Your article on the Rover P6B prototype (Solihull Secret) reminded me of spring 1967, when I was working in the London office of Pirelli which bought a 3500S prototype car from Rover for tyre testing. When I later joined the technical department, I became aware of its reputation for speed and ability to rip the front bearing and oil seal out of its ZF five-speed manual gearbox at frequent intervals, about 3000 miles as I recall. The engine was basically Buick, I think, but maybe souped up.
Around 1967 a member of the public wrote to Motor or Autocar and said, ‘I was driving up the M1 in my 2000TC and was overtaken by another 2000TC. It was lefthand drive, green, had Solihull plates and was driven with spirit. I took my car to over 100mph and then the other driver waved, changed up a gear, and shot off over the horizon. There is clearly a new Rover in development’. I understand Rover was furious. I was granted a test drive in 1970. The test drivers advised, ‘If you’re in a hurry, try first, third and fifth gears; otherwise second and fifth is fine. There is so much torque you wouldn't believe it!’ I drove off from Burton on Trent onto the A38 slip road and booted it. Wow, what an effect. There was barely time for gear changes.
It was one of about five of equivalent specification. They were left-hand drive with glassfibre radiator cowls. One other went to a competitor tyre company. I turned down the opportunity to buy the car because it was dubious regarding spares. I think it went to the Measham car auction and made about £200. When the production P6B came up for sale I expressed an interest but the senior executive to whom I reported was not eligible for a V8, so he prevented one of his managers (me) from buying it.
I had to write in to express my dismay at the 2002, seeing such a classic BMW ruined with the addition of a Honda engine is just plain wrong. With so many amazing BMW engines available to choose from why would you opt for a Japanese engine? And one that requires you to drive it flat-out to get the best out of it too. That kind of engine doesn’t suit a car like a 2002 in my opinion.
One man did more than most to highlight the Eastern Bloc car scene in Britain and across Europe, and the launch of this bookazine coincides unfortunately wth his passing. It seems fitting to dedicate this publication to Julian Nowill — a gentleman and a fount of Communist car knowledge; someone with whom I had hoped to speak and learn while compiling this guide and someone who will be missed by all who knew him. These pages will reflect his passion. I hope you enjoy the stories within.
P6B prototype recalled
Your article on the Rover P6B prototype (Solihull Secret) reminded me of spring 1967, when I was working in the London office of Pirelli which bought a 3500S prototype car from Rover for tyre testing. When I later joined the technical department, I became aware of its reputation for speed and ability to rip the front bearing and oil seal out of its ZF five-speed manual gearbox at frequent intervals, about 3000 miles as I recall. The engine was basically Buick, I think, but maybe souped up.
Around 1967 a member of the public wrote to Motor or Autocar and said, ‘I was driving up the M1 in my 2000TC and was overtaken by another 2000TC. It was lefthand drive, green, had Solihull plates and was driven with spirit. I took my car to over 100mph and then the other driver waved, changed up a gear, and shot off over the horizon. There is clearly a new Rover in development’. I understand Rover was furious. I was granted a test drive in 1970. The test drivers advised, ‘If you’re in a hurry, try first, third and fifth gears; otherwise second and fifth is fine. There is so much torque you wouldn't believe it!’ I drove off from Burton on Trent onto the A38 slip road and booted it. Wow, what an effect. There was barely time for gear changes.
It was one of about five of equivalent specification. They were left-hand drive with glassfibre radiator cowls. One other went to a competitor tyre company. I turned down the opportunity to buy the car because it was dubious regarding spares. I think it went to the Measham car auction and made about £200. When the production P6B came up for sale I expressed an interest but the senior executive to whom I reported was not eligible for a V8, so he prevented one of his managers (me) from buying it.
I had to write in to express my dismay at the 2002, seeing such a classic BMW ruined with the addition of a Honda engine is just plain wrong. With so many amazing BMW engines available to choose from why would you opt for a Japanese engine? And one that requires you to drive it flat-out to get the best out of it too. That kind of engine doesn’t suit a car like a 2002 in my opinion.
One man did more than most to highlight the Eastern Bloc car scene in Britain and across Europe, and the launch of this bookazine coincides unfortunately wth his passing. It seems fitting to dedicate this publication to Julian Nowill — a gentleman and a fount of Communist car knowledge; someone with whom I had hoped to speak and learn while compiling this guide and someone who will be missed by all who knew him. These pages will reflect his passion. I hope you enjoy the stories within.