The Rover P5/P5B
- Thread starter Styria
- Start date
sean sherry
Master
A double comment.... These Rovers are on a different planet to the much more revered Jaguars.
They were solid quality. Over priced ? I think not ... you get what you pay for. My experience ?
Having attended to many many of both, of their Auto Trans. The two litre cars were not up to much. They were perhaps aimed at the Triumph 2000s. also gutsless with an auto.
I have experienced everything on four wheels, from 1930 Austin Sevens, to todays offerings via owenership . Our new Subarus are amoungst the best ... Forrester & an Impreza. Both with excelent Subaru developed CVTs. I cannot fault them.
For Patrick.... are the Truck Drivers in Outback Truckers all that dumb and incompetant that, especially one of them doesn't even carry a spare Fan Belt. The one whose Brain is fatter than his Gut. Lives from hand to mouth. But I'm sure that the vast majority are hard workig men,
doing a very trying job in the Outback. I never realised how the other half lived to keep the country operating.
They were solid quality. Over priced ? I think not ... you get what you pay for. My experience ?
Having attended to many many of both, of their Auto Trans. The two litre cars were not up to much. They were perhaps aimed at the Triumph 2000s. also gutsless with an auto.
I have experienced everything on four wheels, from 1930 Austin Sevens, to todays offerings via owenership . Our new Subarus are amoungst the best ... Forrester & an Impreza. Both with excelent Subaru developed CVTs. I cannot fault them.
For Patrick.... are the Truck Drivers in Outback Truckers all that dumb and incompetant that, especially one of them doesn't even carry a spare Fan Belt. The one whose Brain is fatter than his Gut. Lives from hand to mouth. But I'm sure that the vast majority are hard workig men,
doing a very trying job in the Outback. I never realised how the other half lived to keep the country operating.
Patrick_R
Grand Master
Sean,
I don’t watch outback truckers much, as it is very sensationaliced as one would expect for TV. However, there is a good many of them just like you say, and see. Plain dropkicks that have no idea of anything, I call them “wheel attendants” because I wouldn’t even call them drivers.
You are correct, some just live day to day, and possibly will never own a truck.
I have never seen bigger bitches or wingers than trucks drivers, and I have also had the pleasure to deal with some of the greatest people I have ever met who are drivers and/or truck owners.
It’s such a colourful field.
Regarding fan belts, if the truck is a bit newer, say after 2000 it will have serpentine belts, sometimes one, or maybe two.
So not really serviceable by the driver, but these huge belts are very robust and rarely fail, but if they are neglected during service, or the trucks are not serviced correctly, these and many other things could fail. A lot of items today are gear driven not so much belt driven, so less chance of failures.
Yes, if it’s an older truck, they may have the old fan belts, and are serviceable by the driver if they are a bit old school.
sean sherry
Master
The older I get....(90 very soon)....the more I seem to remember of yester year......As an aprentice for the imporers of Morris cars 1950 into Nth Ireland, it was my regular job to pick up the new cars from the Docks twice a month.. Amoungst the Nuffield products I have driven brand new Rileys..a new Rover (the one with the single centre spot light) a new Singer SM ( the last of them ) The Morris cars Minor & Oxford were a giant leap forward in 1950, to the previous post war offerings which were tarted up versions of the pre war cars. eg Torsion Bar independant front suspensions. Well engineered Coloum gear shifts etc.
sean sherry
Master
The Rileybut still with the pre war wooden Bodys which eventually rot out Though my 1955 2.5 survived pretty well. into the nineties....
Patrick_R
Grand Master
You were very lucky to have driven brand new versions of cars most of us have only read about.
Great memories I’m sure.
sean sherry
Master
And the Rileys were way ahead with their engines. High Cams, Cross flow Heads,with twin SUs Designed in 1925 for Riley 9's Nothing new under the Sun....Firsr 4 valve heads were in 1903 !!
- Thread Starter
- #233
The location seems to be Rural Victoria. I must admit to really liking that sort of enviroment - it conveys the feeling of peace and quiet. I really would love to see a little more of the property in general. The car itself - pretty good and workmanlike. I would worry a little about the upholstery, showing some "cracks" but plenty of "dryness". I think it can be saved by a generous supply of Saddle Soap and Hide Food. Unfortunately, once it gets to the stage of "illustration", some remedial work is urgently required. Some will classify it as "Patina" but I have some reservation to the value of this term or description. Being a Mark IIA/B/ or 2C, it would be fitted with the ultra dependable and sturgy Borg Warner DG (Detroid Gear) gearbox as fitted to WW2 Troup Carriers. A beautiful quality box, but parts and "lack of knowledge" by experts (!) is an issue. Regards Styria
sean sherry
Master
Lack of knowledge Styria.. just because I am in in 92nd year.... don't write me off just yetThe location seems to be Rural Victoria. I must admit to really liking that sort of enviroment - it conveys the feeling of peace and quiet. I really would love to see a little more of th
There were many issues with the DG. My 3.4 Mk 1 Jaguar LHD I owned in New York would stay in 2nd Gear, if the down switch button was used. 3.8 Jaguars would break the input shafts. The second gear sprag clutches would slip even though they showed little wear. ...We were forever replacing the direct drive clutch plates also in the Converters of Humbers...Rovers. I welded them up by hand & pressure tested them under water never had a leak !
I have just finished another restoration Mid seventies Yahama TY 175 Trials Bike
My first love has always been Off Road Trials Bikes. First Bike at 16 was a very worn 1934 Royal Enfield. Oil pump would not return oil from the Crankcase. Never fixed as the face of the Crankcase to pump drive was beyond repair. First Car at 18, was a well worn 1930 Austin Seven "Convertible" ie,. it didnt have a roof just a fadric top of some sort.
In Sunny Ireland !...... The spirit is strong but the Body is weak
My secrect ....I have a young Wife..... Bev won't be 90 untill next year ...........Sean
- Thread Starter
- #235
Sean, nice to hear from you. Still got your sense of humor and overflowing faculties. I know you won't agree, but they don't make them like this anymore - maybe just as well. There are one or two quite distinctive memories that stir the bit between my ears. My first, of many achievements, relates to my success in tying up my shoelaces for the first time after months of trying to do it unsuccessfully. The second one is a little different. As you know, men's trouser flies are covered by a flap. Yet going back to the early fifties, there was no flap and all the buttons were there to be seen. Change that mode of fastening was considered as some form of achievement.
I obtained my knowledge to repair and servicing of Automatics by trial and error - the last named always would hurt when a box wouldn't work properly after installation. It was always back to the drawing board. In the end, I was quite adept and capable of dealing with the Borg Warner 35 and 65s, as well as the Mercedes Boxes fitted between 1960 and , say, 1989.
Actually the old J-Boxes fitted to 220s and 6.3s were almost identical in many respects. The main changes were restricted to the number of frictions and the thickness of the solids. A 220 would have three frictions, whereas the later more powerful models would have five frictions. 6.3s did have two special looped bands for strength and longevity. All very interesting. Boxes fitted to the Chassis 116s were very similar. I am talking about the various 722. boxes. In closing, I should also point out that despite all my successful (most of the time) endeavors, I never mastered the art of even dismantling the Borg Warner DG boxes as fitted to many of the British luxury cars such as Rovers, Humbers, Jaguars etc. Just too complex. Regards Styria
I obtained my knowledge to repair and servicing of Automatics by trial and error - the last named always would hurt when a box wouldn't work properly after installation. It was always back to the drawing board. In the end, I was quite adept and capable of dealing with the Borg Warner 35 and 65s, as well as the Mercedes Boxes fitted between 1960 and , say, 1989.
Actually the old J-Boxes fitted to 220s and 6.3s were almost identical in many respects. The main changes were restricted to the number of frictions and the thickness of the solids. A 220 would have three frictions, whereas the later more powerful models would have five frictions. 6.3s did have two special looped bands for strength and longevity. All very interesting. Boxes fitted to the Chassis 116s were very similar. I am talking about the various 722. boxes. In closing, I should also point out that despite all my successful (most of the time) endeavors, I never mastered the art of even dismantling the Borg Warner DG boxes as fitted to many of the British luxury cars such as Rovers, Humbers, Jaguars etc. Just too complex. Regards Styria
- Thread Starter
- #237
I am looking at this car with a lot of interest from a number of perspectives. Some good, well mostly, some not so. In many ways it is typical of some of the shortcomings of the later P5B (1969-1973) models fitted with the ex Buick but Rover Company modified all Alloy 3.5 engine - unless I am mistaken, the Buick V8 engine block was cast iron. I did own a 3.5 Saloon many years ago which, due the Alloy engine's light weight (6 cyl. were cast iron and heavy) resulted in the front suspension in a slightly exaggerated high position. The Rover Company was not able to alter the fitting of the front torsion bars on account of the design of the system and as a consequence road irregularities could always be felt by the lack of comfort quality of ride. Admittedly the V8 had more lively acceleration, but I never felt that the six cylinders I owned were hampered by lack of speed. They were not that sort of a car.
There is no doubt that the later model Coupes were quite spectacular, and deserving of praise, in the style they represented. One could almost say, the best of British in appearance. The restyled front guards with the inbuilt feature of the fog/spot lights together with the reshaped front scuttle, certainly transformed the shape into something a bit more striking than the earlier P5 models.Just subtle styling changes, together with the Rostyle (steel !) wheels and thicker stainless side mouldings achieved the desired more modern look. No arguments from me on that score. I would also like to point out to the quality of bright ware fittings adorned to the bodywork of the car - all superb quality of stainless fittings (NOT front and rear bumpers - they are chromed) for screens and various body molds. This car, unfortunately, displays a badly fitting bonnet so typical as evidenced in the majority of photos that can be seen on many other P5's, especially the later V8 models. It has been said that worn body pressings are most likely the cause. I am not so sure - what I do know is that there are many adjustments at the rear of the bonnet. Hinges, brackets etc. are all adjustable with no particular reference points as a guide, and the whole process is overly complicated as it is impossible to gain access to the various fittings as the bonnet is partially closed. One can easily spend virtually hours trying to get it right. It helps that it is best to leave the fittings of springs till last after getting the adjustments as best as possible. More to follow. Regards Styria
There is no doubt that the later model Coupes were quite spectacular, and deserving of praise, in the style they represented. One could almost say, the best of British in appearance. The restyled front guards with the inbuilt feature of the fog/spot lights together with the reshaped front scuttle, certainly transformed the shape into something a bit more striking than the earlier P5 models.Just subtle styling changes, together with the Rostyle (steel !) wheels and thicker stainless side mouldings achieved the desired more modern look. No arguments from me on that score. I would also like to point out to the quality of bright ware fittings adorned to the bodywork of the car - all superb quality of stainless fittings (NOT front and rear bumpers - they are chromed) for screens and various body molds. This car, unfortunately, displays a badly fitting bonnet so typical as evidenced in the majority of photos that can be seen on many other P5's, especially the later V8 models. It has been said that worn body pressings are most likely the cause. I am not so sure - what I do know is that there are many adjustments at the rear of the bonnet. Hinges, brackets etc. are all adjustable with no particular reference points as a guide, and the whole process is overly complicated as it is impossible to gain access to the various fittings as the bonnet is partially closed. One can easily spend virtually hours trying to get it right. It helps that it is best to leave the fittings of springs till last after getting the adjustments as best as possible. More to follow. Regards Styria
the original buick 215 was also an all-alloy version which was a problem as Americans were not used to it and they had problems in early service.
Covered well here:
ateupwithmotor.com
Covered well here:
The Strange Tale of the Buick Special, Buick-Rover V8, and 3800 V6 < Ate Up With Motor
The history of the 1961-1963 Buick Special, the aluminum Buick-Rover V8, and GM's long-lived 3800 V6.
ateupwithmotor.com
- Thread Starter
- #239
To continue my observations on this splendid looking P5B Coupe advertised at $28,500.00. Previously, I have referred to the issues as far as the front suspension is concerned. If you have a good look, it is quite clear to see the suspension setting quite high, and that seems to be par for the course. There is of course a trunnion fitting at the back of the subframe and the torsion bar leaves (about four or five) fit into this trunnion arrangement that enables the height of the suspension to be adjusted. However, having said all that, I suspect that there is simply not enough weight in the Engine/Gearbox assembly to bring down that setting. Mind you, I wonder how many owners would actually be aware of the trunnion adjustment facility ...?
The exterior of the car leaves very little to be desired. The red roof is a bit of an oddity, but it would really be a secret folly on the part of an owner who certainly has not been afraid to go past the accepted. If the truth be known, I would probably shade his mods to some extent and, maybe, perhaps to the dissatisfaction of the purist. However, it is what it is. The interior ? A bag of mixed emotions. The owner has taken the liberty to fit the very rare optic grade Sun Visors as fitted to early models - round about 1961/1962. A nice touch. Clearly, there are some curious mods to the Instrument Panel which seems to have had a poorly executed color change. There are obviously some issues with the steering wheel by having it covered by some sort of leather, or material. Again, no issue - it is what it is. I thought I would leave this till last - I am referring to the re-trimmed upholstery. To be frank, the workmanship is quite substandard as shown by various creases in a number of areas. Just spend a bit of time on this upholstery. It really is a bit of a travesty to obviously spend quite a bit of money and then finish up with a substandard outcome. I am aware that to create these covers from scratch is not a job for the faint hearted, but those sentiments really cannot soften the well below par workmanship. However, I would also urge readers to take a close look at the Instrument Binnacle, the beauty and clarity of the various instruments, the beautiful horn ring, and the full length parcel shelf that is such a handy feature. I doubt if there are really too many cars that could match the beauty of the layout featured on these Rover P5/P5B models. Regards Styria
The exterior of the car leaves very little to be desired. The red roof is a bit of an oddity, but it would really be a secret folly on the part of an owner who certainly has not been afraid to go past the accepted. If the truth be known, I would probably shade his mods to some extent and, maybe, perhaps to the dissatisfaction of the purist. However, it is what it is. The interior ? A bag of mixed emotions. The owner has taken the liberty to fit the very rare optic grade Sun Visors as fitted to early models - round about 1961/1962. A nice touch. Clearly, there are some curious mods to the Instrument Panel which seems to have had a poorly executed color change. There are obviously some issues with the steering wheel by having it covered by some sort of leather, or material. Again, no issue - it is what it is. I thought I would leave this till last - I am referring to the re-trimmed upholstery. To be frank, the workmanship is quite substandard as shown by various creases in a number of areas. Just spend a bit of time on this upholstery. It really is a bit of a travesty to obviously spend quite a bit of money and then finish up with a substandard outcome. I am aware that to create these covers from scratch is not a job for the faint hearted, but those sentiments really cannot soften the well below par workmanship. However, I would also urge readers to take a close look at the Instrument Binnacle, the beauty and clarity of the various instruments, the beautiful horn ring, and the full length parcel shelf that is such a handy feature. I doubt if there are really too many cars that could match the beauty of the layout featured on these Rover P5/P5B models. Regards Styria
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