1968 Rover P6

The Rover P6—alongside the Triumph 2000—will always be remembered for effectively creating the 2-litre executive car class in the UK. Before then, management types generally drove ponderous 3-litre saloons with portly performance and dreadful economy. The Rover and Triumph ushered in a new order. The P6 was something of a new order for its maker, too—one that owed as much to the Citroen DS as it did to its safe-as-houses predecessor, the 'Auntie' Rover P4.

Under the skin, it boasted a new skeleton structure, with bolt-on body panels, and daring styling that shook Rover's existing clientele to the core. The risk was rewarded with strong sales during a 14-year production run. The company gambled that it would appeal to conservative Rover customers as well as attracting new ones—and the plan worked handsomely. At launch, the appealing looking four-door was powered by a 1970-cc in-line four-cylinder Heron-headed engine that delivered a 100mph maximum speed—enough to see off those traditional executive rivals. It set new standards for ride and handling, too, and ended up winning the 1964 Car of The Year award for its maker.

But Rover didn't sit on its laurels, constantly updating the P6 throughout its lifetime. Twin-carburettors were added for more power, and then a 2.2-litre version was introduced for more power, torque, and—surprisingly—efficiency. But the best was saved for last, when in 1968, the ex-Buick 3528-cc V-8 made its way from the P5 and into the P6. Overnight, a British icon was created, and Rover’s first Q-car, offering Jaguar-matching pace, went on sales. The Rover P6B caught on quickly, selling in relatively large numbers, and becoming a favourite with police forces across the UK.

The Rover P6B was initially offered only in automatic form, but in 1971, that wrong was righted with the launch of the 3500S, which featured a four-speed gearbox. The P6 remained this way with minor tweaks until it bowed out gracefully in 1977, having sold 322,302 copies. Today, they remain well-priced, and parts are widely available. There are a few points to watch out for if you're thinking of buying, not least being rot on the structural skeleton. Also make sure the sills are strong, as they have a massive bearing on the car's overall integrity. As for the engines, all are strong, although tired V-8s aren't uncommon. Check for good oil pressure, especially when warm.

But if you're buying, go in with your eyes open, look closely all over, and take it for a long run—if it feels right, it probably is right. And enjoy one of the scene's most rational, yet feel-good classic motors.