1965 Rover P5 MKII Coupe

About the Rover P5 MKII Coupe

More information about the Rover P5 Coupe can be found here.  A good history of the model can also be found here.   The Rover P5 Coupe pioneered the look of the ‘coupe’ version of European sedans currently in vogue with the Mercedes-Benz CLS and Audi models over 40 years earlier.

About this car

I purchased this car from the Flynn collection in Canberra, November 2016.    I wasn’t really looking for another car, but I had always wanted a Rover P5 Coupe and the price was right ($230 plus costs).   What it confirmed is that I do like the Rover P5 Coupe, and while the v8 gets all the attention, there is a lot to be said for the smooth 3.0 version.   Realistically this car is too far gone to be a good candidate for restoration.   There is a reasonable amount of rust underneath, and the bodywork and interior both need attention.      The engine is strong and it drove me back without too many problems from Canberra to Sydney.   The car is rough around the edges, but you can see where it would have been a nice car in its heyday.

Rover P5 Coupe

This car is now sold and was delivered to its new owner just before Xmas 2017.  I owned it for about 13 months.   Perhaps I will own another P5 or P5B in the future?

During its ownership with Dr Flynn, the car was registered with the ACT numeric plate 6566.  The plate was probably worth many times the value of the car.      The car was apparently build 10/65, which makes its production date only weeks apart from both my 250SE Cabriolet and E-Type.   All three cars have six cylinder engines, each with a very different design.

The Rover has an IOE engine, meaning it has an overhead inlet valve and a side exhaust valve (inlet over exhaust).  This is a rather unusual engine design.   Mostly, a design like this was used to save costs.  However, Rover’s implementation was more a novel way of reducing the impact of road tax.   British cars of the day were taxed based on a ‘fiscal horsepower’ methodology, where a HP rating was calculated based on the number of cylinders and their bore.   This meant that most British engines were long stroke to reduce the tax burden.   The Rover design allowed larger valve sizes than would otherwise be the case with a long stroke engine.   The top of the pistons were shaped such that the resulting combustion chamber was like an inverted hemispherical combustion chamber.   The diagram below shows the unique valve arrangement.

On the downside the engine was very heavy, but its smooth character very much suited the cars it was paired with.

Related Posts