Fashioning Fine Cars

In September 1936, the Rover models of the 1937 model year were presented to the press. These were the vehicles that are today referred to as the "P2" model group.
At this time, the trade magazine "The Motor" published a report on the production of these vehicles at Rover in Coventry. Rover had this report reprinted. As it is also interesting for friends of the "P2" models, we bring this article to your attention here.

Fashioning Fine Cars

'The Motor' - September 15, 1936

Special Rover Factory Methods Which Have Been Developed to Suit High Standards of Workmanship and Finish Which Characterize All Their Models

The most insteresting feature of the Rover factory at Coventry is the way in which it has been planned for a limited production of quality cars. The new buildings, erected and equipped within the past few years, contain all the latest aids to car manufacture in the form of moving assembly tracks, conveyers, automatic machinery and so forth, but this production technique is entirely subservient to the requirements of workmanship, quality and a fine finish.
All through the works one notices how the machines are planned to aid the man; there is no attempt to reverse this sequence in order to obtain a higher rate of production. The whole atmosphere of the factory is one of unhurried activity in which a first-class staff is able to give its best.

Long Assembly Tracks

For example, in relation to the relatively modest output of Rover cars, the moving assembly tracks on which bodies and chassis are built are of altogether exeptional lengths. This gives plenty of space for each individual job and the correspondingly low speed of the track enables each man to complete his part of the work without overlooking the smallest detail.
Working conditions have also been very carefully considered; the big bays of the modern factory buildings are very well lit and are high and airy. Every department is kept warm in winter by a novel system in which super-heated water is pumped at a high pressure through steel piping.
The amount of care which is taken over the external finish of the coachwork is strikingly demonstrated by the number of inspectors employed. Each body is examined minutely at every stage in manufacture and the completed cars go through another “third degree” examination before they leave the assembly lines for road testing. There is a further inspection when the test is completed.
After this the cars pass on to finishing lines where the whole of the exterior surfaces are cleaned and are polished with Simoniz. Finally, under an all-glass roof, with a battery of high-powered lamps to assist on dull days, several inspectors make their expert check. Each has a long list of points to be examined and is at liberty to add further notes to his report as may seem necessary.
In this brief review I can only touch upon a few of the interesting methods which have been developed to maintain the high standards of workmanship on which Rover reputation is based. A case in point is the exceptional care taken to safeguard the car against deterioation in service. Vulnerable edges of the doors, ventilators, etc., all pass through a special tinning process so that, if the paint becomes chipped, the white metal beneath will preserve the steel panelling from rust.
Wings, spare-wheel covers and other body components are “aluminiumized” by a special spraying process, and are baked at a high temperature, before the colour or enamel is applied. This initial coating literally bonds itself to the steel, so that if the paint becomes scraped or broken during the life of the car the surface underneath will not rust. With a similar care for detail every bolt and nut used in the chassis is made proof against rust before it is fitted.

A “Supercharged” Department

The automatic enamelling plant, used for certain body and chassis parts, is installed in a “supercharged” room. A slight pressure is maintained to ensure that the air will move outwards, not inwards, through any points of leakage, so keeping dust away from the jobs in hand.
A good deal of timber is used in Rover coachwork, in conjunction with steel panelling, as this is found to assist in making the body silent. Prime ash is used for structural parts and walnut for facias, decorative door rails, fillets, window frames, etc.. Some exceedingly clever wood-working machinery is employed for these parts and all sawdust, shavings, etc., are removed by an extractor system.
Each body is built up on a rigid truck especially designed to ensure accuracy in the assembly. Through all subsequent processes the body remains on this truck, travelling along rails which take it through spray booths, ovens, “rubbing-down” departments, etc., and then along 600-ft tracks on which glazing, trimming and a thousends-and-one other jobs are done. The final part of the body track runs parallel with another moving chain on which chassis are assembled. In this way the body is brought to a point at which it is ready to be transferred to the chassis: an operation illustrated in our photogravure section*.
Incidentally, at the beginning of the assembly line the chassis is fitted to a special framework in which the possition of every body mounting bracket is carefully checked.
Engines, gearboxes and other parts, are made in a separate Rover factory near Birmingham; the Coventry plant is employed for building coachwork, for chassis assembly and for all the processes incidental to finishing the cars and testing them before delivery. One of these processs is to mount the car on a vibrator which emulates the action on a rough road by shaking the vehicle violently from the wheels upwards. This enables the inspectors to trace and correct any rattles or squeaks.

Extensive Insulation from Noise

One method employed to quieten the car is covered broadly by the word “insulation”. The door panels are treated internally with flake asbestos, sprayed on with an adhesive; all the roofs are padded and felt is liberally employed to deaden the floor and the dash. The engine-gearbox unit is carried by rubber and, by clever designing, is allowed to move without affecting the gear lever, pedals or other controls. The exhaust system is flexibly mounted throughout. The radiator is built as a unit with the wings and the complete assembly is carried by rubber-insulated supports.
In a thorough and extensive tour of the factory I was especially impressed by the keenness of the personnel. Every man seemed to have at heart the reputation of the Rover as “one of Britain’s fine cars”; than which there can be no better assurance that the product will continue to deserve this proud claim.
M.P.