Leyland P76 - Design and Engineering

Design and Engineering

The shape was penned by Giovanni Michelotti. The entry-level P76 featured an enlarged 2623 cc version of the 6-cylinder engine from the smaller Austin Kimberley and Austin Tasman. The top-of-the-line aluminium alloy 4416 cc V8 unit was unique to the P76, and was a derivative of the ex-Buick V8 that was powering the Rover 3500. Leyland Australia cited a weight advantage approaching 500 lb (230 kg) for the P76, most of which was attributed to the lighter weight of the aluminium engine block when compared to the cast iron blocks (with bigger displacements) of the V8s from Chrysler, Holden and Ford. It was hoped that the weight advantage would feed through into superior fuel economy and extended tyre life. Nevertheless, the car was a full-size car in Australian terms, for which class leading boot/trunk capacity was claimed.

Safety equipment preceded the forthcoming Australian Design Rules, and featured front discs as standard on all models, recessed door handles and full-length side intrusion reinforcements on all doors.

Transmissions for the car were all bought in from Borg-Warner Australia who were already also supplying transmissions to Ford and Chrysler.

Notwithstanding the advertising slogan ("Anything but average") the P76's engineering followed conventional lines.

It did offer a combination of features which were advanced in this category in Australia at the time: rack and pinion steering, power-assisted disc brakes, McPherson strut front suspension, front hinged bonnet, glued-in windscreen and concealed windscreen wipers, as well as the familiar Australian-made Borg Warner gearboxes (including 3 speed column shift) and a live rear axle.

Particular attention was paid to structural rigidity, a British Leyland engineering strength. This goal was aided by a conscious effort to reduce the number of panels needed to build the car's body — a remarkably low 215, reportedly only 5 more than for a Mini.

The P76 was potentially a superior car to its competitors and, had Leyland Australia been given time to develop the full P76 range, the model may well have succeeded in the Australian market.

At the time P76 production ceased, Leyland was developing a V6 version to replace the E6 variant. The V6 was derived from the 4.4-litre P76 V8, with the two rear cylinders chopped off.