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Four wheel brakes were provided and the overall braking system was, the reviewer thought, the best part of the whole car. The Times' reviewer thought the engine's hemispherical combustion chambers and angled overhead valves unnecessarily complex. The Doctor’s Coupé was a car for strong men in tweed plus-fours who preferred things built to last." – Eric Dymock, Rover: The First Ninety Years 1904-1994. It had furnishings that looked like those in a doctor’s sitting room or even a consulting room, door cappings with fine inlays, and door pockets with leather flaps like giant tobacco pouches. "It was a car with doors that closed with the convincing clunk of a railway carriage, interiors trimmed with wood and leather, and an instrument panel with clear clock-faces. The spare wheel is carried at the back of the body in front of the folding luggage grid. The Weymann saloon's front seat is slidable by hand.
#News rover 16 windows#
The side windows have two sliding panels, two winding panels and fixed panels at the rear of the six-light body. The semi-elliptical back springs have central anchorages which can swivel about the axle case.
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The circular section front axle supports the chassis through underhung half-elliptical springs. Pressure is distributed evenly by rods operated from a central location. Final drive is by spiral bevel īrakes on all four wheels are operated by the foot pedal, those in front use the Perrott system. Gearbox lubrication is from the engine and automatic. It is operated by a right-hand change speed lever with reach adjustable for the driver.
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It is assembled as a unit with the engine. The 4-speed gearbox is a strengthened version of the 14/45 gearbox. The clutch uses a single plate and runs in oil. The steering box is fixed to the cylinder head and a long drop arm provides good leverage. The dynamo is driven from the gearbox by an enclosed silent type chain. Petrol is kept in a tank midway in the frame and fed to an Autovac on the dash. 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. Water coolant is fed through a honeycomb radiator by a water impeller in unit with the belt-driven fan drawing air through the radiator. The pistons are manganese with tubular connecting rods and the gudgeon pins receive positive oiling. 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 crankshaft has three bearings, the camshaft four. 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 double springs on the valve stems have variable tension. The whole mechanism is enclosed and the covers are easy to remove. The camshaft works the inlet valves through rockers and by horizontal pushrods works the exhaust valves on the opposite side. At the back of the engine there is a vertical shaft to drive the camshaft. Its camshaft and valves are overhead, the valves being set at an angle of 45 degrees on either side of the spark plug. The new engine has a Lanchester vibration damper on the front end of its crankshaft. The 75 mm bore of the 14/45 has been increased by 5 mm. The whole chassis closely follows the design of the 14/45 as does the design of the new engine. Its cubic capacity was 2.4-litres instead of 2.1-litres. Announced 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.