Patrick_R
Grand Master
Well, there you go.
Thanks mate.
So,
What is the next project?
Tell me yours and I’ll tell you mine
Thanks mate.
So,
What is the next project?
Tell me yours and I’ll tell you mine
The Rover P5/P5B
- Thread starter Styria
- Start date
I have had a number of Rovers .
2x P5 with the awfull DG auto transmission,in my opinion would not consider another with this box unless I was considering replacing it with a manual.
1x P6 2000,and a Rover 90 which I had for about 14 years.
Regards Jim
2x P5 with the awfull DG auto transmission,in my opinion would not consider another with this box unless I was considering replacing it with a manual.
1x P6 2000,and a Rover 90 which I had for about 14 years.
Regards Jim
I think you'll get on well with Syria, he is converting three rover P5s from Automatic to manual. If I recall his antipathy is saved for the BW35 in the MKIII and the P5B rather than the DG in the earlier cars.
I was talking to Syria the other day about the differences in the crankshafts of 3 liter engines set up for the DG gearbox vs those set up for a manual trans or a borg warner 35.
I had read they were different and seen a photo a while ago but could not find it.
Now i've found the photos. The one without the divot is for the DG apparently, and the DG also has a plate that bolts on that the other does not.
This makes me think from looking at those photos that you could go from dg to manual but not from manual to DG?
I had read they were different and seen a photo a while ago but could not find it.
Now i've found the photos. The one without the divot is for the DG apparently, and the DG also has a plate that bolts on that the other does not.
This makes me think from looking at those photos that you could go from dg to manual but not from manual to DG?
Well, there you go.
Thanks mate.
So,
What is the next project?
Tell me yours and I’ll tell you mine
I'll probably look to get something else in a couple of months.
Right now, I want to get the rest of them working well.
The DS needs the last trim being put back on, as well as door cards
Jag needs new temperature sensor and fan relay and to get it running again
Still got a bit more work to do on the 560 as well
Found this description of the development of the car, which was quite interesting:
https://www.aronline.co.uk/cars/rover/rover-p5-review/the-cars-rover-p5/
Styria, this paragraph may be of interest to you:
In terms of powering the P5, the original plan of introducing it with a new engine were soon put on hold. The V6 had been axed (because of costs and production issues), and Rover decided that enlarging its existing 2.6-litre inlet-over-exhaust inline-six would be a far more expedient option. The man charged with this task was Jack Swaine, who later recalled: ‘At the time, the inline six was a 2.6, and unless we Siamesed the bore, we couldn’t increase the capacity with the bore sizes that existed. So, we shifted the bore centres again, and were able to do this by by making it a seven bearing engine. We had the two intermediate bearings on the four-bearing engine, and we could use narrower bearings by going to seven, and shuffled the bore centres along the length of the block in effect.’
All this work resulted in an engine capacite of 2995cc. Roller-type cam followers were fitted to improve breathing, and the enlarged power unit produced 115bhp gross (105bhp net) at 4500rpm, and the torque figure was a stately 164lb ft at 1500rpm.
https://www.aronline.co.uk/cars/rover/rover-p5-review/the-cars-rover-p5/
Styria, this paragraph may be of interest to you:
In terms of powering the P5, the original plan of introducing it with a new engine were soon put on hold. The V6 had been axed (because of costs and production issues), and Rover decided that enlarging its existing 2.6-litre inlet-over-exhaust inline-six would be a far more expedient option. The man charged with this task was Jack Swaine, who later recalled: ‘At the time, the inline six was a 2.6, and unless we Siamesed the bore, we couldn’t increase the capacity with the bore sizes that existed. So, we shifted the bore centres again, and were able to do this by by making it a seven bearing engine. We had the two intermediate bearings on the four-bearing engine, and we could use narrower bearings by going to seven, and shuffled the bore centres along the length of the block in effect.’
All this work resulted in an engine capacite of 2995cc. Roller-type cam followers were fitted to improve breathing, and the enlarged power unit produced 115bhp gross (105bhp net) at 4500rpm, and the torque figure was a stately 164lb ft at 1500rpm.
- Thread Starter
- #127
Spotted another Rover P5 for sale on Facebook. This time the car is located in Otago, NZ., at an advertised price of $22K.
https://www.facebook.com/groups/504...88612677820215/?sale_post_id=2588612677820215
This car looks the goods, and it is very similar to both of my Admirality Blue coupes I am restoring. Unfortunately, no pictures of the interior, and I have not yet checked if there is any description regarding various other items that may differ from my cars. It immediately comes to pass that the car in question is sitting high both in front and rear suspensions. Nothing to do with parts that have been used perhaps to rebuild suspension items - at the front, the torsion bars could be adjusted - the car sits really high as P5Bs would with the much lighter V8 engine - about 200 lbs. difference. At the rear, I would suggest that the springs have been re-set too high. I don't think I would enjoy the ride.
It is also a Saloon - not nearly as desirable as a Coupe, even though it may be a more strongly bodied car. One of my cars has a Webasto Sliding Sunroof that cost me $2K. to buy about 25 years ago - plus cost of fitting ! I have also fitted later model chrome strips to my cars. All in all, it is comforting to think that people are now appreciating these quality cars, and are attracting higher asking prices. Regards Styria
N.B. Apologies - it is a Coupe after all.
https://www.facebook.com/groups/504...88612677820215/?sale_post_id=2588612677820215
This car looks the goods, and it is very similar to both of my Admirality Blue coupes I am restoring. Unfortunately, no pictures of the interior, and I have not yet checked if there is any description regarding various other items that may differ from my cars. It immediately comes to pass that the car in question is sitting high both in front and rear suspensions. Nothing to do with parts that have been used perhaps to rebuild suspension items - at the front, the torsion bars could be adjusted - the car sits really high as P5Bs would with the much lighter V8 engine - about 200 lbs. difference. At the rear, I would suggest that the springs have been re-set too high. I don't think I would enjoy the ride.
It is also a Saloon - not nearly as desirable as a Coupe, even though it may be a more strongly bodied car. One of my cars has a Webasto Sliding Sunroof that cost me $2K. to buy about 25 years ago - plus cost of fitting ! I have also fitted later model chrome strips to my cars. All in all, it is comforting to think that people are now appreciating these quality cars, and are attracting higher asking prices. Regards Styria
N.B. Apologies - it is a Coupe after all.
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This was for sale a few months back and featured on this thread:
http://www.topklasse.org/forums/showpost.php?p=71193&postcount=108
The previous ad had more photos. the exterior is excellent but I wans't particularly impressed with the seats. Still, for a coupe in NZ$ the price is quite good.
- Thread Starter
- #129
Bryce, it comes back to me now. I did suspect it had featured previously. This car is a strange mixture of good and perhaps "not so good". The original thread amply illustrates the ride height of both front and rear suspensions, particularly the back. I don't think it would ride nicely. As far as the front is concerned, the torsion bars are adjustable. I just wonder whether they have gone the wrong way with the adjustment. The torsion bars themselves cannot be altered. They may get tired but the physical specifications remain.
If one looks a bit closer also, the boot area leaves a lot to be desired. It really does illustrate that, intrinsically speaking, the car falls well short of perfection. Regarding the driver's seat - I just don't know what to make of it. Regards Styria
If one looks a bit closer also, the boot area leaves a lot to be desired. It really does illustrate that, intrinsically speaking, the car falls well short of perfection. Regarding the driver's seat - I just don't know what to make of it. Regards Styria
Here is a P5B coupe in WA for sale. It is in very nice shape, and has some customizations like the picnic tables.
https://www.carsales.com.au/cars/details/Rover-35-LT-1969/SSE-AD-6065550/?Cr=6
Asking $46k, been on the market for a bit.
https://www.carsales.com.au/cars/details/Rover-35-LT-1969/SSE-AD-6065550/?Cr=6
Asking $46k, been on the market for a bit.
Here is one of the very small numbers of P5B's equipped with a metal sliding sunroof. they were mentioned in the James taylor book but I have never seen one.
the seller is based in WA and wants $38,000 for it.
https://www.gumtree.com.au/s-ad/greenwood/cars-vans-utes/rover-p5b-coupe/1221176321
the seller is based in WA and wants $38,000 for it.
https://www.gumtree.com.au/s-ad/greenwood/cars-vans-utes/rover-p5b-coupe/1221176321
sean sherry
Master
Well I feel i must comment on the DG getting such a bad press It is an old design which works very well when rebuilt properly. Fitted in large numbers to Jaguars, Humbers ,Ford Zephyrs ,Rovers etc. The Torque Converters with the Lockup Clutch was way ahead of its time. Giving a direct drive in top gear. All the other Automatics were losing around 8% due to Converter slippage.
A new Clutch Plate and a piston Seal was all that was needed to rebuild the Converters. An hours job on a lathe and an Electric Welder hand held.
The later B W 35 Alloy Box was a weakling . A copy of the Cast Iron BW 8 used mostly by Ford who called it a Fordomatic. BW 35s fell to pieces in Jaguar XJs
Made me a lot of money !! The later BW 65 had the bolt on Band Servos cast in the Case. At least this stopped the Rear Bands failing. But mostly the Forward Drive Clutches burnt out and broke the Diaphragm Spring. That was the squak during the 1--2 upshift . Not the 2nd gear Band applying !
A new Clutch Plate and a piston Seal was all that was needed to rebuild the Converters.
An hours job on a lathe and an Electric Welder hand held.The later B W 35 Alloy Box was a weakling . A copy of the Cast Iron BW 8 used mostly by Ford who called it a Fordomatic. BW 35s fell to pieces in Jaguar XJs
Made me a lot of money !! The later BW 65 had the bolt on Band Servos cast in the Case. At least this stopped the Rear Bands failing. But mostly the Forward Drive Clutches burnt out and broke the Diaphragm Spring. That was the squak during the 1--2 upshift . Not the 2nd gear Band applying !
Patrick_R
Grand Master
Love the blue car, but unfortunately it will never sell at that price.
BenzBoy
Grand Master
Having driven a P5 3500 sedan in excellent mechanical and cosmetic condition and a 2000 TC I have to wonder why anyone would bother with the P5 3500 as a driving car. Yes; gorgeous and nicely kitted out and solidly built but lacking the light and nimble feel of the 2000TC. A P6 in both TC and V8 form is a very well-mannered car and responds positively to subtle inputs.
Still, if you want to look like a British backbencher, any P5 will help you achieve that goal.
Regards,
Brian
Still, if you want to look like a British backbencher, any P5 will help you achieve that goal.
Regards,
Brian
sean sherry
Master
Yes Brian the 2000 had the light weight BW 35 which also fell to pieces .. usually the forward Drive ( front Clutches )
sean sherry
Master
And yes I know the early Automatic were built like Railway Engines.
The GM Turbo 400 was the later alloy version of the earlier Cast Iron Hydramatic which were Fitted to early R/ R and Bentley and plenty of the Yank Tanks, including the Ford Lincolns. in the forties and Fifties. The Alloy T 400s were ok in the low revving American Cars but a bit of a disaster behind the high revving Jaguar V12s. down the Motorways in the UK.
The GM Turbo 400 was the later alloy version of the earlier Cast Iron Hydramatic which were Fitted to early R/ R and Bentley and plenty of the Yank Tanks, including the Ford Lincolns. in the forties and Fifties. The Alloy T 400s were ok in the low revving American Cars but a bit of a disaster behind the high revving Jaguar V12s. down the Motorways in the UK.
BenzBoy
Grand Master
2000TC manual.Yes Brian the 2000 had the light weight BW 35 which also fell to pieces .. usually the forward Drive ( front Clutches )
Regards,
Brian
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I think Styria’s ears are burning!!!
I do like the backbencher comment. Brings to mind a Tory backbencher of the 60s with his bowler hat and moustache.
The fictitious Jim Hacker MP had to live with an Austin Princess!
SEL_69L
Aristocrat
I lived with an AUSTIN MAXI in the UK for 15 months. I thought it was quite OK !
It was able to keep up very well, way back in 1971, on the European autobahns.
It was able to keep up very well, way back in 1971, on the European autobahns.
Patrick_R
Grand Master
I had to look that up.
I think we had them here as an Austin Kimberly.
I think we had them here as an Austin Kimberly.
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