1966? I dont think so!!
- Thread starter Pilkie
- Start date
Not a '66 car I'm sure. The under bonnet view has the front inner wing cut outs for brake servo and coil, the 2000 base unit did'nt have these. Brake fluid reservoir is post '68 type. Door handles, dash, quarter window regulators, boot trim are all s2. I know that these cars are great for swapping panels around, but there is more s2 than s1 about this car. Only the boolid and grille appear to be s1. Could be a '73 car with id swapped to avoid tax. I've seen a few post 72' Land Rovers with pre 1970 plates, seen a few dodgy Mini's on ebay doing the same.
hermione149
Member
Strikes me that this car is the victim of poor taste and an identity crisis,.. 
Jose brito
New Member
Hi there my name is Joe
I owned jxc 822d
Jose brito
New Member
Sorry pressed wrong button,we called it William as it was owned by William martin hurst it was the original that is pictured in the history of rover p6 not a copy as one certain person insinuated . We did use it every day and took it to Portugal a couple of times sorry if you feel that was wrong I suppose we are all entitled to our opinion mine was drive and enjoy it and show it , many enjoyed hearing and seeing it even those in France Spain and Portugal as we showed them what great British engineering was about.
We did remove the engine as it had never been rebuilt and became tired, intention was to rebuild and refit it but life time and money got in the way ,a Tvr 4 ltr was fitted
As a temporary measure as it came up cheep.
As it turned out we had to sell it to what we thought was a good home to a chap who I think was living in a boat in Brighton marina who ought it to cheer himself up after a divorce sad to say, I hope it worked out well for him and children
It was a painful descisions for our family and we wish we still had it in fact we are now looking at getting another p6.
He seemed keen to restore it back to top notch don't know if he did I sold it with all its history and original engine which went with it and green original log book with Williams name on it and his sons who he bought it for, engine had hand stamped on it from memory exp25b i think.i know and remember quite a bit about it.
My apologies if I offended anyone by my using it and altering it a little but it was in the intention that it never be permanent it was
It was originally city grey when then some weird funky metallic bmw green then George who restored it made it copper leaf red ( very nice) the new owner as he left said he would make it white ( ) well it's his now .
Hope we all see it again.best wishes to you all who keep these great cars going and seen on our roads .
Joe
We did remove the engine as it had never been rebuilt and became tired, intention was to rebuild and refit it but life time and money got in the way ,a Tvr 4 ltr was fitted
As a temporary measure as it came up cheep.
As it turned out we had to sell it to what we thought was a good home to a chap who I think was living in a boat in Brighton marina who ought it to cheer himself up after a divorce sad to say, I hope it worked out well for him and children
It was a painful descisions for our family and we wish we still had it in fact we are now looking at getting another p6.
He seemed keen to restore it back to top notch don't know if he did I sold it with all its history and original engine which went with it and green original log book with Williams name on it and his sons who he bought it for, engine had hand stamped on it from memory exp25b i think.i know and remember quite a bit about it.
My apologies if I offended anyone by my using it and altering it a little but it was in the intention that it never be permanent it was
It was originally city grey when then some weird funky metallic bmw green then George who restored it made it copper leaf red ( very nice) the new owner as he left said he would make it white ( ) well it's his now .
Hope we all see it again.best wishes to you all who keep these great cars going and seen on our roads .
Joe
Jose brito
New Member
Any questions I can help with be happy to answer
Rudiger Wicke
Member
JXC 813D -> for sale at £72.500
smokin1942
Member
Well, well well, Hans Christian Andersen has been spotted in West London!
Fantastic restoration. Doing a restoration to that standard costs a lot of money. Obviously thats a starting price, but it's good for pushing up the values if it only makes 2 thirds of that. We are coming to the stage where we need some high value cars to get repro parts production occuring. At some point the second hand trailing arms and de dion elbows are going to run out....
chrisw
Well-Known Member
An amazing restoration, and a great starting price for a negotiation. The quality of work on this is simply amazing.
As for parts running out; I can certainly see that. The problem with the P6 community is that they want a lot for very little. No serious company is going to put money into reproducing parts for a car worth a grand. Little bits might be reproduced, but not the big bits such as the de dion elbows.
Pushing the price up with high class restorations can only benefit the brand.
As for parts running out; I can certainly see that. The problem with the P6 community is that they want a lot for very little. No serious company is going to put money into reproducing parts for a car worth a grand. Little bits might be reproduced, but not the big bits such as the de dion elbows.
Pushing the price up with high class restorations can only benefit the brand.
Agreed. I restore Jensen Interceptors for a living and I have seen, I am doing and I have been involved in many high end restorations, and I can positively say that the quality restorations have seen the prices of these cars rocket. Cars that were being scrapped not all that long ago could be bought for up to £500, nowadays NOTHING is being scrapped, instead all are being restored regardless. A whole industry has started to grow manufacturing and reconditioning parts for these iconic vehicles, that kind of thing could also benefit us early Rover owners. Admittedly this can also be a double edged sword because it means that the core units requiring restoration will rise in price, but it also means that nice examples will command high prices, an obvious advantage if any of us should decide to move our pride and joy on.
MikeMelb
Active Member
A few of us in Australia were a little skeptical when we saw this ad. If it was what is claimed that would seem to contradict James Taylor's reporting that the "Buick" engines were fitted and tried in the UK.
Further it surely would not have had that instrument cluster, steering wheel, wheel operated vent windows or Rostyle wheels in 1966?
If these have been retro fitted then is the car a restoration of a 1966 prototype (was there a LHD V8 prototype in 1966?) or a resto modded bitsa?
Just asking.
Further it surely would not have had that instrument cluster, steering wheel, wheel operated vent windows or Rostyle wheels in 1966?
If these have been retro fitted then is the car a restoration of a 1966 prototype (was there a LHD V8 prototype in 1966?) or a resto modded bitsa?
Just asking.
Andries
Member
Valid questions MikeMelb!
The pictures below will answer most of your questions. I am not sure when the Rostyles were fitted, but they were on the car and I simply left them there although there's a set of period-correct NOS hubcaps in the boot. So, Rover already had what we now know to be the series 2 or 3500S Automatic dashboard ready in 1965 for possible introduction the 2000S. I do not know why they didn't put this into production earlier, but on all the photos I have it's fitted (I cannot share most of them due to BMIHT copyright). Anyhow, the dashboard and the centre switch panel were ready by then. It's a bit different, in the sense that the ignition barrel is in the centre switch panel and not next to it or a later variant with the column lock.
As for James' book. The first version of the advertisement text was mistaken. This car originally had a Buick engine, with Rover ancillaries (carburettors, distributor, alternator etc.) and was later swapped for the current engine. The Buick engine survived, and was picked up by Richard Fishwick who put it into the car grey car wearing the Talago badges and numberplate.
The pictures below will answer most of your questions. I am not sure when the Rostyles were fitted, but they were on the car and I simply left them there although there's a set of period-correct NOS hubcaps in the boot. So, Rover already had what we now know to be the series 2 or 3500S Automatic dashboard ready in 1965 for possible introduction the 2000S. I do not know why they didn't put this into production earlier, but on all the photos I have it's fitted (I cannot share most of them due to BMIHT copyright). Anyhow, the dashboard and the centre switch panel were ready by then. It's a bit different, in the sense that the ignition barrel is in the centre switch panel and not next to it or a later variant with the column lock.
As for James' book. The first version of the advertisement text was mistaken. This car originally had a Buick engine, with Rover ancillaries (carburettors, distributor, alternator etc.) and was later swapped for the current engine. The Buick engine survived, and was picked up by Richard Fishwick who put it into the car grey car wearing the Talago badges and numberplate.
Attachments
Remember also, MikeMelb, that when the batch of Buicks arrived from the US there were no specific P6B's to put them in. The second series of P7's were repurposed for trialling Buicks and no doubt they finished up in other mules too.
I too saw the Fishwick engine in the metal. By then it was completely indistinguishable from a Rover engine - except for the starter motor, which had American fixings.
EXP3 is arguably more significant even than the car.
Rover's huge achievement was to make accurate manufacture of the block and heads possible in aluminium. One - presumeably amongst others - of the reasons that GM bailed out of the 215 was their inability to get the aluminium die casting processes to work. Heads, in particular, came out curved and when machined had a different combustion chamber volume on each cylinder. So different compression ratios down the engine............. The 215 basic design continued to be used by GM after the sale to Rover, but as a cast iron engine. The last of these 215 derivatives was the 3.8 Holden V6 in Australia.......... (which does present opportunities to those with access to them in Aus.......... Not least in decent gearboxes to bolt onto the back of the Rover.)
I too saw the Fishwick engine in the metal. By then it was completely indistinguishable from a Rover engine - except for the starter motor, which had American fixings.
EXP3 is arguably more significant even than the car.
Rover's huge achievement was to make accurate manufacture of the block and heads possible in aluminium. One - presumeably amongst others - of the reasons that GM bailed out of the 215 was their inability to get the aluminium die casting processes to work. Heads, in particular, came out curved and when machined had a different combustion chamber volume on each cylinder. So different compression ratios down the engine............. The 215 basic design continued to be used by GM after the sale to Rover, but as a cast iron engine. The last of these 215 derivatives was the 3.8 Holden V6 in Australia.......... (which does present opportunities to those with access to them in Aus.......... Not least in decent gearboxes to bolt onto the back of the Rover.)