Beloved of prime ministers and monarchs, the Rover P5 offers affordable style without high running costs
Words: Keith Moody • Pictures: Martyn Barnwell

If you fancy a luxurious classic but worry about high purchase prices and extravagant running costs, then you could do a lot worse that track down a Rover P5B. Packed to the brim with style and luxury, the P5 was used to transport a succession of monarchs and prime ministers on official business – even after production had ended.

Wilson, Callaghan and Thatcher all used them, and the story goes that Wilson had a car built with a specially-designed rear armrest to take his pipe and box of matches. The armrest was then probably removed and fitted to later cars as Thatcher was still using a P5B with the armrest in 1981 (the car now belongs to the Gaydon Heritage museum), but she would later go on to replace the Rovers with Daimler Double-Sixes. These days, if you want a stylish classic but don’t want to spend more than £10k, you’ll be hard pushed to find a better prospect than a P5B.

CURTAINS UP

Unveiled at the 1958 Earl’s Court Motor Show, the Rover P5 boasted all-new monocoque construction, although it retained a subframe for the steering, engine and suspension. It was a ground breaking moment in the company’s history, but despite the new-fangled design, it was still very much a Rover at heart: over-engineered and based on traditional values and styling.

Designed by David Bache (who would later go on to pen the Range Rover, SD1 and Maestro), the P5 was a favourite of bank managers and ministers alike. Most people down the pub will tell you that the P5 actually replaced the P4 – it’s a common misconception. That job was left to the new-for-1964 P6, with Rover leaving the P5 to bring a touch of class to both models.

Despite its traditional looks, it was the P5 that actually began the process of casting off Rover’s image as a builder of staid, stuffy and strait-laced automobiles – shaking off its ‘Auntie’ tag once and for all. There are many things to celebrate about Bache’s design, but what we like the best is the fact that the car makes no attempt to hide its size. It’s big and bold, sleek and stylish – the perfect method of transport for captains of industry.

Celebrity endorsements aside, the most important moment in the P5’s history came about by chance when Rover managing director William Martin-Hurst was over in the US in 1964, trying to sell the company’s gas turbine engine for marine use. While there, he spotted a small 3.5-litre all-alloy engine that General Motors had developed and used briefly in some Buick and Oldsmobile models. Quickly realising the potential of fitting such a unit to his new P5, a deal was done and a legend was born.

Slotted under the bonnet of the P5B and P6B (the B suffix stands for Buick), the engine was so successful that Rover cancelled some of the other engine projects already in the pipeline, including an OHC 3.0-litre six-cylinder and an OHC 2.5-litre five-cylinder). In fact, demand was so high that Land Rover had to wait until 1979 to get a slice of the V8 action, although the Buick-derived engine did appear in the Range Rover in 1970 and in the military-only 101 Forward Control Land Rover from 1974.

It wasn’t smooth sailing all the way for the P5B, however. The coupe was originally designed to have frameless windows, but while testing the car the glass on the prototype was sucked out at speed. Needless to say, a bit of a rethink was required.

ON THE ROAD

The car that we’re testing today is a fine example of the breed. Finished in dignified Admiralty Blue with Silver Birch roof, it’s chrome-laden nose glints in the sun and perfectly shows off Bache’s front-end styling, complete with striking four-lamp arrangement. Riding on black Rostyle wheels, it looks every inch a ministry motor.

Open the heavy door and your senses are overwhelmed by the familiar smell of wood and leather. Lower yourself into the supportive but outrageously comfy seats and take in the finer points of the interior – lots of space and a very relaxed driving position. I’m about to reach for the ignition key when I realise that the engine is already on – a gentle squeeze of the organ pedal under my right foot confirms this, with the subtlest of murmurs rumbling from behind the bulkhead.

Snick the gear selector into drive and there’s a faintly audible change of engine note as the Type 35 Borg Warner box engages first. Ease up on the brake pedal and we glide away, effortlessly. In case you’re wondering why a manual version of the V8 was never offered, it was because the torque from the engine would have destroyed the existing Rover ’boxes. It didn’t matter too much, though – automatic transmissions always dominated this sector of the market. In the UK, for example, the P5B’s main rivals were Jaguars (initially the 420 and later the XJ6) and the Vanden Plas 4-Litre R.

Back in the cabin, we’re coming up to a clear stretch of road so it’s time to press a bit harder on the accelerator and see what all the fuss is about. Initially you begin to wonder if the loud pedal is actually connected to anything, such is the serenity and refinement of the P5B experience. A quick glance at the speedo confirms you’re making good progress, though.

Consequently, this is a car that’s more than capable of everyday use, although with that thirsty V8 returning just 18mpg, you’ll need to have deep pockets to keep the tank brimmed – either that or your own petrol refinery.

As you might expect, the P5B is more about grace than pace. That’s not to say it’s not quick – oodles of low-down torque mean you can be pulling 60mph in just over 12 seconds before racing on to three figures if you really must. But you won’t be chucking it enthusiastically into any corners. No, the P5B is way too civilised for that – and besides, you really should know better, sir. Perhaps the thing that takes the most getting used to is the feather-light power steering. The story goes that it was never recalibrated from the six-cylinder for the lighter all-alloy V8 block. At first, it’s disconcerting because you feel like the tiller has been disconnected from the road wheels, but you soon get used to it.

GAME OVER

Sadly, the P5 story doesn’t have the happiest of endings. After 14 years, Rover naturally looked to replace the car with the P8, which was due to be unveiled at the 1971 Motor Show. But before that could happen, Rover became swallowed up by the sprawling British Leyland Motor Corporation.

With the P8 replacement boasting both 3.5-litre and 4.4-litre V8s, it was now going to be a very serious rival to its Jaguar XJ6 sibling. With William Lyons sitting on the BL board, he was able to object to P8 production and the car was cancelled, costing Rover (and BL) a small fortune – not only had all the research and development been done, but a lot of the tooling was already being made.

It wasn’t the first time Lyons had taken the knife to a Rover prototype: he’d also got the P9 (a mid-engined V8 sports car that would be sold as the P6BS) cancelled in a bid to protect E-type sales. So the P5B soldiered on until mid-1973 when it was taken off line to create space at the Solihull factory so that the Land Rover 101 could be assembled for the British Army. With 20,600 3.5-litre saloons and coupes sold, that – as they say – was that.

THINKING OF BUYING ONE?

When it comes to Rover P5s, the big thing to watch out for is rot. Worst affected areas can be the three-piece sills – so open the door to have a good look at the outer sill and get underneath the car to check the inner sill and jacking points. Also, keep an eye out for poor repairs.

Next, check for bubbling on the A-post and rear wheel arches at the bottom of the D-post – corrosion here means whipping off the wings and costs can quickly mount up. Check all the inner wings, especially behind the boot trim.

Doors are easier to replace than repair, but make sure you keep the hinges as these were finely fettled at the factory to ensure good panel gaps. Finally, closely inspect the bulkhead: with all the drain holes, box sections and cavities, the potential for disaster is quite high.

Moving on to the engine, you’ll be pleased to hear the V8 is durable. That said, a chattering top end could hint at worn camshafts and rocker shafts, plus sticky tappets. When it comes to the gearbox, make sure it swaps ratios cleanly and smoothly – and check the level of the transmission fluid.

The P5B’s weight can take its toll on the suspension, especially the shocks. So do a bounce test – new dampers are £60 each. Inside, a tatty interior can cost up to £5000 to replace, while worn screen seals are a pig to change.

Specifications

ROVER 3.5 V8 COUPE
ENGINE: 3528cc V8
POWER: 184bhp at 5200rpm
TORQUE: 226lb ft at 3000rpm
0-60mph: 12.1 secs
CONSUMPTION: 18mpg
GEARBOX: 3-spd auto
LENGTH: 15ft 6in (4.74m)
WIDTH: 5ft 10in (1.78m)
WEIGHT: 3479lb (1578kg)

THANKS TO
Geoff Arthur from the Rover P5 Club, John Herbert the car’s owner, and motoring historian James Taylor for his help with article.

QUICK QUOTE
Comprehensive cover, 50-year-old, car garaged at home, second car owned for five years, 3k annual mileage, full NCB, married, social domestic and pleasure use only: £83.25 (£100 excess).
Quotes from Lancaster Insurance (01480 484826, www.lancasterinsurance.co.uk)

Published in the June 2010 issue of Classic Car Mart.

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