1st time owner

F

festy

Member
Hi i thought it was time to say hello to everyone.My name is greg and i have recently bought my first Rover, it is a 1967 p6 2000tc needing some work including a fair bit of welding which i have not attempted before,so i will probably be asking for loads of advice :D I will try and upload some pics(something else i have never attempted).The car came with loads of spares so hopefuly it wont take too long to do,anyway will now attempt the pics
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.Well if that works it was nice and easy ,don't think the welding will be though. Hope you like my new car :D
Greg
 
Hi and welcome! Be sure to post pics.of the rot so we can try and help! Have you checked out the sills?

Rich.
 
rockdemon said:
Hi and welcome! Be sure to post pics.of the rot so we can try and help! Have you checked out the sills?

Rich.
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Hi Rich not yet i have found more around the inner front arches though so i think i will try to sort that before i dig too deep and get frightened off.
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on that picture that's where i did my first piece of welding on my burnt grey v8 just over a year ago :)

Rich.
 
Hi, and welcome to the forum!

That's a mighty interesting looking car you've got for yourself there. Well done!
In my opinion, it looks much earlier than 1967, and certainly not a factory TC model. The gravity fed radiator and single lines on the wheel trims give it away as a pre-66 2000, which pre-date TC production. The brake servo/reservoir is the lockheed type as fitted from mid-65, but the wiper linkage looks like it is still the very early cable driven type. At first I thought it might be a very very VERY early production TC (or even a prototype!) but the carbs and emission pipes give it away: they are the HS8 types as fitted to the New Look cars from 1971-73.
Could it be a factory conversion, given the later brakes?

As for the car itself, I'd probably place it mid-late 1965, so quite early indeed!

Can anybody else shed any further light?

Sorry to get all anal about it, but these early cars really are interesting as they have so many quirks! I'll bet she'll look a right beaut once you've sorted out her little issues. Congrats on a lovely car.

Michael
 
Hi Greg, that's a nice series 1 you've got yourself. First bit of advise take on one job at a time and before you know it you'll be finished especialy if you can get to use it inbetween jobs :wink:
 
Hi Redrover.

Only one quibble with your analysis - the twin ring wheel trims come in with the V8 from '68 and are also on the four pots for the '69 model year on. I'm not an expert on the difference between a HD8 and HS8 carb or when exactly the change over occours. It wouldn't surprise me to see HS8's on a '67 though? My gut feeling is that it is genuine, very few people transplanting a TC motor into an SC go to the trouble of correctly positioning TC badges on the front wings!

Greg, Hi and welcome to the forum!

You'll find all the help and encouragement you need here! I'm a big fan of the S1 over the S2's, although I used to hanker after the big dial dash, I now appreciate the quirkiness of the S1 and definitely prefer the cleaner exterior lines. Very sensible advice to take one bit at a time. There can be some disheartening horrors under the panels on a P6, so I concur with your idea to get the front end sorted completely before touching anything else! Once it has some of your own effort in it then you will be fully prepared to tackle anything it has to offer further back! Best to give it a name as well!

We can settle the matter of what year and origin your car is if you can let us know the chassis number and whether it is positioned on a plate inside the door pillar or on a stamping on the left front inner wing under the bonnet. It would also be interesting if you can find the body/base unit number, which you will find on the narrow ledge just inside the edge of the boot behind the aperture seal at the left hand end. You'll hace to lift a little bit of the rubber boot liner to see it.

Chris
 
Hi Greg, welcome aboard.

You'll find lots of help on here, have a look at the members projects if you want to see what the welding may become, might be an idea to leave that a while though :shock:

My first car was a S1 2000TC, and I just loved it.

Best of luck with it.

If you want to start off slowly, then I would try repairing that rear wing first. Just remove it from the car, cut out the rust. make up a repair panel, weld it in and away you go. The good thing about the wings is that they bolt on, so if you get it wrong, you always have the option of getting another one and bolting it straight on.

Looking forward to see this one progress

Richard
 
@chrisyork

Hi Chris,

I agree with you about the badges, but then I suppose they could have been added at any point in the last 45 years...
On the carbs front, the differences are primarily that the HS setup is simpler (no diaphragms or a million tightly coiled springs to worry about!) and has the inlets for emissions pipes. AFAIK, the emission controlled 2000s started for 1970 (one year before the New Look cars), but it's not unfeasible they may have been specified for certain export markets before this, and as you say, crossover is not unlikely. On the other hand, a recent owner may have transplanted them if the old HD8's gave up the ghost.
But it was the radiator that got me going... Surely all TCs were crossflow??

Greg,
It does look like a promising car you've got there, and don't be put off by the welding work. Take a look at a few other resto posts (Rich 'Rockdemons' "PAE" is brilliant!) if you need a bit of a confidence booster!!

Michael
 
Mmm. As far as I know the sequence of carbs on TC's is HD8, then HS8 and finally HIF6 on 2200TC's. It's the HIF carbs that are complex. As far as I understand the HD and HS series are identical except that the HS's have an entry point for an engine breather hose adjacent to the manifold flange. So with the breather pipe going from the rocker cover direct to the air cleaner box I'd suspect those are HD8's (update after further thought after last post!). I await correction from an expert more familiar with the 4 cylinder!

All types of radiator were fitted to the TC including plain vertical flow, vertical flow fitted with a separate oil cooler and vertical flow fitted with a seaprate header tank, both the latter integrated to the radiator assembly, as well as the later cross flow.

Chris
 
You are correct about the sequence of carbs: HD8s from 1966-70; HS8s from 70-73; and HIF6s from 73-end.
But the HD and HS series carbs are noticeably different. The dashpots, pistons, butterflies etc are probably interchangeable, but the float arrangement is not the same at all.
The HS type (as should be familiar to anyone who ever bought BMC) has a separate float chamber bolted to the Side (hence 'S') of the carb body, with a flexi hose delivering fuel to the jet, which is mounted underneath. The needles are biased.

The HD type also has a float chamber on the side but it is mounted on a cast-in bracket from beneath the carb body. A Diaphragm (hence 'D') is employed below the jet, which is contained within this housing. There is also something approaching a Swiss watch factory's parts bin of springs locked away inside for reasons that aren't immediately apparent! AFAIK, the needles are also fixed.

The pics on Burlen website show the difference externally. The emission inlets, which can be seen on the HS series, are absent on the HD.
http://www.sucarb.co.uk/ProductCategory.aspx?ParentId=1

Apparently, the reason Rover moved from HD's to HS's for the TC was solely to gain the emission inlets, which were becoming a requirement in the late sixties. Although undoubtedly the simpler operating principle of the HS series was also of considerable benefit in aiding adjustment and servicing.
Those in Greg's picture are definitely HS8's. Aside from the emission pipes, the fuel lines enter the top of the float chamber through a little cast-in T-shaped branch. HD's have dome-topped chambers with fuel lines entering on the front.

Michael
PS: I definitely don't purport to be an expert in the matter..! I'd gladly hear any other interpretations. :D
PPS: Didn't know that about the rads, thanks!
 
Welcome to the forum. There is lots of information to be found here.
Nice to see a Burnt Grey series 1. The first P6 I owned was a 1967 2000 SC in Burnt Grey.

Regards,

Kees
 
Looks a nice project whichever spec 8)

Think the TC I have in at the moment has the same rad set up if not the same carbs and colour, except for the roof which I just did in white come to that :) That's on an F plate.
 
Hi everyone thanks for all the support,i think i am going to need it(see pics) :shock:
I hope to find out more info on the car at the weekend as the car has only had 2 owners from new and i will be seeing the guy i got it from to pick up the last of the spares which inludes a spare block.The owner prior to him was a work mate of his so he has known the car from new and owned it 32 years.
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Well, that'll keep you busy for a while... :)

My P6 is in need of repairs in a similar area, although not *quite* so extensive as that... I'm tackling it one bit at a time.

Good luck with it, I look forward to seeing how this goes :)
 
I think what you've shown there is all fixable, but given there is quite a bit of rust there I'd want to lift the carpets and rear seats to see whats there, and poke around the bulk head (a crucial area.)

Rich.
 
rockdemon said:
I think what you've shown there is all fixable, but given there is quite a bit of rust there I'd want to lift the carpets and rear seats to see whats there, and poke around the bulk head (a crucial area.)

Rich.
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Hi Rich i have the carpets and seats out now and that is all ok there is a small patch needed on the bulkhead drivers side footwell if that makes sense boot area is all good not had sill covers off yet but there are repaired patches on inner sills but they look professionaly carried out . Looks like the front end has had all the weather
 
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