v8 or 2000

Well about 5 years ago I had an Almond '72 2000TC which I thought was superb... It was certainly not slouch and, although thrashy at times, the engine was reasonably refined coupled to the 4-speed manual box. I really liked it!

But I have just dipped my toe into the waters of V8 ownership with a Tobacco '74 3500 and it is glorious...!!! The sound (that muted burble is a triumph of aural stimulation...) of the ex-Buick V8 is perfection, the drive is unbelievably relaxed and as a whole it just works beautifully...

It's sad to think that the British motor industry had so much to offer about 35 years ago and now we have pretty much nowt...! So in answer to the 4-cylinder or 8-cylinder question (and this is just my answer of course!) I'd say 8 every time...!!!
 
I can see why the v8 is so popular. A v8 engine sound, what ever make it is, moves the soul.

But for me, and not just because I have a 4 pot, it has to be the 4 pot every time. I get regular around 28 mpg and that is urban kind of driving, the type that really eats the fuel. I would say my 57 plate astra ( 1.8 engine ) only does better on the mpg front when driven on motorways (then it's mid 30's). Around the island it's the same, ok maybe a little bit better, but not enough to measure. So the p6's 40+ year old engine design is not doing bad when compared to our new car.

Mind you the engine only has about 6k on it and I've taken time to set it all up correctly. which remind me I need to check it all.

In short, I get to enjoy my p6 without worrying about fuel. :) And that is always a bonus!
 
Go the injection route and get better fuel economy --- I get about 18 around town and 30+ on a run --- in fact with a 5th gear at 70mph the engine revs at just over 2000 rpm and has impressed me no end on fuel consumption.

Add to this 200bhp, 0-60 in 7 seconds and a top speed of 135, I dont fancy a 4 pot. Plus, I know it is sad, but bury your foot in a tunnel or under a railway bridge and that noise ---- I have to make sure I watch out for dog walkers when I bury the pedal, as the engine noise unsettles some animals.

The only problem with a V8, is the V8 Script on the bootlid, when you get idiots in cars 30 years it junior attempting to race you. I know most modern little hot hatches would wipe the floor with a big old living room on wheels, so turn the stereo up and let them have their moment.
 
Though I have only ever driven a 2000SC P6, I have to say I would definitely prefer a V8 over a 4 pot!

However, on a more practical viewpoint, isn't the V8 more suited to unleaded (or should I say, 'more tolerant of unleaded'?) than the 4 pots?

I know there are additives like Tetraboost, Valvemaster (+) etc to combat/reduce VSR, before anyone makes comment!
 
Because of Rovers attempts to sell the P6B to the US market all V8's after 1969 (I think) were unleaded compatable anyway, and TBH those made before that had inserts due to the ally heads and will last a good while without additives, and likely just as long as when we had 4 and 5 star, and the same thing applies to the 4 pots, they had valve problems long before the advent of unleaded. Octane booster is another matter though. I was lucky enough to drive new and nearly new P6B's on 5* and the performance on proper fuel was far superior. (Or maybe I'm just an old git looking back through rose-tinted glasses.........Very 1960's!)
 
harveyp6 said:
Because of Rovers attempts to sell the P6B to the US market all V8's after 1969 (I think) were unleaded compatable anyway, and TBH those made before that had inserts due to the ally heads and will last a good while without additives, and likely just as long as when we had 4 and 5 star, and the same thing applies to the 4 pots, they had valve problems long before the advent of unleaded. Octane booster is another matter though. I was lucky enough to drive new and nearly new P6B's on 5* and the performance on proper fuel was far superior. (Or maybe I'm just an old git looking back through rose-tinted glasses.........Very 1960's!)
Click to expand...

From that, I interpret that V8's are more suited.

If I do ever get another P6 (3500S I hope!), I will treat it to some good old Tetraboost!
 
My latest acquisition is a 1971 V8S, a few chassis numbers after my last one. It's a bit rough & has 139,000 miles on it (I think :? ), but it drives like it's a turbine - ultra smooth & you just can't stop that grin appearing on your face!

Having said that, my long-term project is a 2000(SC) & I had a great '72 TC for 9 years & 55,000 miles which was a fantastic car - it never let me down :D .

Each has their own merits. Also, I think series 1 cars have a classic charm that the later cars don't (if not the super round dials). Power steering or not also makes a difference to the experience. If I personally had to choose it would be a V8, but it's a few years since I've driven a 4 cyl so I might change my mind when the 2000 is working! Auto or manual I don't know; probably the early S I've got if I could only have one, but the auto again has a different charm in that it 'wafts' you around & is much less 'in your face'.

Regarding fuel consumption, this is almost irrelevant. Many P6 owners will do probably 3,000 miles maximum a year. The difference in fuel cost between a car doing 18mpg rather than 25 mpg is £200 per year. Factor in zero depreciation, little if any finance/opportunity costs, probably no road tax etc.. then the consumption is not really an argument.

As I always say, enjoy your P6, whatever it is. :D
 
I love my 2000sc series 2 auto and it is tax exempt as well. I must have had it for about 25 years.

A v8 would be nice if I had room for another car or my wife agreed! Seriously though the 2000 is a lovely car and I much prefer an automatic. For some reason these are the least valued cars and I will probably end up with the only one in a few years time!

The only real problem I have had with the 2000 engine is lime scale. Many years ago (I think in the 1980's) there was a horrible noise from the engine so I stopped the car. I found there was no compression from the cylinder nearest the driver. On further inspection I found that the engine had overheated at that end although the temp guage was still reading normal from the sender at the other end. The result was that a valve seat had popped out and damaged the valve and the cylinder head. It had also scratched the top of the cylinder. Oh dear, big mess! Having taken the head off I took the engine side plates off the bottom half of the engine and found the cause of the problem which was a massive build up of limescale around one cylinder and between that and the next. I remember removing this with a cold chisel and putting on new side plates. I paid someone to produce a matching valve and rebore the cylinder and then looked for somewhere to get the cylinder head welded. but in doing so managed to find a brand new cylinder head for only £20 which had been sitting on the top shelf at a local engineering company. What luck. All I had to do was rebuild the engine and off I would go again. Unfortunately I had to do this twice as I got it wrong the first time. It was difficult working in the open and using the engine as a work bench. Sorting out the shims for the tappets was an experience! Still when it was all finished it went very well. My next problem was many years later about 3 years ago when I realised the performance was dropping off. This was not however due to the engine but simply non maintenance of the fuel system for many years. The solution was removal, strip and clean of carburettor, fuel pump and replacement of the exhaust manifold and gasket (cleaning the pits in it would have taken days!). Since then no problems. I think it is a great engine!

Cheers

Tony
 
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