Rover 12 (1912-1915

Words Neil Farrer

At first the Rover company made single and two cylinder vehicles until Owen Clegg designed an innovative car with a four cylinder motor of 2297cc rated at 13.9hp. Quoted from The Autocar May 1912:

“In these days, when mere cheapness of design and production form the only shrine at which many manufacturers of the popular type of car worship, it is refreshing to turn to a chassis in which there are many evidences that the designer has a keen perception of the requirements of the owner-driver, and a profound experience of what a motor car should be and accomplish.”

Owen Clegg joined from Wolseley in 1910, and set about reforming the product range. Short-lived experiments with sleeve valve engines were abandoned, and the 12hp model was introduced in 1912. This car was so successful that all other models were dropped, and for a number of years Rover pursued a one model policy.

Side valves were employed, and as the cylinder head was integral with the cylinder block, the valves were removable through screwed caps above their heads. Incidentally these early monobloc cylinders called for some nice foundry work because the exhaust gallery, in common with the inlet porting, was also integral. The valve stems and tappets were enclosed by a pair of easily detachable cover plates.

The lubrication system was of the variety known as splash. A large gauze-covered sump in the base of the crank chamber could be easily refilled from an exterior orifice placed in a convenient position, and the oil level could be checked with a dipstick – one of the earliest uses of this device. Driven by skew gears from the end of the camshaft was a vertical shaft running down to an oil pump in the sump. This pump was easily detachable from beneath and served oil up to four troughs directly underneath the big-ends of the connecting rods, which had small scoops to pick up oil for their bearings. These scoops splashed oil thoroughly in all directions, and the oil was collected in suitable galleries, then from them fed by gravity to the main bearings of the crankshaft and camshaft.

During WWI, the company made motorcycles, lorries to Maudslay designs, and, not having a suitable one of their own, ambulances to a Sunbeam design. (See Beaded Wheels Number 65 report on Rover-Sunbeam Ambulance)

Engines of this size were not common in 1911. This new model of medium size could carry up to five people in comfort, it was relatively speedy with an acceptably low petrol consumption, and proved to be very popular. It also had a low road tax in Britain. It became the sole production model and gave the company a financial boost. WWI 1914-1918 impacted sales as the company rapidly changed to production of armaments and vehicles suitable for the armed forces.

More information on the Rover company and most of the models produced can be obtained from local or National Library Services. I have drawn most of my information from The Rover by George Oliver and The AutoCar, reports of 1912, 1913, 1914 and October 1942.

The Car

Information from The Rover book and The Autocar reports

It was a simple and straightforward design featuring an extremely tidy-looking four cylinder engine, a separate three speed gearbox, and final drive by open propeller shaft and underslung worm diff. It had internal expanding brakes on the rear wheels (hand-brake) and a transmission brake of the external contracting type (foot-brake), semi-elliptic springs at front and rear, and a new style of radiator that was recognizably Rover.

Press reports of the day praised the engine as being quiet and smooth, pulling strongly, and the car could cruise in the 30–40 mph range.

There were a number of small advances between 1912 and 1914. The Autocar of October 1913 reported that there were a number of different body types, two seater and four seater coupes, a landaulette, and in October 1914, a delivery van. Electric lighting was a new thing (an extra), so was a spare wheel, and with electrics and a starter motor, things we take for granted today. In 1915 the engine was changed slightly from thermo-syphon cooling, by adding a new screw propeller which was a primitive water pump, and this enhanced the cooling of the engine.

The company produced a Colonial model mainly for export to Australia and other countries. It had with higher ground clearance, larger wheels and a different differential. Note that the recommended tyre pressure was 70lb in the front and 80lbs in the rear wheels, making the ride very firm. (On my car I maintain 50lb pressure in the front wheel and 45lb pressure in the rear wheels).

The models seen in New Zealand are basically the UK versions. After the end of WWI Rover continued to manufacture the 12 until 1923, but for the last couple of years it had a four speed gearbox.

Currently there are a small number of Rover 12 vehicles on the road in New Zealand. They have been rebuilt/ restored by the owners. At the Veteran Rally in Timaru in 2019 there were three Rover 12 vehicles there — all different in body styles but with similar mechanicals. It was a great chance to see three cars running and compare performance.

Neil Farrer 1914 Rover 12 Delivery Van

My vehicle originally had a four seater car body that was in a sad state. The late Ces Smith of Hawke’s Bay Branch decided to rebuild it as a delivery van which Rover produced in the UK in 1914. The engine, gearbox, worm drive diff, chassis and scuttle were the bones of the rebuild, along with a considerable number of parts from other cars. The body was sold to Wilbur Brown for his restoration. Little use was made of the vehicle once it was put back on the road in 1990, several owners used it mainly for display. When I purchased it I wanted to use it. First thing was how to start the van and drive it — I needed driving lessons and there was quite a bit of minor repair work to do. The water-pump, a new innovative feature on the car, had to be rebuilt. A new timing chain was fitted as one broke, (one chain does valve timing and the other chain the water pump and magneto) and minor repairs were made to the magneto. Re-timing was a major task that Ian Chamberlain sorted. The van drives nicely now, and I do not have steam coming out of the radiator through overheating. The van body was excellently made and only needed some sound-deadening to make driving more comfortable. The bench seat accommodates two people comfortably, with plenty of space in the back. Two doors at the rear with the top lifting up and bottom half folding down, gave a further 500mm platform.

Initially I thought that the engine was lacking in power, and with a crash gearbox changing up and down can be interesting. I drove it to Raetihi for the 100 year celebration of the Parapara Highway, returning by the Wanganui River Road, a total of 190km that day. No speedo, but my GPS gave me speed and distance travelled. Going down from Raetihi to Pipiriki was interesting with limited braking, I often changed into second to use engine braking, earmuffs essential with a howling gearbox. Other adventures on rallies continue to make life interesting.

Mike Whall - Christchurch 1914 Rover 12

Engine Number QH4612

We purchased the car from Brian and Gwen Black. Brian had a significant collection of Rover 12 parts, chassis and engines, most of which have been shared with other Rover enthusiasts. Brian had restored/rebuilt my car over three months and then it was used extensively by a number of drivers including us. Problems were later found with the steering, fixed by making wedges and placing these between the springs and axle beam. Tyres have been a problem but we purchased new ones from the UK.

The car is rallied extensively, and is now starting to show signs of wear, so more work is required.

Trevor Carston – Nelson Rover 12 Landaulette

I have been interested in Rovers for many years and was a foundation member of the Nelson Rover Car Club. Our interests became more focused while on a veteran rally in Canterbury driving our underpowered three wheel veteran which required my wife to get out and help push it up an incline. Brian and Gwen Black saw our problem and offered a complete rolling chassis and correct mechanicals plus many other parts to suit a 1912 Rover Clegg 12, including engine number QB829. After many hours of research we decided to reconstruct a body in the landaulette style.

Over the next four years we built a wooden frame, mudguards, did the paint work and upholstery. The body was constructed using cedar, ash, oak, mahogany and South Island beech. The driving seat is covered in leather while the rear compartment is a combination of leather and velour. All brass fittings, lamps and fittings were restored by Trevor, including hat boxes, suitcases, vases, crystal decanter and other accessories.

Since the 2012 Vero international Rally in Wanganui repairs have been made, including a motor rebore, new pistons, a timing chain, a starter motor and indicators.

In early 2013 the Rover attended the National Veteran Rally in Invercargill without missing a beat. Now it is our intention to take it to Taranaki for the 2022 Vero Festival of Historic Motoring.

David Oakley – Ashburton Rover 12 two seater

Engine # QH4615, Chassis #5106

The bones of the car were purchased from Wilbur Brown after I noticed it in the back of his workshop in Warkworth.

A start had been made on building a roadster body with some of the wooden framing completed. An original rear body tub was there, and patterns which were useful when fabricating new mudguards. Much of the running gear was there, including a useable differential worm wheel and pinion.

A start was made on the restoration two years later after enlisting the help of Dave Patterson, a retired panel beater, without whose help it would have taken many more years to complete.

Two other sets of spares were acquired from which I obtained the missing steering box, and a useful clutch assembly.

Despite some misgivings I opted to restore the car making as few modifications as possible, using the original wet clutch and worm drive differential, but a starter motor was fitted. An original Rotax generator could not be found so a modern alternator was fitted. 1914 was the first year electric lights became available.

I opted to use 30 x 3½ beaded edge tyres as they are readily available.

The car motors well, and is in the Rover tradition of sedate, reliable, quality vehicles, aimed to be sold to respectable middle class and professional people.

Neil Farrer, 1914 Rover 12 delivery van

Trevor Carston The car as entered in the 2012 Vero International Rally at Wanganui.

David Oakley, Rover 12 two seater.

Mike Whall 1914 Rover Clegg.