The Rover P5/P5B

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Styria

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Exterior wise it's a great looking car, and even the interior is more than acceptable. However, looking under the bonnet and the high tension leads - I mean, it has to be a real turn-off in my opinion. Also, looking at the underside of the dash one can see the hanging down position of the upper panel. Granted, it is probably one of the main reasons why the interior of the P5/P5B can present such a challenging task to get right. Many hours go into perfecting the interior if it can be dome. Regards Styria
 
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Not replying to any of the posts submitted - not right now, anyway. However, this has got to be just about the find of the week, even at the advertised price. It's got to be one of the very best Coupes you are ever likely to see. It's almost brand new looking, or it has been restored to an unbelievable condition.


I would love to find the source of those wheels - just about the most attractive of any on these Coupes. I only have one reservation about this car -and I am nitpicking - but I don't particularly like the Mark III models with that "weak" Borg Warner 35 transmission. Regards Styria

N.B. Well I have found another couple of items that should be commented upon. That yellow handled screwdriver in the tool kit - couldn't they come up with something a bit more of a traditional unit ? Also, the fit of the carpet on the right side of the seat needs sorting, and I also tend to look at the awkward and ungainly position of the seat belt mechanism. There are beter ways of doing this.
 
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The interior really illustrates the hard life it has had. One could say it is probably typical of a well used car, with an interior that's now forty five years old. Granted, there is just about "very little" that one could fault with the exterior and engine bay appearance of the car. Certainly most impressive and a lot of time spent.
In order to get this interior to equal its external appearance, you will need to spend thousands - the interiors are very labour intensive and need the expertise of a person and trimmer that have the patience to do justice to a car in this condition. Regards Styria

N.B. BTW, I have expressed my reservation about the Mark III model with its "baby" Borg Warner 35 gearbox. In addition, I tend to think that the Mark IIIs are not particularly friendly to rev out freely. In neutral, 3000 rpms are not easily achieved. A Mark 2C in my possession at the moment (engine like Mark III but the earlier DG Box (heavy cast iron) is exhibiting this very real trait of reluctance to rev freely.
 
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We may have seen this one before, but I like the colour scheme on this Manual P5 coupe in the UK:


View attachment 21953View attachment 21954View attachment 21955View attachment 21956View attachment 21957View attachment 21958
This one, with its blue leather, may perhaps be a "cleaner" interior than the Bordeaux Red Mark III that I have commented upon, yet looking at the replacement carpet, the gearbox tunnel carpeting is very plain and lacks that little square moulded section on top of the gearbox tunnel when it came from the factory when new. Exterior wise, the owner has employed the same two tone arrangement that I have chosen for the Mark III that I am restoring. Just to be a little nit-picky, to my way of thinking the contrast between the two colours is a little too prominent but, obviously, that is just my personal view. Regards Styria
 

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I recently came across this page detailing a proposal for a different control mechanism for the overdrive in the Rover P5.
In the production car, the overdrive works only on top gear.

The proposal here was for it to work on 2nd, 3rd and top gears and that it be thought of as town and touring gears. So you have a set of ratios for town and a different (taller) set for country driving.


and the associated supplement to the owners manual for the car it was fitted to (one of the directors of the Rover company)

 
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That is very interesting, and is something I will want to have a closer look at. With the Rover Overdrive system, it was always felt that components in the overdrive unit could "burn out" and as a consequence, was never recommended. It is no secret of course that the Triumph Dolomite Sprint"s Overdrive allowed for the unit to engage in the upper three gears. Don't know if it ever caused any problems. Just thinking about the modification - is there a great deal really in adopting that feature ? I would say "NO', but if it works with safety and can be used with a certain amount of understanding the system, it might be okay. Rgards Styria
 

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