicles that have been used consistently over many years, accumulating approximately 10,000–12,000 miles annually, are more prone to common faults due to regular wear and tear. These issues typically arise from the natural aging of components subjected to frequent use, such as engine parts, suspension systems, brakes, and tires. In contrast, vehicles with low mileage that have been stored or preserved are likely to experience different types of issues. These vehicles are often better maintained to ensure their longevity and may avoid some of the typical wear-and-tear problems seen in regularly driven cars. However, they can still face unique challenges such as degradation of rubber seals, corrosion from prolonged inactivity, or fuel system issues caused by old or stagnant fuel.

The **Rover 105** from the 1950s had its share of common issues. Here are some points to consider: 

1. **Front Coil Springs**: Some cars experienced broken front coil springs. 

2. **Electric Seat Adjustment Motor**: Failures in the motor that operates the electric seat adjustment were not uncommon. 3. **Overheating and Head Gasket**: The 1.8-liter engine was prone to overheating and head gasket failure if coolant levels weren't maintained. 

4. **Cooling Fans**: Cooling fans sometimes failed after four to five years, leading to potential engine damage if not noticed promptly. 

5. **ECU Issues**: Misfires and poor starting could indicate electronic control unit (ECU) failure. 

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Generations 

The **Rover 75** from the 1950s was part of the **P3 generation**, which included two models: the four-cylinder **60** and the six-cylinder **75**. The P3 designation signified that this generation of Rovers featured the company's third chassis in the postwar era. The **Rover 75** was a blend of old and new, combining traditional styling with advanced technical features¹. Later, the **75** engine design influenced other models like the **90** and the **105**. ***** Trim Levels Ah, the **Rover P4** series—a slice of British automotive heritage that graced the roads from 1949 to 1964. Let's unravel the trim levels and explore these elegant classics! 

1. **The Auntie Rovers**: - The P4 series, affectionately known as the "Auntie" Rovers, exuded a certain dignified charm. These mid-size luxury saloons were designed by Gordon Bashford and became woven into British culture. - Now, let's peek under the hood and see what trim levels graced the P4 lineup during the early 1960s: 

2. **Rover 60**: - Introduced in 1953, the Rover 60 was the entry point. It featured a 2.0-liter 4-cylinder engine—a respectable choice for those who appreciated elegance without excess. - Imagine it as the polite guest at the garden party, sipping tea and discussing the weather. 

3. **Rover 75**: - The Rover 75, born in 1949, was the elder statesman of the trio. It flaunted a 2.1-liter 6-cylinder engine, delivering a refined 131 horsepower. - Picture it as the wise professor, wearing tweed and reciting poetry. 

4. **Rover 90**: - The Rover 90, introduced four years later, sat atop the range. It was the aristocrat—the one with a 2.6-liter 6-cylinder engine, ready to whisk you away with its 104 horsepower. - Imagine it as the grand dame, attending soirées and effortlessly commanding attention. 

5. **Freewheeling and Suicidal Doors**: - The P4s had their quirks. Freewheel clutches (a traditional Rover feature) allowed coasting without engine braking until 1959. It's like dancing downhill in soft slippers. - And those rear-hinged "suicide" doors? Oh, they whispered secrets of a bygone era—the days when elegance trumped practicality. 

6. **Regal Passengers**: - The P4s chauffeured royalty. Grace Kelly and King Hussein of Jordan graced their sumptuous interiors. Even the Queen's corgis approved (probably). - It's like the P4s had a royal warrant: "By appointment to Her Majesty's classic car collection." 

7. **The Final Bow**: - The P4 series waltzed through the years, but by 1964, it was time for a curtain call. The Rover 2000 stepped onto the stage, bringing a new era. - Yet, the P4s remain etched in memory—a blend of wood, leather, and that unmistakable British reserve. So, my friend, whether you prefer the 60's modest elegance, the 75's wisdom, or the 90's aristocracy, each P4 had its role in this automotive drama. 

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Designer/Dimensions

The **Rover 110 (1962–64)** was the final and most refined evolution of the P4 series, but unlike some contemporaries, it wasn’t attributed to a single star designer. Instead, it was the product of **Rover’s in-house engineering and styling team**, led by **David Bache**, who had already begun shaping the look of the P5 and would later design the iconic Rover SD1. The 110’s design was a continuation of the upright, formal P4 aesthetic originally penned under the guidance of **Gordon Bashford** in the late 1940s.

📏 Dimensions of the Rover 110

- **Length**: 4,534 mm (178.5 in)  

- **Width**: 1,664 mm (65.5 in)  

- **Height**: 1,619 mm (63.7 in)  

- **Wheelbase**: 2,210 mm (87 in)  

- **Track (front/rear)**: 1,334 mm (52.5 in)  

- **Ground clearance**: 222 mm (8.7 in)  

- **Kerb weight**: 1,517 kg (3,344 lb)  

- **Fuel tank capacity**: 52.3 litres (11.5 UK gal)

The 110 retained the dignified proportions of its predecessors but incorporated steel door panels (replacing aluminium), a more powerful 2.6L engine with a Weslake head, and shared several components with the Rover P5 to reduce costs and improve refinement.

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Where Manufactured

The **Rover 110 (1962–64)** was manufactured by **The Rover Company Ltd.** at its historic **Solihull plant in the West Midlands, England**. This facility, originally built for aircraft production during World War II, became Rover’s main automotive manufacturing site post-war and remained central to the company’s operations throughout the P4 series.

Solihull was known for its meticulous craftsmanship and conservative engineering ethos—qualities that defined the Rover 110’s blend of traditional luxury and mechanical refinement. The same site would later produce the Rover P5, P6, and eventually the Range Rover.

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Total Production: Rover 60= 1,274/ Rover 75=7,387 

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Price New: The **Rover 110 (1962-1964)** was a premium British saloon, positioned as the final evolution of the **Rover P4 series**. In **1962**, the Rover 110 was priced at approximately **£1,343** in the UK, making it a **luxury offering** compared to mainstream family cars of the time.  

Would you say the **Rover 110** was one of the last true British luxury saloons before the industry shifted toward modern designs?  

You can explore more details [here](https://www.theclassicvaluer.com/cars/rover/110).

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Sales

The **Rover 110 (1962–64)** was not a major sales success in volume terms, but it fulfilled its role as a dignified swansong for the P4 series. Only **1,534 units** were produced over its two-year run—a modest figure even by early 1960s standards. However, this limited production was intentional: the 110 was a **refined, final evolution** of a model line that had begun in 1949, aimed at a loyal, conservative customer base rather than mass-market conquest.

📉 Why It Wasn’t a Big Seller

- **Aged design**: By 1962, the upright P4 silhouette looked dated next to sleeker rivals like the Jaguar Mk2.

- **Internal competition**: The more modern **Rover P5** had already launched in 1958, drawing attention from buyers seeking contemporary styling and space.

- **Price positioning**: At **£1,343**, the 110 was priced above many rivals, including the Wolseley 6/110 and Ford Zodiac Mk3.

📈 But It Was a Strategic Success

- **Prestige retention**: It upheld Rover’s image for quality, refinement, and engineering integrity.

- **Smooth transition**: It bridged the gap between the traditional P4 and the forward-looking P6, which launched in 1963.

- **Collector appeal today**: Its rarity and craftsmanship have made it a sought-after classic, especially among enthusiasts of post-war British saloons.

So while the Rover 110 wasn’t a commercial blockbuster, it was a **respectable finale** to a revered lineage—and a car that aged into appreciation rather than obsolescence. 

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Highest Sales Figures by Country

The **Rover 110 (1962–64)** had a limited production run of just **4,620 units**, and while detailed country-by-country sales figures are not officially published, we can infer the likely distribution based on Rover’s export strategy and market presence at the time:

🌍 **Estimated Sales Distribution by Country**

- **United Kingdom**:  

  The vast majority—likely **over 70%**—were sold domestically. The Rover 110 was aimed at loyal British buyers who appreciated traditional engineering and understated luxury.

- **Australia & New Zealand**:  

  Rover had a strong Commonwealth presence, and both countries were key export markets. Estimated **10–15%** of production may have gone here, often as CKD (completely knocked down) kits for local assembly.

- **South Africa**:  

  Another important Commonwealth market, with a well-established Rover dealer network. Likely accounted for **5–8%** of sales.

- **North America**:  

  Very limited numbers—Rover’s saloon cars were never strong sellers in the U.S. or Canada due to their conservative styling and modest performance. Possibly **under 2%**.

- **Europe (Scandinavia, Netherlands, Belgium)**:  

  Small but enthusiastic Rover followings existed in countries like Sweden and the Netherlands. Combined, these may have accounted for **2–3%** of sales.

 📉 Why Global Sales Were Modest

- The Rover 110 was a **stopgap model**, bridging the P4 and P6 generations.

- Its styling was seen as dated by 1962, limiting appeal outside traditional markets.

- Rover’s export focus was shifting toward the more modern P5 and upcoming P6.

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Historical Pricing Comparisons

The **Rover 110 (1962-1964)** was a premium British saloon, positioned as the final evolution of the **Rover P4 series**. Here’s a look at its **historical pricing trends**:

**Original Pricing (1960s)**

- In **1962**, the Rover 110 was priced at approximately **£1,143** in the UK - Motor Car History](https://motor-car.net/rover/item/27481-rover-p4-95-110).

- This positioned it as a **luxury offering**, competing with other high-end British saloons of the time.

**Modern Collector & Auction Prices**

- **Recent market estimates** suggest an average value of **£6,200**, with well-preserved examples fetching up to **£12,240**.

- The **lowest recorded sale** was **£1,144**, showing a wide range depending on condition and originality.

**Market Trends & Rarity**

- The **Rover 110 remains relatively rare**, especially in **original and well-maintained condition**.

- Prices have **steadily increased**, particularly for **low-mileage and restored models**.

- Enthusiasts appreciate its **blend of traditional British luxury and robust engineering**.

Would you say the **Rover 110** deserves more recognition among classic British saloons?   

You can explore more details [here](https://www.theclassicvaluer.com/cars/rover/110).

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Most Favoured Colour

As of 2025, the **most favoured colour** among surviving *Rover 110 (1962–64)* models in the UK is **grey**, accounting for **32.4%** of the 34 examples still on the road. This is followed by **blue** and **green**, each representing **20.6%**, with smaller numbers in black, maroon, red, and beige.

This aligns with Rover’s original palette, which leaned toward dignified, understated hues like **Slate Grey**, **Smoke Grey**, **Pine Green**, and **Marine Grey**—all popular choices for the professional class the 110 was aimed at.

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Main Rivals (Price): 

In **1962**, the **Rover 110** competed with several British luxury saloons, each offering a blend of **comfort, prestige, and performance**. Here’s a look at the **new prices of its main rivals in the UK** at the time:

**Historical Pricing Comparisons (1962 UK)**

- **Jaguar Mk2 3.8** – **£1,648**  

  - A powerful sports saloon with a **220 HP inline-six**, known for its **performance and refinement**.  

- **Austin Westminster A110** – **£1,108**  

  - A spacious executive car with a **six-cylinder engine**, offering **comfort and practicality**.  

- **Ford Zodiac Mk3** – **£1,027**  

  - A stylish and well-equipped saloon, positioned as a **premium alternative** to mainstream family cars.  

- **Vauxhall Cresta PA** – **£1,050**  

  - A large, American-inspired British saloon with **chrome detailing and a smooth ride**.  

- **Wolseley 6/110** – **£1,200**  

  - A refined luxury saloon with **wood-trimmed interiors and a six-cylinder engine**.  

The **Rover 110**, priced at **£1,343**, positioned itself as a **high-quality British luxury saloon**, offering **solid engineering, leather upholstery, and a powerful 123 HP engine**.  

Would you say the **Rover 110** was one of the last true British luxury saloons before the industry shifted toward modern designs?   

You can explore more details [here](https://www.theclassicvaluer.com/cars/rover/110). 

**

Main Rivals (Performance)

Certainly! Here's the performance comparison of the Rover 110 (1962–64) and its key contemporaries, presented first in paragraph format followed by concise bullet points:

📜 **Paragraph Summary**

The **Rover 110**, with its 2.6L IOE straight-six producing 115 bhp, offered smooth, quiet cruising rather than outright speed. It achieved 0–60 mph in 15.9 seconds and topped out at 100 mph—respectable for its class. In comparison, the **Jaguar Mk2 3.4** was the clear performance leader, sprinting to 60 mph in around 9 seconds thanks to its 210 bhp engine. More modest versions like the **Jaguar Mk2 2.4** were actually slower than the Rover, despite their sporting pedigree. The **Humber Super Snipe**, **Wolseley 6/110**, **Ford Zephyr Mk3**, and **Vauxhall Cresta PB** all sat within a similar performance bracket, offering power in the 109–132 bhp range with top speeds hovering just below or around 100 mph. These vehicles were built more for comfort and presence than acceleration, much like the Rover 110. While the Jaguar delivered excitement, the Rover 110 delivered dignity—its strength lay in refinement rather than raw performance.

📌 **Bullet Point Breakdown**

- **Rover 110 (1962–64)**

  - *Engine*: 2.6L IOE straight-six  

  - *Power*: 115 bhp  

  - *0–60 mph*: 15.9 sec  

  - *Top Speed*: 100 mph  

- **Jaguar Mk2 2.4**

  - *Engine*: 2.4L DOHC straight-six  

  - *Power*: 120 bhp  

  - *0–60 mph*: ~17.5 sec  

  - *Top Speed*: ~96 mph  

- **Jaguar Mk2 3.4**

  - *Engine*: 3.4L DOHC straight-six  

  - *Power*: 210 bhp  

  - *0–60 mph*: ~9.0 sec  

  - *Top Speed*: ~120 mph  

- **Humber Super Snipe Series IV**

  - *Engine*: 3.0L straight-six  

  - *Power*: 132 bhp  

  - *0–60 mph*: ~14.0 sec  

  - *Top Speed*: ~100 mph  

- **Wolseley 6/110**

  - *Engine*: 2.9L straight-six (BMC C-Series)  

  - *Power*: 120 bhp  

  - *0–60 mph*: ~16.0 sec  

  - *Top Speed*: ~98 mph  

- **Vauxhall Cresta PB**

  - *Engine*: 3.3L straight-six  

  - *Power*: 115 bhp  

  - *0–60 mph*: ~15.0 sec  

  - *Top Speed*: ~95 mph  

- **Ford Zephyr 6 Mk3**

  - *Engine*: 2.6L straight-six  

  - *Power*: 109 bhp  

  - *0–60 mph*: ~16.5 sec  

  - *Top Speed*: ~95 mph  

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Engines 

Let's delve into the mechanical symphony that powered the **Rover P4** series—a group of mid-size luxury saloon cars that graced British roads from 1949 to 1964. These elegant classics were designed by Gordon Bashford, and while the factory referred to them by their P4 designation, everyday owners affectionately knew them by their consumer model names, such as Rover 90 or Rover 100. So, let's lift the bonnet and explore: 

1. **Rover 60**: - The Rover 60, introduced in 1953, was the entry-level model. It featured a 2.0-liter 4-cylinder engine. - Imagine it as the polite guest at a garden party, sipping tea and discussing the weather. 

2. **Rover 75**: - The Rover 75, born in 1949, was the elder statesman of the trio. It flaunted a 2.1-liter 6-cylinder engine, delivering a refined 131 horsepower. - Picture it as the wise professor, wearing tweed and reciting poetry. 

3. **Rover 90**: - The Rover 90, introduced four years later, sat atop the range. It was the aristocrat—the one with a 2.6-liter 6-cylinder engine, ready to whisk you away with its 104 horsepower. - Imagine it as the grand dame, attending soirées and effortlessly commanding attention. 

4. **Engineering Notes**: - The earlier cars used a Rover engine from the 1948 Rover 75. - A four-speed manual transmission was standard, initially with a column-mounted gear change and later a floor-mounted unit. 

- Synchromesh was added to second gear in 1953. - Some models featured a freewheel clutch (a traditional Rover feature) until mid-1959. 

- The cars had a separate chassis with independent front suspension (coil springs) and a live rear axle (half-elliptical leaf springs). - Girling disc brakes replaced drums at the front from October 1959. 

- The body shells were made by Pressed Steel and featured aluminum/magnesium alloy (Birmabright) doors, boot lid, and bonnets. - And yes, those rear-hinged "suicide" doors—the P4s embraced tradition even in their design. 

5. **Royal Approval**: - These 'Auntie' Rovers chauffeured royalty, including Grace Kelly and King Hussein of Jordan. - King Hussein's first-ever car was a 1952 Rover 75. 6. **The Final Bow**: - The P4 series stayed in production until 1964, eventually replaced by the Rover 2000. 

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Historical Advertisements & Marketing Strategy

The **Rover 110 (1962-1964)** was marketed as a **luxurious yet traditional British saloon**, positioned as the final evolution of the **Rover P4 series**. Here’s a look at its **advertising and marketing strategy** in the UK during 1962:

**Historical Advertisements**

- **Classic British Elegance:** Rover’s advertisements emphasized the **refined craftsmanship, leather upholstery, and wood-trimmed interiors**, appealing to buyers who valued **prestige and tradition**.

- **Performance Messaging:** Ads highlighted the **123 HP engine**, which was a notable improvement over previous P4 models, reinforcing its **high-speed cruising capability**.

- **Print & Magazine Campaigns:** Rover promoted the 110 in **automotive publications**, showcasing its **smooth ride, reliability, and understated luxury**.

- **Dealer Promotions:** Local dealerships often emphasized the **quality and durability** of Rover cars, positioning the 110 as a **long-term investment**.

**Marketing Strategy**

- **Target Audience:** The Rover 110 was aimed at **business professionals and upper-middle-class buyers**, offering a balance of **luxury and practicality**.

- **Competitive Positioning:** Rover positioned the 110 as a **British alternative** to luxury saloons from **Jaguar and Wolseley**, focusing on **engineering excellence and comfort**.

- **Brand Legacy:** As the **final P4 model**, the 110 reinforced Rover’s reputation for **quality craftsmanship**, paving the way for the **modern P6 series**.

Would you say the **Rover 110** was one of the last true British luxury saloons before the industry shifted toward modern designs? 

You can explore more details [here](https://www.roverp4.com/110.htm).

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Rarity & Collector Appeal

The **Rover 110 (1962-1964)** holds a special place among classic British luxury saloons, appreciated for its **refined craftsmanship, robust engineering, and historical significance**. Here’s why it remains a **collector’s gem**:

**Rarity & Production Numbers**

- The **Rover 110 was the final model** in the **P4 series**, making it a **last-of-its-kind classic**.

- Production was **limited**, and today, well-preserved examples are **increasingly rare**.

- The **survival rate** of Rover 110s has declined, with fewer appearing in auctions and classic car events.

**Collector Appeal**

- **Traditional British Luxury:** The Rover 110 featured **leather upholstery, wood-trimmed interiors, and a powerful 123 HP engine**, making it a **prestigious choice** in its era.

- **Investment Potential:** Prices have **steadily increased**, with well-maintained examples fetching up to **£12,240**.

- **Historical Significance:** As the **last P4 model**, the Rover 110 marked the transition to **modern Rover designs**, paving the way for the **P6 series**.

- **Driving Experience:** Despite its vintage status, the Rover 110 remains a **capable high-speed cruiser**, offering a **smooth and refined ride**.

Would you say the **Rover 110** deserves more recognition among classic British saloons? 

You can explore more details [here](https://www.hagerty.co.uk/articles/buying-guides/buying-guide-rover-p4-1949-1964/).

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Recorded in UK 2025

As of **2025**, there is **only 1 licensed Rover 110** recorded in the UK. This makes it an **exceptionally rare classic**, with very few surviving examples still on the road.  

Would you say the **Rover 110** deserves more recognition among collectors?   

You can explore more details [here](https://www.howmanyleft.co.uk/vehicle/rover_110).

***** 

Target Age Group

The **Rover 110 (1962-1964)** was designed as a **luxurious British saloon**, targeting buyers who valued **prestige, craftsmanship, and refined engineering**. Here’s how its **target age group** influenced its market positioning:

**Original Buyers (1960s)**

- **Business professionals (40-65 years old)** looking for a **high-quality executive car** with **traditional British luxury**.  

- **Upper-middle-class buyers** who wanted a **prestigious saloon** with **leather upholstery and wood-trimmed interiors**.  

- **Retired individuals** seeking a **comfortable and reliable cruiser** for long-distance travel.  

**Modern Collectors & Enthusiasts**

- **Classic car collectors (50-75 years old)** who appreciate **well-built British luxury saloons**.  

- **Rover enthusiasts** interested in the brand’s **heritage and craftsmanship**.  

- **Restoration hobbyists** who enjoy bringing **vintage Rovers back to life**.  

The **Rover 110** remains a **cult classic**, admired for its **blend of traditional British luxury and robust engineering**. Would you say it deserves more recognition among classic British saloons?   

You can explore more details [here](https://en.wikipedia.org/wiki/Rover_P4).

*****  

Influence of Target Age Group

The **target age group** for the **Rover 110 (1962-1964)** played a significant role in shaping its **design, marketing, and long-term appeal**. Here’s how different demographics influenced the car:

**Influence on Design & Features**

- **Business professionals (40-65 years old)**  

  - Desired a **refined yet practical executive saloon**, leading Rover to focus on **solid build quality and understated styling**.  

  - The **leather upholstery and wood-trimmed interiors** catered to buyers who valued **prestige and craftsmanship**.  

- **Luxury-conscious buyers (50-70 years old)**  

  - Preferred **high-end materials and premium features**, influencing Rover’s decision to offer **comfortable seating, advanced instrumentation, and smooth ride quality**.  

  - The **pricing strategy** positioned the Rover 110 as a **premium alternative** to Jaguar and Wolseley saloons.  

**Impact on Marketing & Sales**

- Rover’s **advertising campaigns** targeted **aspirational buyers**, emphasizing the **110’s blend of performance, luxury, and British heritage**.  

- The car’s **limited production numbers** made it a **rare and desirable model**, increasing its appeal among **collectors and enthusiasts**.  

**Modern Collector Influence**

- Today, the Rover 110 is **highly sought after** by **classic car collectors (50-75 years old)** who appreciate its **engineering and rarity**.  

- Enthusiasts restoring vintage Rovers have helped **preserve its legacy**, ensuring it remains a **cult classic** in the automotive world - Motor Car History](https://motor-car.net/rover/item/27481-rover-p4-95-110).  

Would you say the **Rover 110** was ahead of its time in terms of design and market positioning?   

You can explore more details [here](https://bing.com/search?q=Rover+110+1962-1964+influence+target+age+group).

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Parts Bin Engineering

The Rover 110 (1962–64) was a refined evolution of the P4 series, but it was also a textbook case of **parts-bin engineering done right**—a strategic blend of proven components from across Rover’s lineup to create a dignified, cost-effective flagship during a transitional era.

🧰 Key Examples of Parts-Bin Engineering

- **Engine**:  

  The 2.6-litre IOE straight-six was a development of the unit used in the earlier Rover 105, but with a **Weslake-designed cylinder head** and larger SU carburettor. It was also closely related to the engine later used in the early Rover 3-Litre (P5), showcasing Rover’s modular approach.

- **Transmission**:  

  The 4-speed manual gearbox with overdrive was shared with other P4 and P5 models. The kickdown feature was removed to protect the drivetrain from the increased torque of the 110’s uprated engine.

- **Interior Trim**:  

  The dashboard, instruments, and switchgear were largely carried over from the Rover 3-Litre (P5), giving the 110 a more upmarket feel without the cost of bespoke tooling.

- **Body Panels**:  

  While the 110 retained the P4’s upright silhouette, it shared **steel doors and trim details** with the P5, replacing the earlier aluminium panels used on previous P4s.

- **Braking System**:  

  The front disc brakes were introduced on later P4s and carried over to the 110, offering improved stopping power without requiring a new system design.

🧩 Why It Worked

Rover’s approach wasn’t about cutting corners—it was about **engineering continuity**. By reusing and refining existing components, the 110 delivered improved performance and refinement while keeping development costs in check. It also ensured parts availability and service familiarity for dealers and owners alike.

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Spares 

If you're looking for **Rover P3** spares in the United Kingdom, here are some options: 

1. **Meteor Spares Service Ltd**: They specialize in **pre-1950 Rover** parts, including **P2/P3** components. Their extensive inventory covers items like gaskets, rocker shafts, valve springs, pistons, bearings, and more. You can contact them at **meteorss@hotmail.com** or visit their website. 

2. **MEV Spares**: They offer **Rover P3 60 & 75** car parts, including clutch, brakes, and hydraulics. 

3. **Classeparts Ltd**: For specific parts like exhaust manifold gaskets, they might have what you need. Check their website for availability. 

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Specialists 

When it comes to finding a specialist mechanic for your **Rover 90** (1962-64) in Northern Ireland, you have a few options. Let's explore: 

1. **OC Autos (Land Rover Specialist)**: - **Location**: Belfast, Northern Ireland - **Services**: OC Autos is an established repairer with over 12 years of experience. They specialize in Land Rovers and provide first-class servicing, repairs, and diagnostics. - **Contact**: You can reach them at 07749 966 736. Whether you need minor repairs or a thorough analysis, they've got the technical expertise to keep your Rover running smoothly. Just imagine your Rover getting the VIP treatment! - **Reviews**: Customers appreciate their helpfulness, though some find them a wee bit expensive. 

2. **Beyond Performance 4x4 (Land Rover Specialists)**: - **Location**: Just outside Belfast, Northern Ireland - **Services**: Beyond Performance 4x4 specializes in Land Rovers. They sell both genuine and aftermarket parts, so they're well-versed in Rover wizardry. - **Contact**: Give them a call at 028 9084 7040. They'll likely greet you with a friendly Northern Irish accent and a cuppa. 

3. **ClickMechanic**: - **Location**: Various locations in Northern Ireland - **Services**: ClickMechanic connects you with expert mechanics. While they cover various makes and models, you can find Rover specialists among their ranks. - **Online Booking**: Visit their website, enter your Rover details, and get an instant quote. It's like ordering Rover repairs with a click! 

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Manufacturer Recommended

Engine Oil: The factory recommendation for the **Rover 110 (1962–64)** was a **multigrade mineral oil**, typically **SAE 20W-50**, suitable for moderate UK climates and the engine’s design tolerances. This grade offered good cold-start protection while maintaining viscosity at higher operating temperatures—ideal for the IOE straight-six engine.

🛢️ **Recommended Oil Type (Factory Spec)**

- **Grade**: SAE 20W-50  

- **Type**: Mineral-based multigrade  

- **Change interval**: Every 3,000–5,000 miles or annually  

- **Capacity**: ~9.0 litres (including filter)

🔄 **Modern UK Equivalents (2025)**

These oils are widely available and well-suited to the Rover 110’s needs:

- **Millers Classic Pistoneeze 20W50**  

  Designed for classic engines with flat tappets; includes ZDDP for wear protection.

- **Penrite Classic 20W-50**  

  High-zinc, low-detergent formula tailored for 1960s classics.

- **Comma Classic 20W-50**  

  Affordable and widely stocked; good for lightly used or show cars.

- **Castrol Classic XL 20W-50**  

  A heritage brand with period-correct formulation and modern additive balance.

- **Morris Golden Film SAE 20W-50**  

  Trusted by vintage specialists; suitable for regular use and long-term storage.

⚠️ Notes for Owners

- Avoid fully synthetic oils unless the engine has been rebuilt with modern seals and tolerances.

- Look for **high-zinc (ZDDP)** content to protect cam lobes and tappets.

- If the engine is tired or burns oil, a slightly heavier 25W-60 (e.g. Penrite HPR) may help reduce consumption.

**

Transmission Oil:

For the **Rover 110 (1962–64)**, the factory recommended a **straight mineral gear oil**, typically **SAE 90 EP (Extreme Pressure)** for the 4-speed manual gearbox with overdrive. This oil provided the necessary film strength and protection for the gearbox’s bronze components and synchros, especially under load.

🛢️ **Factory-Specified Transmission Oil**

- **Type**: SAE 90 EP (GL-4 specification)

- **Capacity**: ~1.4 litres (gearbox) + ~0.4 litres (overdrive)

- **Change interval**: Every 6,000 miles or annually

🔄 **Modern UK Equivalents (2025)**

These GL-4 gear oils are compatible with the Rover 110’s gearbox and safe for yellow metals:

- **Millers Classic Gear Oil EP 90 GL-4**  

  Designed for vintage gearboxes; protects synchros and bronze bushings.

- **Penrite Mild EP Gear Oil 90**  

  Non-aggressive GL-4 formula ideal for classic British transmissions.

- **Castrol Classic EP 90**  

  Period-correct and widely available; trusted by heritage garages.

- **Morris Lubricants Golden Film EP 90**  

  A popular choice among classic car owners for its stability and compatibility.

- **Comma Gear Oil EP90 GL-4**  

  Budget-friendly and suitable for lightly used classics.

⚠️ Important Notes

- **Avoid GL-5 oils**, as their higher sulphur content can corrode brass and bronze components.

- If the overdrive is sluggish or noisy, a fresh fill of EP 90 often improves engagement.

- Always check for leaks around the gearbox rear seal and overdrive unit—common weak spots on the P4 series.

**

Tyres: The factory-recommended tyre size for the **Rover 110 (1962–64)** was typically **6.70 x 15 crossply**, though many owners later upgraded to **radial equivalents** for improved handling and ride comfort. The closest modern radial match is **185 R15**, which maintains the correct rolling diameter and period-correct appearance.

🛞 **Factory Specification**

- **Original size**: 6.70 x 15 (crossply)

- **Rim size**: 15-inch steel wheels

- **Recommended pressure**: ~24–26 psi (front), ~26–28 psi (rear), depending on load

 🔄 **Modern UK Equivalents (2025)**

These radial tyres are widely available and suitable for the Rover 110:

- **Michelin X 185 R15**  

  Classic tread pattern, excellent ride quality, and authentic period look.

- **Vredestein Sprint Classic 185 R15 91H**  

  Popular among classic saloon owners for its balance of grip and comfort.

- **Blockley 185 VR 15**  

  Designed specifically for classic cars; high-speed rated and visually authentic.

- **Avon Turbosteel 185 R15**  

  British-made, with a reputation for durability and smooth touring performance.

- **Waymaster Premium 640-15**  

  A crossply-style tyre for those seeking originality over modern handling.

 ⚠️ Notes for Owners

- If originality is a priority for concours events, **crossply tyres** are still available but offer less grip and comfort.

- For regular road use, **radials are strongly recommended**—they improve braking, cornering, and tyre longevity.

- Always check for **inner tube compatibility** if your wheels are not tubeless-rated.

**

Petrol: The **factory-recommended petrol** for the *Rover 110 (1962–64)* was **premium leaded petrol**, typically rated at **97–100 octane (RON)**. This suited the car’s 2.6L IOE straight-six engine, which had a relatively high compression ratio for its time (8.5:1) and relied on lead additives for valve seat lubrication.

⛽️ **Modern UK Equivalents (2025)**

Since leaded fuel is no longer available, the best modern substitutes are:

- **Super Unleaded E5 (97+ RON)**  

  Widely available at major UK forecourts. Contains up to 5% ethanol and is safe for most classics with minimal modification.

- **Esso Synergy Supreme+ 99 (E0 in many regions)**  

  As of 2025, this fuel remains ethanol-free in much of the UK outside Devon, Cornwall, and Teesside—ideal for older fuel systems.

- **Shell V-Power 99 or BP Ultimate 97**  

  High-octane E5 fuels with detergent additives. Suitable for the Rover 110 when paired with a lead replacement additive.

 🧪 **Additives to Use**

Because the 110 was designed for leaded fuel, it’s advisable to use:

- **Valvemaster Plus (Millers)** or  

- **Castrol Classic Valvemaster**  

These additives provide **lead replacement protection** and **ethanol stabilisation**, helping to prevent valve seat recession and fuel system corrosion.

 ⚠️ Notes for Owners

- **Avoid E10 petrol**: The Rover 110’s fuel system (rubber hoses, seals, carburettor) is not ethanol-tolerant without upgrades.

- **Storage tip**: If the car is laid up for winter, use a stabiliser like **Sta-Bil** or **Forte Fuel Preserver** to prevent ethanol-related degradation.

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Racing 

The **Rover P4**—a car that often wore a conservative suit but secretly harbored a varied and exciting life. Let's explore its racing escapades, shall we? 

1. **The Auntie Rovers on the Track**: - The Rover P4 series, affectionately known as the "Auntie" Rovers, graced British roads from 1949 to 1964. These mid-size luxury saloons were designed by Gordon Bashford. - While they weren't full-blown racers like their sportier counterparts, they did have their moments. 

2. **The Racing Whispers**: - The P4s weren't exactly track demons, but they occasionally stretched their legs. - Imagine a Rover 90—dignified, wood-trimmed, and ready for a weekend jaunt. It might not have won Le Mans, but it knew how to waltz through the countryside. 

3. **Grace Kelly and King Hussein**: - These 'Auntie' Rovers chauffeured royalty. Grace Kelly and King Hussein of Jordan graced their sumptuous interiors. - King Hussein's first-ever car? A 1952 Rover 75. Imagine him behind the wheel, navigating palace driveways like a seasoned diplomat. 

4. **The Final Bow**: - The P4 series stayed in production until 1964, eventually replaced by the Rover 2000. - But their legacy? It's etched in British culture—a blend of wood, leather, and that unmistakable British reserve. So, while the Rover P4s didn't dominate racetracks, they left tire marks on the pages of history. Maybe they didn't win trophies, but they won hearts—the true mark of a classic.

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Valuation

As of 2025, the **UK market value** of a *Rover 110 (1962–1964)* reflects its rarity, traditional craftsmanship, and growing collector appeal:

💷 **Typical Price Ranges**

- **Project / restoration candidate**: £3,000–£5,000  

- **Usable driver / older restoration**: £5,300–£7,800  

- **Excellent condition / show-ready**: £8,000–£11,000  

- **Top-tier concours examples**: Up to **£12,240**

📊 **Market Snapshot**

- **Median sale price** (since 2020): ~£6,200  

- **Highest recorded sale**: £12,240  

- **Lowest recorded sale**: £1,144  

- **Sell-through rate**: 93%—indicating strong demand despite low volume

🔍 What Affects Value

- **Condition of the bodywork and chassis**—especially rust in the sills and outriggers.

- **Originality**: Matching numbers, correct trim, and period features boost desirability.

- **Interior quality**: Leather and wood trim in good condition adds significant value.

- **Survivability**: Only **1 licensed Rover 110** remains on UK roads as of 2025, making it exceptionally rare.

The Rover 110 is increasingly seen as a **last-of-its-kind British luxury saloon**, bridging post-war tradition and pre-modern refinement. 

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Investment Assessment

I'd rate the *Rover 110 (1962–64)* as a **2.5 to 3 out of 5** on the financial investment scale.

💡 Here's why it sits in the mid-range:

**Pros:**

- **Rarity**: Only one example is currently licensed for UK roads in 2025, making it highly scarce.

- **Heritage appeal**: As the final and most refined P4, it marks the end of an era for Rover’s traditional engineering.

- **Stable values**: Median sale prices have hovered around £6,200, with excellent examples reaching £12,000+—a respectable plateau.

**Cons:**

- **Low transaction volume**: Few change hands each year, limiting liquidity and investor interest.

- **Modest growth**: Unlike Jaguars or Triumphs of the same era, value appreciation has been gradual rather than dramatic.

- **Running costs vs. return**: Restoration expenses often outweigh financial return unless the vehicle is concours quality and historically significant.

For collectors who value **pedigree, craftsmanship, and historical charm**, the Rover 110 is a gem. But as a **pure investment**, it’s more about passion than profit. 

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Clubs

While there isn’t a dedicated Rover 110 (1962–64) owners club specific to Northern Ireland, enthusiasts of the model are well supported through broader Rover and classic car communities:

- The **Rover P4 Drivers’ Guild** is the primary UK-wide club for the P4 series, including the 110. They offer technical support, events, and a strong network of owners. While based in England, they welcome members from across the UK and Ireland.

- The **Ulster Vintage Car Club (UVCC)** and **Thoroughbred Sports Car Club (TSCC)** both host events in Northern Ireland where P4s, including the 110, are warmly welcomed.

- Occasional **Rover-themed gatherings**—such as the Northern Ireland Owners Day featured on the Classic Rover Forum—have included P4s alongside later models like the 75 and SD1.

- For Land Rover enthusiasts (not to be confused with the Rover 110 saloon), the **Northern Ireland Land Rover Club** and the **Series Three & 90–110 Owners Club** are active, but they focus on 4x4 models.

If you're looking to connect with fellow Rover 110 owners locally, I’d recommend reaching out through the P4 Drivers’ Guild or attending mixed-marque classic events like Kilbroney or Stormont—where you’re likely to find kindred spirits. 

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