Faults:

The clock didn't work, but everything else worked very well in the time I owned the old girl. The carpets and seats had seen better days.

General Comments:

My particular machine, which cost me AUD300, was painted in City Grey - not one of the strangely attractive colours of the later models.

I consider the styling timeless, and the engineering and detail design is thoughtful and sophisticated. Design features from this car were turning up for years in other cars, although no-one has bothered to imitate the odd bell-crank front suspension, and few cars have featured a weight-saving alloy bonnet (hood) and boot (trunk) lid. These were expensive.

The cobalt blue car I bought as a spare, just in case, for AUD100 was about to be sold for scrap - primarily for the value of those two aluminium body parts. As it turned out, I didn't need the spare car.

The Rover was comfortable, surprisingly quick point-to-point, and the fancy de Dion rear suspension made a mockery of speed humps and pot-holes.

Faults:

A range of suspension components had to be replaced in the first year of ownership. The P6 has quite complex suspension so if the car is not young, expect to have to keep on top of it.

We did have an unfortunate Christmas Day in 2003 when the Australian heat (39 degrees in this case) proved too much for the poor thing and we were stranded twice due to apparent Vapour Lock.

Most drastically, the head had to be rebuilt due to valve failure during a club run. This included having hardened valves and inserts added to allow it to run on unleaded fuel.

Finally, the previous owner and myself had both had to replace the master brake cylinder.

General Comments:

Time has, perhaps, been unkind to the P6. As I was born almost a decade after the P6 made it's debut (1963) I was spoiled by the performance and reliability of more modern machinery. Since the head has been rebuilt performance has improved markedly, but, of course, is still no match for the (same cubic capacity) modern Alfa Romeo 156 with which it shares garage space. If one's experience is limited to more mundane vehicles of the period then the Rover must be a revelation. But if performance is your bent then find a V8 (P6B) instead.

Having said all that, one can't overlook the car's status as a great example of engineering and design innovation. The details of these have been well documented and anyone with an interest in Design and/or Engineering would be rewarded by sourcing a detailed book or video on the topic.

Faults:

- 2nd gear in gearbox worn requiring a full

gearbox rebuild.

- Original buckskin leather seats worn out.

- Radiator replaced, causing overheating.

- Accelerator cable bushes worn, allowing

the accelerator to stay on temporarily.

- Monza red paint beginning to blemish.

General Comments:

At the moment the only unoriginal modification to the car is the exhaust system, which is twin pipes with Kobi mufflers, making the car sound great.

I would like to replace the SU carbs with Holley 4 barrels and a larger pan air filter, only to increase performance, but it would make the car unoriginal and expensive to run.

For any suggestions, please e-mail me at btiller@christscollege.com

Faults:

In more than 5 years:

Voltage regulator replaced.

Alternator rebuilt.

Water pump replaced.

General Comments:

Nobody in 2001 buys a 30 year old Rover V8 as a practical and cheap to run family hack. These cars are getting pretty old, and need to be treated accordingly. Mine lives a somewhat cosseted life, I admit, but it has been a wonderful and rewarding car to own. There have been a number of minor niggles, but nothing no other car isn't likely to suffer from. For the last few years I have had late model company cars, and the Rover is still a treat to drive after any of these. It's comfortable, quiet, quick and a pleasure to drive. I'll never sell it. Grab one while you still can.