Rover 3500 (P6) (1968-77)

Overview: The Rover 3500 (P6) was a game-changer for Rover, marking a significant shift in the company's approach to executive cars. Introduced in 1968, it was the first Rover model to feature the **Buick-derived Rover V8 engine**, which provided smooth and powerful performance. This move helped Rover compete with more performance-oriented brands while maintaining its reputation for refinement and innovation.

The P6 series, including the 3500, was **technologically advanced** for its time, featuring **crumple zones, four-wheel disc brakes, and a de Dion rear suspension**, making it one of the safest and most sophisticated saloons of its era. It was also the **first winner of the European Car of the Year award**, further cementing Rover’s reputation for engineering excellence.

The 3500 model, in particular, was crucial in expanding Rover’s market appeal. It introduced a **manual transmission option (3500S) in 1971**, which made it more attractive to driving enthusiasts. The car’s success helped Rover transition into the British Leyland era, where it continued to be a flagship model until it was succeeded by the Rover SD1 in 1977.

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COMMON FAULTS

Please Note: Common Faults in Regularly Used Vehicles vs. Low-Mileage Stored Vehicles that have been used consistently over many years, accumulating approximately 10,000–12,000 miles annually, are more prone to common faults due to regular wear and tear. These issues typically arise from the natural aging of components subjected to frequent use, such as engine parts, suspension systems, brakes, and tires. In contrast, vehicles with low mileage that have been stored or preserved are likely to experience different types of issues. These vehicles are often better maintained to ensure their longevity and may avoid some of the typical wear-and-tear problems seen in regularly driven cars. However, they can still face unique challenges such as degradation of rubber seals, corrosion from prolonged inactivity, or fuel system issues caused by old or stagnant fuel.

The **Rover P6** had its share of common issues. Here are some key points: 

1. **Engine Durability**: The four-cylinder OHC engine (2000/2200) is well-designed and durable if properly maintained. Regular oil changes, tappet adjustments, and using correct antifreeze are essential. However, the steel block side plates can corrode, leading to slow coolant leaks. 

2. **V8 Engine**: The V8 engine is solid but has its challenges. Camshaft wear can reduce performance, and oil leaks are possible. While it's straightforward to work on, consider the 2200TC manual as a good alternative. 

3. **Rust**: Although the P6 was more durable than some, corrosion remains a concern. The complex shell includes steel substructures, bolt-on steel wings, and alloy panels. Substructure rot can be severe, especially in sills and inner wings. 

4. **Build Quality**: Early P6s were well-made, but as the '70s progressed, cost-cutting affected quality. Supplier issues caused warranty nightmares. 

5. **Mechanical Challenges**: While engines and electrics are manageable, the De Dion rear suspension and inboard rear brakes can be tricky for mechanics. Setting up rear brakes may lead to creative swearing! 

6. **Rear Trailing Arm Mounts**: Rust can weaken these mounts, risking suspension arm detachment. Welding repairs are complex. 

7. **3500S Manual Gearbox**: The four-speed gearbox used in the 3500S wasn't ideal. Noise and gear selection difficulties were common, and finding parts for rebuilding is challenging. Remember, regular maintenance and addressing issues promptly keep your Rover P6 running smoothly! 

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Generations 

The classic **Rover P6** was sold in **three models**: the **2000**, **2200**, and **3500**. These spanned **two generations**. The **first generation** was produced between **1963 and 1970**, and the **second generation**, known as **Series II**, was available from **1970 to 1977**. 

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Designer/Dimensions

Here’s the information on the Rover 3500 (P6) 

Designers

- **Spen King** – Lead engineer responsible for innovative chassis and drivetrain solutions.

- **Gordon Bashford** – Chief designer of the base unit construction and suspension layout.

- **David Bache** – Styling lead who gave the P6 its distinctive European-inspired looks, influenced by the Citroën DS.

Key Dimensions (Rover 3500)

- **Wheelbase**: 103 in (2,616 mm)  

- **Overall Length**: 180 in (4,572 mm)  

- **Width**: 66 in (1,676 mm)  

- **Height**: 56 in (1,422 mm)  

- **Kerb Weight**: 2,862 lb (1,298 kg)  

- **Boot Capacity**: 16.25 cu ft (0.46 m³)  

- **Turning Circle**: 31 ft 6 in (9.6 m)

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Where Manufactured

The Rover 3500 (P6) was manufactured at the **Solihull plant** in the West Midlands, England. Specifically:

- **Location**: Lode Lane, Solihull  

- **Facility**: North Works section of the Solihull site, purpose-built for the P6 in the early 1960s  

- **Production Years**: 1963–1977  

- **Ownership during production**: Initially The Rover Company, later British Leyland after 1968

Solihull was also home to Land Rover production and became a key site for Rover’s post-war car manufacturing. 

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Total Production: The **total production** of the **Rover 3500 (P6)** (1968-1971) was approximately **81,150 units**. 

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New Price: In 1968, the **new price** for a **Rover 3500 (P6)** in the UK was approximately **£2,850**. 

Using the Bank of England's inflation calculator, **£2,850** in 1968 would be approximately **£11,000** in 2025 due to inflation over the years. 

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Sales: The **Rover 3500 (P6)** was a commercial success and played a crucial role in Rover’s evolution. It was a **radical departure** from Rover’s previous models, introducing **modern styling, advanced engineering, and a V8 engine**, which helped it carve out a strong position in the executive car market - the car that revolutionised Solihull - AROnline](https://www.aronline.co.uk/cars/rover/p6/) Review | Honest John - Honest John Classics](https://classics.honestjohn.co.uk/reviews/rover/p6p6b/). 

The P6 was **constantly updated** throughout its production run, with improvements such as **twin-carburettor engines and manual transmission options**, making it more appealing to a broader audience Review | Honest John - Honest John Classics](https://classics.honestjohn.co.uk/reviews/rover/p6p6b/). The introduction of the **3500 V8 model** in 1968 further boosted its popularity, offering Jaguar-like performance at a more accessible price. 

Despite production challenges, including **strikes and supply chain issues**, demand remained strong, and the P6 continued to sell well until it was replaced by the **Rover SD1** in 1977. Its success helped Rover establish itself as a serious competitor in the executive car segment.

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Highest Sales Figures by Country

The **Rover P6** achieved its highest sales in the **United Kingdom**, which accounted for the vast majority of its production run between 1963 and 1977. While precise country-by-country breakdowns are scarce, here’s what we know:

Estimated Sales by Country (based on production and club data)

- **United Kingdom**: By far the largest market, with over **200,000 units** believed sold domestically. The P6 was a staple of the British executive car segment.

- **United States**: A key export market, particularly for the V8-powered 3500 models. Federalized versions were sold under the Rover name, though sales were modest compared to UK figures.

- **Sweden, New Zealand, Australia, and South Africa**: Each received a small but steady stream of exports. For example, Sweden had around **560** 2200 models imported, and New Zealand assembled some P6s locally in Nelson.

- **Germany, France, and other European countries**: Received limited numbers, often of the 2000TC and 3500S variants.

Total Production

- **Total P6 production**: Approximately **333,494 units**

  - Of these, around **80,100** were V8-powered 3500 models

  - The remainder were 2000 and 2200 four-cylinder variants

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Historical Pricing Comparisons

The **Rover 3500 (P6)** has seen a range of prices over the years, reflecting its status as a classic British executive car. Here are some key figures from recent historical pricing data:

- **Lowest recorded price:** £1,500 (since 2020)  

- **Median price:** £6,850 (since 2020)  

- **Highest recorded price:** £29,509 (since 2020)  

- **Total sales value:** £856,144 (since 2020)  

- **Number of sold cars:** 113  

The price trend has varied over time, with values generally increasing as the car becomes more sought after among collectors. If you're considering buying or selling one, factors such as condition, originality, and rarity will significantly impact its valuation.

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Most Favoured Colour

Among surviving Rover 3500 (P6) models in the UK, **blue** is the most common colour, accounting for about 21% of those still on the road, followed by **red** and **white**. While this reflects current preservation trends rather than original factory popularity, it suggests that shades like **Zircon Blue**, **Corsica Blue**, and **Scarab Blue** have aged particularly well in the eyes of collectors.

Factory offerings were extensive, with standout hues including **Tobacco Leaf**, **Mexico Brown**, **Monza Red**, and **Almond**—each paired with trim options like buckskin, ebony, or sandalwood. 

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Main Rivals (Price) : In 1968, the main rivals of the **Rover 3500 (P6)** included the **Jaguar XJ** and the **BMW 5 Series**. Here are their approximate new car prices: - 

**Jaguar XJ**: Around **£5,000** - 

**BMW 5 Series**: Around **£4,500** 

These cars were popular choices in the executive car segment, offering a mix of luxury and performance. 

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Main Rivals (Performance)

Here's a comparison of the **Rover 3500 (P6)** and its main rivals in terms of performance during the late 1960s to mid-1970s:

🔧 Rover 3500 (P6 V8)

- **Engine**: 3.5L V8 (Rover/Buick)

- **Power**: ~150 bhp

- **0–60 mph**: ~9.0 seconds (manual), ~10.5 seconds (auto)

- **Top Speed**: ~118–123 mph

🏁 Main Rivals

 **Triumph 2500TC / 2.5PI**

- **Engine**: 2.5L inline-six

- **Power**: 106–132 bhp

- **0–60 mph**: ~11.5–12.5 seconds

- **Top Speed**: ~105–110 mph

 **Jaguar XJ6 2.8**

- **Engine**: 2.8L inline-six

- **Power**: ~140 bhp

- **0–60 mph**: ~10.5 seconds

- **Top Speed**: ~115 mph

 **Citroën DS21 Pallas**

- **Engine**: 2.1L inline-four

- **Power**: ~109 bhp

- **0–60 mph**: ~13.0 seconds

- **Top Speed**: ~107 mph

**Volvo 164**

- **Engine**: 3.0L inline-six

- **Power**: ~145 bhp

- **0–60 mph**: ~10.5 seconds

- **Top Speed**: ~115 mph

 **Ford Granada 3.0 Ghia**

- **Engine**: 3.0L V6

- **Power**: ~138–144 bhp

- **0–60 mph**: ~10.0 seconds

- **Top Speed**: ~115 mph

 **Mercedes-Benz 220 (W115)**

- **Engine**: 2.2L inline-four

- **Power**: ~105 bhp

- **0–60 mph**: ~14.0 seconds

- **Top Speed**: ~100 mph

The Rover 3500 stood out for its **V8 refinement and brisk acceleration**, especially in manual 3500S form. While the Jaguar XJ6 offered more prestige and the Citroën DS more innovation, the P6 struck a compelling balance of performance, comfort, and engineering flair.

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Engine/Performance

The Rover 3500 (P6), produced from 1968 to 1977, was powered by the **Rover V8 engine**, a unit derived from the all-aluminium 3.5-litre Buick 215 engine. This was a major evolution for the P6 range, transforming it from a refined executive saloon into a genuine performance contender.

🔧 **Engine Specifications – Rover 3500 (P6)**

- **Engine type**: 3.5-litre OHV V8 (naturally aspirated)  

- **Displacement**: 3,532 cc (215.5 cu in)  

- **Configuration**: 90° V8, 2 valves per cylinder  

- **Fuel system**: Twin SU HS6 carburettors  

- **Compression ratio**: 10.5:1  

- **Power output**:  

  - *Early models*: ~141 bhp (DIN)  

  - *Later 3500S models*: up to 150 bhp (112 kW) @ 5,000 rpm  

- **Torque**: 273 Nm (201 lb-ft) @ 2,750 rpm  

- **Top speed**: ~119 mph (192 km/h)  

- **0–60 mph**: ~9.4 seconds (manual 3500S)  

- **Transmission**:  

  - 3-speed automatic (Borg-Warner 35 or 65)  

  - 4-speed manual (3500S only, with uprated gearbox)

🛠️ Notable Engineering Features

- **Lightweight construction**: The aluminium block and heads kept weight down, aiding handling and performance.

- **Compact dimensions**: The V8’s short length allowed it to fit within the P6’s engine bay, originally designed with gas turbine ambitions in mind.

- **Cooling and reliability upgrades**: Later models featured improved cooling systems and ignition components to enhance durability.

This engine gave the P6 a smooth, torquey character and a distinctive burble, setting it apart from its four-cylinder siblings and many European rivals. It also laid the foundation for Rover’s long-standing use of the V8 across multiple models.

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Historical Advertisements & Marketing Strategy

The **Rover 3500 (P6)** was marketed as a sophisticated, technologically advanced executive car, and Rover leaned heavily on its **safety features** in its advertising campaigns. The company emphasized the **robust steel cage** of the passenger compartment, designed to protect occupants in a crash, and even highlighted details like **softly padded sun visors** that collapsed on impact. 

By the mid-1970s, Rover also promoted **Dunlop Denovo run-flat tyres**, which ensured the car remained controllable even in the event of a blowout. These safety-focused advertisements helped reinforce Rover’s reputation for engineering excellence and innovation.

In addition to safety, Rover positioned the **3500S** as a performance-oriented executive car, appealing to driving enthusiasts with its **manual transmission** and powerful **V8 engine**. The marketing strategy targeted professionals who wanted both refinement and driving pleasure.

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Rarity & Collector Appeal

The **Rover 3500 (P6)** holds a strong appeal among collectors, particularly for its **engineering innovation, V8 power, and historical significance**. While not as rare as some classic British cars, well-preserved examples—especially those with **low mileage, original features, and unique provenance**—can command impressive prices at auction-For Sale](https://www.iconicauctioneers.com/1973-rover-p6-3500s-rec14739-1-nec-0325).

Some key factors influencing its **collector desirability**:

- **Police & Special Editions**: Ex-Met Police P6 models have sold at auction, with enthusiasts debating their value based on provenance.

- **Condition & Restoration**: Cars with **original interiors, factory colors, and minimal modifications** tend to be more sought after.

- **Performance & History**: The **3500S**, with its manual gearbox and sportier appeal, is particularly desirable among enthusiasts-For Sale](https://www.iconicauctioneers.com/1973-rover-p6-3500s-rec14739-1-nec-0325).

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Recorded in UK 2025 

As of 2025, there are approximately **1,200 Rover 3500 (P6)** cars still on the road in the UK. 

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Target Age Group: The **Rover 3500 (P6)** was designed to appeal to **young professionals and executives** who wanted a car that combined **luxury, performance, and modern engineering**. Rover identified a growing market between standard mid-size saloons and larger luxury cars, targeting buyers who sought **prestige without excessive running costs**. 

The P6 was particularly popular among **affluent professionals, engineers, and business owners**, as well as **motoring enthusiasts** who appreciated its **V8 power and advanced suspension**. It was also favored by **government officials and police forces**, further reinforcing its reputation as a serious executive vehicle. 

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Influence of Target Age Group: The **target age group** for the Rover 3500 (P6)—primarily **young professionals and executives**—had a significant influence on its **design, marketing, and long-term reputation**. Rover recognized that this demographic sought **modern engineering, safety, and prestige**, but without the excessive costs associated with larger luxury cars. 

Key Influences:

- **Engineering & Features**: The P6 was designed with **advanced safety features**, such as crumple zones and four-wheel disc brakes, catering to buyers who valued innovation.

- **Marketing Strategy**: Advertisements emphasized **performance, refinement, and practicality**, appealing to professionals who wanted a car that was both stylish and reliable.

- **Collector Appeal**: As these buyers aged, many retained fond memories of the P6, contributing to its **classic car status** today.

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Parts Bin Engineering

The Rover 3500 (P6) was remarkably self-contained in its engineering, but it wasn’t entirely immune to parts-bin pragmatism—especially as British Leyland’s influence grew. Here’s a breakdown of notable examples of parts-bin engineering in the P6:

🔧 Parts-Bin Components in the Rover 3500 (P6)

- **V8 Engine**: The 3.5-litre aluminium V8 was originally a Buick design, acquired and adapted by Rover. While not a parts-bin item in the traditional sense, it was a repurposed American engine that became a cornerstone of Rover’s lineup.

- **BW35 Automatic Gearbox**: Sourced from Borg-Warner, this unit was widely used across British Leyland vehicles, including Jaguars and Triumphs.

- **Switchgear and Electricals**: Later P6 models shared column stalks, switches, and relays with other BL cars like the Triumph 2000 and early Range Rovers.

- **Door Handles and Locks**: Common with other BL models, including the Marina and Allegro, especially in later production years.

- **Wheels and Hubcaps**: Some steel wheels and trims were shared with other Rover and Triumph models, though the 3500S often had unique Rostyle wheels.

- **Interior Trim Elements**: Items like heater controls, warning lights, and some dashboard switches were shared across the BL range to reduce costs.

- **Brake Components**: Girling calipers and master cylinders were used across several marques, including Triumph and Jaguar.

Despite these shared elements, the P6 retained a high degree of bespoke engineering—particularly in its base unit construction, de Dion rear suspension, and inboard rear brakes.

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Spares 

If you're looking for **Rover P6** spares in the United Kingdom and Ireland, here are some options: 

1. **J R Wadhams Ltd**: They are the world's largest independent supplier and manufacturer of car parts for the Classic Rover P4, P5, and P6 models from 1949 to 1977. They have an unparalleled range of spares for all three marques¹. You can explore their website for a wide selection of parts. 

2. **Wins International**: They are a leading supplier of British classic car spares, including parts for Rover P6 2000/2200/3500. They offer worldwide delivery. Check out their website for availability. 

3. **MGBD Parts by Mark Gray**: Mark Gray's business is dedicated to keeping Rover P6 cars on the road at cost-effective prices. With over 20 years of experience with Rover P6 variants (2000, 2200, and 3500), Mark owns and runs Rover P6s as everyday cars and show cars.

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Manufacturer Recommended

Engine Oil: For the Rover P6 (1968–77), factory recommendations varied slightly by engine type and climate, but the general guidance was:

🛢️ Factory-Recommended Engine Oils

- **Rover 3500 (V8)**:

  - **Original spec**: SAE 20W-50 mineral oil

  - **Modern equivalent**: High-zinc (ZDDP) classic 20W-50 oils such as *Castrol Classic XL 20W-50*, *Penrite HPR 30 (20W-60)*, or *Duckhams Q Classic 20W-50*

  - **Alternative for hotter climates or worn engines**: Penrite HPR 40 (25W-70)

- **Rover 2000/2200 (4-cylinder)**:

  - **Original spec**: SAE 20W-50 mineral oil

  - **Modern equivalent**: Classic 20W-50 with good detergent and ZDDP content (e.g. *Millers Classic*, *Morris Golden Film*, or *Comma Classic*)

🔧 Key Considerations

- **ZDDP content** is important for protecting flat-tappet camshafts, especially in the V8.

- Avoid modern low-viscosity oils or synthetic blends unless specifically formulated for classics.

- Change intervals: every **3,000 miles or 6 months**, whichever comes first.

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For your Rover P6—especially the 3500 V8—modern engine oil alternatives must balance correct viscosity with high levels of ZDDP (zinc dialkyldithiophosphate) to protect flat-tappet camshafts. Here are some trusted options available in the UK in 2025:

🛢️ Recommended Modern Equivalent Oils

 **Mineral-Based Classic Oils (20W-50)**

- **Castrol Classic XL 20W-50** – A period-correct formulation with ZDDP, ideal for standard use.

- **Duckhams Q Classic 20W-50** – Reintroduced with heritage branding and suitable additive levels.

- **Morris Golden Film SAE 20W-50** – Popular among classic car owners for its balance of protection and affordability.

- **Millers Classic Pistoneeze 20W-50** – Contains moderate detergents and ZDDP, good for engines with some wear.

 **High-Performance or Hot Climate Options**

- **Penrite HPR 30 (20W-60)** – Offers extra protection for worn engines or spirited driving.

- **Penrite HPR 40 (25W-70)** – Recommended for high-mileage or hot-running V8s; detergent-based with strong anti-wear properties.

 **Budget-Friendly Alternatives**

- **Comma Classic 20W-50** – Readily available and decent for regular use, though ZDDP levels may be lower.

- **Halfords Classic 20W-50** – Suitable for light-duty use; check for ZDDP content if using long-term.

 🔧 Tips for Selection

- **Look for “classic” or “veteran” labels**—these usually indicate ZDDP content.

- **Avoid modern synthetic or low-viscosity oils** unless specifically formulated for classics.

- **Change oil every 3,000 miles or 6 months**, especially if using budget blends.

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Transmission Oil: For the **Rover 3500 P6 (1968–77)** with the Borg-Warner 35 or 65 automatic transmission, the factory originally recommended:

 🏭 Factory-Specified Transmission Oil

- **Castrol TQF** – A Type F automatic transmission fluid (ATF), mineral-based, with specific friction characteristics suited to the BW35/65 gearboxes.

 🛢️ Modern Equivalent Transmission Fluids (2025 UK)

To maintain correct shift quality and avoid clutch slippage, avoid Dexron-type fluids unless explicitly compatible. Instead, consider:

 ✅ Recommended Alternatives

- **Castrol Transmax Type F** – Closest modern equivalent to TQF, though availability may be limited.

- **Penrite ATF Type F** – High-quality mineral ATF with correct friction modifiers for older Borg-Warner units.

- **Comma AQF** – Type F-compatible ATF, often used in classic applications.

- **Rover P6 Parts ATF-G (MGBD0731)** – Specifically marketed for P6 autos and power steering; available from [Rover P6 Parts](https://shop.roverp6cars.com/ATF-G-AUTOMATIC-TRANSMISSION-FLUID).

- **Liqui Moly ATF Type F** – A premium option with excellent thermal stability and shift feel.

 🔧 Notes for Use

- **Capacity**: Approx. 8.5 litres (full system); ~4 litres on a standard drain.

- **Change interval**: Every 24,000 miles or 2 years, whichever comes first.

- **Avoid**: Dexron II/III or Mercon fluids unless the gearbox has been rebuilt and specified for them.

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Tyres: For the **Rover 3500 P6 (1968–77)**, tyre specifications were carefully matched to the car’s gearing, suspension, and handling characteristics. Here's a breakdown of the original factory recommendations and suitable modern alternatives:

🏭 **Factory-Recommended Tyres**

- **Size**: 185 R14 (80 profile)

- **Type**: Radial, tubeless

- **Original Fitment**: Pirelli Cinturato or Dunlop SP Sport

- **Tyre Pressures**:  

  - Front: 28 psi  

  - Rear: 30 psi

 🛞 **Modern Equivalent Tyres (2025 UK Market)**

✅ **Period-Correct Premium Options**

- **Michelin MXV-P 185 HR 14** – Excellent ride and longevity; widely regarded as the best modern match.

- **Blockley 185 HR 14** – High-speed rated with classic tread pattern; available in whitewall too.

- **Vredestein Sprint Classic 185 R14** – Good balance of performance and period aesthetics.

- **Avon CR6ZZ 185/70 HR 14** – Motorsport-derived compound; ideal for spirited driving.

💡 **Alternative Sizes (with similar rolling radius)**

- **195/75 R14** – Slightly wider, maintains correct gearing and speedo accuracy.

- **205/70 R14** – Acceptable on some cars, but may cause clearance issues at the rear.

- **185/70 R14** – Lower profile; not factory-correct but often used for availability and cost.

🧰 **Fitment Notes**

- All P6 models were originally supplied with **tubeless wheels**.

- Ensure tyres have a **minimum speed rating of H (130 mph)** for V8 models.

- Avoid van-rated or low-speed commercial tyres, which may compromise ride and handling.

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Racing

The Rover P6 did see competition use—particularly in rallying and touring car racing—though it was never a dominant force on the international stage.

- **Rallying**: Early P6 2000 models were used in rally events during the 1960s, capitalizing on their advanced suspension and strong build. They earned a reputation for durability and composure on rough terrain.

- **Touring Car Racing**: The V8-powered 3500 (P6B) was developed into a Group 2 touring car by the British Leyland Competitions Department. A factory prototype, JXC 808D, was fitted with a 4.3-litre Traco-modified V8 and competed in UK events with promising pace. A second car, JXC 806D, was built for international endurance racing.

- **Notable Moment**: In 1970, the P6 3500 made a dramatic appearance at the Nürburgring’s 84-hour Marathon de la Route. It led the race for 16 hours, outpacing Porsche’s factory 914-6 GTs, before retiring due to drivetrain failure.

Despite its potential, British Leyland shut down its competitions department later that year, ending the P6’s factory-backed racing career. Still, it remains a fascinating “what-if” in motorsport history.

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Valuation

As of 2025, the value of a Rover P6 3500 automatic in the UK varies significantly based on condition, originality, and provenance:

- **Project or running unrestored examples**: £1,500–£4,000  

- **Usable, presentable cars**: £5,000–£9,000  

- **Well-restored or low-mileage examples**: £10,000–£18,000  

- **Exceptional or rare variants (e.g. VIP models)**: Up to £26,000 or more

A standout example—a fully restored 42,000-mile car—was recently listed at £11,995, while a rare VIP edition fetched £6,156 at auction despite needing mechanical attention.

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Investment Assessment

As a financial investment in 2025, the Rover 3500 (P6) would generally rate around **2.5 to 3 out of 5**—moderate, with some caveats:

- **Pros**:

  - **Undervalued classic**: Still relatively affordable, with values for good examples ranging from £5,000 to £18,000, and exceptional cars reaching £26,000+.

  - **Strong enthusiast following**: Good club support and parts availability help maintain interest and usability.

  - **Historical significance**: As the last “true Rover” before British Leyland’s influence, it holds nostalgic and collector appeal.

- **Cons**:

  - **Limited appreciation curve**: Prices have remained relatively flat over the past few years, with only modest growth.

  - **High restoration costs**: Poorly restored or rusty examples can be money pits, often exceeding their resale value.

  - **Niche appeal**: It lacks the broad desirability of contemporaries like the Jaguar XJ or Triumph Stag.

In short, it’s a solid “enthusiast’s classic” rather than a blue-chip investment. If you buy a well-preserved example and maintain it carefully, you’re unlikely to lose money—and you’ll enjoy the ride along the way. 

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Version with highest Investment Potential

Among the Rover P6 range, the **1971–1976 Rover 3500S** stands out as the version with the highest investment potential:

 Why the 3500S?

- **Manual gearbox + V8**: The 3500S combined Rover’s 3.5-litre aluminium V8 with a four-speed manual transmission, offering the most engaging driving experience of the P6 lineup.

- **Performance edge**: With 150 bhp and a 0–60 mph time of around 9 seconds, it was the sportiest and most desirable variant.

- **Rarity**: Fewer manual V8s were produced compared to automatics, and surviving examples in good condition are increasingly scarce.

- **Collector appeal**: Enthusiasts prize the 3500S for its blend of refinement, performance, and period charm—especially in original specification with Ambla trim and factory options like power steering or the vinyl roof.

 Market Snapshot (2025 UK)

- **Fair examples**: ~£4,000–£6,000  

- **Good condition**: ~£10,000–£14,000  

- **Exceptional/show quality**: £18,000–£25,000+  

- **Rare VIP editions or concours cars**: Occasionally exceed £30,000

If you're considering one for investment, provenance, originality, and structural integrity (especially the base unit) are key. 

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Clubs

There are owner clubs in Northern Ireland that cater to the Rover 3500 P6:

- **P6 Rover Owners Club (P6ROC)**: This is the largest single-model Rover club globally, and it has an active **Northern Ireland region** that meets on the **second Monday of each month (except July)**. The club offers technical support, parts sourcing, and a bi-monthly magazine called *P6 News*. You can find more on their [official website](https://www.p6roc.co.uk/regions/).

- **Classic Rover Club Northern Ireland**: While broader in scope, this club includes several P6 3500s among its members and showcases them regularly at local events. It’s a great way to connect with fellow enthusiasts and share restoration stories.

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