Rover 16

Rover 16
6-light saloon registered October 1947
Overview
Manufacturer	Rover
Production	1937–1940 1945–1948
Body and chassis
Body style	four-door 6-light saloon four-door 4-light sports saloon" two-door drop head coupé
Powertrain
Engine	2147 cc straight 6
Dimensions
Wheelbase	113 in (2,870 mm)
Length	175 in (4,445 mm)
Width	62.5 in (1,588 mm)
Chronology
Predecessor	Rover Meteor 16
Successor	Rover 75

The Rover 16/50 and Rover 16 are mid-sized cars which were produced by Rover from 1926 to 1929 and non-continuously from 1936 to 1947 respectively.

Rover initially responding to requests for a more powerful engine for their four-cylinder 14 hp with the 16/50. It remained available into 1929 finishing its run soon after the demise of its smaller bore 14 hp twin. Meanwhile Rover had begun to provide a six-cylinder 16 hp offering, their 2-litre, in its turn succeeded by their 16 hp Meteor.

Production of a considerably revised replacement for Rover's 16 hp Meteor was resumed under the name Rover 16 in mid 1936 and, with a gap for World War II, the 16 remained in Rover's catalogue until it was replaced by the Rover 75 in early 1948.

Announced 21 May 1926 to supplement their 14/45 the 16/50 engine had a larger bore and was now rated at 16 rather than 14 hp for tax purposes. Its cubic capacity was 2.4-litres instead of 2.1-litres. The whole chassis closely follows the design of the 14/45 as does the design of the new engine. The 75 mm bore of the 14/45 has been increased by 5 mm.

The new engine has a Lanchester vibration damper on the front end of its crankshaft. Its camshaft and valves are overhead, the valves being set at an angle of 45 degrees on either side of the spark plug. At the back of the engine there is a vertical shaft to drive the camshaft. The camshaft works the inlet valves through rockers and by horizontal pushrods works the exhaust valves on the opposite side. The whole mechanism is enclosed and the covers are easy to remove. The double springs on the valve stems have variable tension. Though removing the cylinder head is not as simple as on a conventional design its removal does not affect the timing of the engine or its magneto. The crankshaft has three bearings, the camshaft four. The air supply to the carburettor is routed through a tunnel in the crankcase and in this way the air is slightly warmed while cooling the crankshaft's central bearing. The pistons are manganese with tubular connecting rods and the gudgeon pins receive positive oiling.

Water coolant is fed through a honeycomb radiator by a water impeller in unit with the belt-driven fan drawing air through the radiator.

Pressure feeds from the one reservoir provide automatic oiling to: engine, clutch, spigot-bearing, gearbox and steering, The central bearing in the torque tube is fed from the back axle.

Petrol is kept in a tank midway in the frame and fed to an Autovac on the dash. The dynamo is driven from the gearbox by an enclosed silent type chain.