Buying a Rover P5 or P5B

The Rover P5 and P5B, a jewel of a car, but be careful when purchasing!
ER Classics Desktop 2022

The Rover P5 and P5B, a jewel of a car, but be careful when purchasing!
The Rover P5 and P5B, a jewel of a car, but be careful when purchasing!
Recently confronted with an enthusiast who had set his sights on a P5 type Rover, but lost his interest in crafting because he ended up from one disaster to the next. Such a Rover is a jewel and exudes British aristocracy and not only because it was the favorite transport of the British royal family some forty or fifty years ago. It is therefore always a shame and very unfortunate if such an edetset is eventually cannibalized ...

Before you start such a Rover, we want to try to show you the P5 (and P5B) minefield. The biggest problem for this Rover is the rust. Rover's first self-supporting body and, just like his peers, over engineered and full of rust-sensitive 'box' constructions. 'Rust' can be seen by everyone in the doors and the mudguards, but check the sills carefully, the front of the wheel arches at the rear and the inside screens. The more you look (and feel), the more rust you will discover. The interior, leather and wood - the later types also have picnic tables -, must be in good condition, because replacing or repairing is an extremely expensive business. And you certainly don't want artificial leather in such a car! Also study the floor covering well, wet floor covering means rust in floorboards, nice windows and doors. The 3 liter six cylinder in the P5 is known for being fond of oil and burnt valves in addition to a large sip of gasoline, oddly enough only in the last cylinder. The valves must therefore be adjusted more than regularly. The oil pressure also often leaves something to be desired. If the engine is still good, then there is actually no nicer six-seater, as nice and quiet as a good engine can run. The (later) P5B with 3,5 liter V8 must be regularly supplied with new oil (and oil filter), because otherwise it will go completely wrong with the self-adjusting - hydraulic - valve control. You can hear it, because the engine ticks (and rattles) then clearly, although it can also mean that the camshaft is worn out (that is also due to not regularly changing the oil!). If the V8 runs irregularly, this has to do with the adjustment of the two SU carburetors; does not pull, then next to the carburetors also check the correct timing of the ignition (or have it checked). The heat under the hood - to do in traffic jams - can cause the so-called vapor lock, a known problem with the P5B. In such a case you have to (pause) have to take a break because the engine will stop and you will no longer be able to talk. In such a case you look for a safe escape and open the bonnet, then the whole cools down faster… From 1960, power steering in the P5 was an accessory and was fitted as standard after 1960. The biggest problem with this power steering is leakage. The problem is often in worn out hoses or in the worn wheelhouse. Parts and refurbished copies can be purchased from brand specialists. Most P5s - from 1965 - and all P5Bs have been equipped with an automatic three-speed gearbox from Borg Warner and ensure that you can tour in style. P5s from before 1965 had a manual four-speed with or without an overdrive. The automatic gearbox can handle the torque of the V8, so avoid the Grand Prix stoplight. Driving away stylishly at the traffic light. If the car does not want to reverse, it is often due to a low oil level in the tank. If topping up does not help, it is simply (...) broken, must be dismantled (a nice job) and overhauled (a precious joke). This Rover was factory-mounted on diagonal tires. From the late 1960s, radial tires could also be fitted upon special request, which resulted in much and much more driving comfort. While the P5 still had normal disc wheels, the P5B got the much nicer Rostyle wheels. Chrome plated with black. These wheels can also rust terribly. Restoration is a precious thing! To give you a bit of an idea of ​​what the parts cost, a new front fender in polyester - in 'tin' they are no longer for sale - costs around 150 euros each. A rear fender - for which the same applies - requires a contribution of approximately 120 euros. A complete stainless steel exhaust system for the P5 3 liter costs - excluding assembly - a small 750 euro; for the P5B 3,5 liter 500 euro and you will get some change back.



Leave a Reply
  1. These are normal phenomena. At Garage Lanser in Sliedrecht these executive cars were sold
    if one was sold, a technician was added. Work and warranty from new delivery. Did you think this is over after 50 years. El Wim.

Give an answer

The email address will not be published.

The maximum upload file size: 8 MB. you can upload: image. Links to YouTube, Facebook, Twitter and other services inserted in the comment text will be automatically embedded. Drop files here

Now in store

View the 40-page preview via or a click on the cover.

The September issue, containing:

  • Purchase advice Mercedes-Benz SL R129
  • The Tomaso Longchamp
  • Fiat Panda 1000 L ie.
  • Traffic in the Netherlands in the XNUMXs and before
  • NSU Maxi from 1962
  • Yamaha FJ1200
  • Duplicate type designations - Part XVII
cover 9 2022 300

The perfect reading material for an evening or more of undisturbed dreaming. It is now in stores. A subscription is of course better, because then you will no longer miss a number and you are also € 27 cheaper. Not bad in these expensive times.

Exceptional: Rover P5 Camper!

Brand new Volkswagen T2 Camper!