[3] They were driven by royalty including Grace Kelly and King Hussein of Jordan whose first ever car was a 1952 75.

A freewheel clutch, a traditional Rover feature, was fitted to cars without overdrive until mid-1959,[4] when it was removed from the specifications, shortly before the London Motor Show in October that year.

The brakes on early cars were operated by a hybrid hydro-mechanical system but became fully hydraulic in 1950.

The complete body shells were made by the Pressed Steel company and featured aluminium/magnesium alloy (Birmabright) doors, boot lid and bonnets.

It featured unusual modern styling in stark contrast with the outdated Rover 75 (P3) it replaced.

The Rover executives purchased two such vehicles and fitted the body from one of them to a prototype P4 chassis to create a development mule.

[citation needed] Power came from a more powerful version of the previous model's 2.1 L (2103 cc/128 in³) Rover IOE straight-6 engine now with chromium-plated cylinder bores, an aluminium cylinder head with built-in induction manifold and a pair of horizontal instead of downdraught carburetters.

A four-speed manual transmission was used with a column-mounted gear lever[6] which was replaced by a floor-mounted mechanism in September 1953.

[10] After four years of the one model policy Rover returned to a range of the one car but three different sized engines.

Rover's stated intention was "to cater for a wider field of motorists who require a quality car with varying degrees of economical running costs and performance".

[13] The line of the front mudguards "which", said The Times, "previously gave the car a somewhat blunt appearance" was rearranged with the side lamps and flashing indicators in different positions.

A small chrome reflector on the headlamp rim allowed the driver to know the side lights were functioning.

Rover's idiosyncratic central gear change lever designed to allow three-abreast seating in front was used for this new car.

[8] Its 2.0 L (1997 cc/121 in³) 60 bhp (45 kW) engine had been used in the early Land Rover though it now had modifications including an SU carburettor.

As the block was shorter than that of the 6-cylinder engine, it sat further back in the frame, and this is sometimes held to have resulted in better handling and compensated for the lack of power.

[12] Independently adjustable separate front seats were made available at extra cost from September 1955.

[13] Similarly in September 1956 the shape of the front mudguards was rearranged with the side lamps and flashing indicators in different positions.

A small chrome reflector on the headlamp rim allowed the driver to know the side lights were functioning.

Rover's idiosyncratic central gear change lever designed to allow three-abreast seating in front was used for this new car.

Rover's stated intention was to cater for a wider field of motorists requiring varying degrees of performance and running costs.

Independently adjustable separate front seats were made available at extra cost and at the same time the engine's compression ratio was increased from 6.73:1 to 7.5:1, lifting power by 3 horsepower to 93.

[citation needed] In September 1956 the shape of the front mudguards was rearranged with the side lamps and flashing indicators in different positions.

A small chrome reflector on the headlamp rim allowed the driver to know the side lights were functioning.

[16] A road test of a Ninety published in MotorSport magazine in September 1956 described the engine as virtually inaudible when idling but the steering was "spongy and heavy" and "the roll when cornering was considerable" nevertheless, reported MotorSport, firm suspension caused "very appreciable column shake and body judder".

The 105S featured separate front seats, a cigar lighter, chromed wheel trim rings and twin Lucas SFT 576 spotlamps.

To minimise the cost of the 105R, these additional items were not standard; however, they were provided on the (higher priced) 105R De Luxe.

The 105S made do with a manual transmission and Laycock de Normanville overdrive incorporating a kick-down control.

Girling 10.8 inches (270 mm) vacuum servo-assisted disc brakes at the front were new, and the car used wider tyres and had updated styling.

Options included a radio, two tone paint schemes, and either a bench or individual front seats.

[30] Problems with the T2 caused Rover to abandon the front-engine concept and rebuild the car, redesignated T2A, with the turbine over the rear wheels.