For those interested in old cars.

[vitalspark]

Print your own - I have !!!!!!!!!

 

https://images-na.ssl-images-amazon.com/images/I/51WFYdcXMkL.jpg

 

Brit15

 

Do you seriously think anyone out there actually thinks its anything other than British?

 

I'm sure the Germans would encourage you to display these stickers in fact if you asked they would probably print some and send you them free..

 

D.

[Jol Wilkinson]

Yep I would say so and if its down to choosing BMW build quality theres no contest.

 

We're not talking comparisons here which is a good job as one's a classic and the other a modern well built car.

 

Dave.

 

You also said, 

 

"She had an original and lots of fun but build quality?"

 

so I thought you were comparing  two cars developed and build 35 - 40 years apart, but as you say that's not really a valid comparison.

 

I have a 72 MGB Roadster and it reminds me of how "rudimentary" cars of that era were. Nowadays cars are much more "intensively" designed, including under bonnet presentation, etc. (although how many owners of modern cars even know how to open the bonnet, never mind realise what they are looking at). Putting the key in the ignition of the MGB involves looking under the dash to find the lock among an assortment of cables and other bits and pieces.

[stewartingram]

Just to stir thing up a bit - sorry!

My 2001 Rover 75 reached around 250k before I recently retired it in favour of another one. In about 9 years I increased the mileage from about 59k when I got it. It was regularly maintained, 99% by me. I have to say that the most trouble I had were parts labelled BMW (usually smaller items like electrical connectors and a few other sundry items). Often plastic, they were rubbish. And in our owners club, it is often quoted that of the whole range of engines available in the marque, The KV6 is the best by far. Developed from the 4 cylinder K series (think Metro etc), it morphed into a 6 cylinder V6, originally for the earlier 800 series model. At first, it had a lot of problems; it was designed rapidly when the Honda engine that had been used before fell out of favour due to the partnership with Honda ceasing. The 800 was replaced by the 75, and by this time the KV6 had become a superb engine. The other engines in the 1.8, 2.0, and diesel model were BMW sourced, and the 4.8 was a Ford engine.

Also, one of our members is a breakdown truck driver. He states that by far the most common make he has to rescue is...guess ? (clue - it has 3 letters in its name).

Each to their own, I know which I prefer.

 

Stewart

Edited May 6, 2017 by stewartingram

[28XX]

Yet the company I worked for ran Rover 75 diesels precisely because it was a cheaper way to have fleet cars with BMW engines.

[vitalspark]

You also said, 

 

"She had an original and lots of fun but build quality?"

 

so I thought you were comparing  two cars developed and build 35 - 40 years apart, but as you say that's not really a valid comparison.

 

I have a 72 MGB Roadster and it reminds me of how "rudimentary" cars of that era were. Nowadays cars are much more "intensively" designed, including under bonnet presentation, etc. (although how many owners of modern cars even know how to open the bonnet, never mind realise what they are looking at). Putting the key in the ignition of the MGB involves looking under the dash to find the lock among an assortment of cables and other bits and pieces.

 

 

You are right in that so much has changed and we take for granted heated electric everything now but the downside is that there is usually a microprocessor controlling everything from the fan in the heater to the fuel rail and as you say many don't know what goes on under the bonnet.

 

And when a problem arises the good old computer frightens the sh*t out of you with a warning chime and symbol suggesting the thing will Implode if you go any further and of course lifting the lid shows nothing as you need to plug in the laptop and download fault codes.

 

Then comes the sore part when you have to shell out for some sealed box of an ecu or the like.

 

It is of course progress as in engines now do many more miles between services last much longer and are amazingly clean and economical compared to my '73 Volvo and your 'B' which does sound nice and is down to amongst other thing much finer tolerances and

 

better lubricants.

 

In saying that I find working on even the newer of my two the Volvo a delight as there is really nothing you can't do and everything accessible.

 

The Cresta is even more basic but the front drum brakes I could happily see far enough at times.

 

All ancillaries bolt on and are easy reached..the box can be removed without any fancy tools and things like replacing a clutch is no more than a Sat afternoon and few skint knuckles.

 

Interestingly the Volvo gave some trouble last year being difficult to start and guess what the only non standard component and the only piece of electronics  was to blame..the after fit electronic ignition!

 

I was on my way for an mot at the time so isolated the unit and stuck a set of points in and off it went.

 

I love the simplicity of old cars and the B series engines are strong and reliable as you will obviously know but for everyday driving we expect to turn the key on a cold morning and the electronically controlled diesel or whatever fires immediately and sits dead on its tick

 

over speed and pulls cleanly from cold…it also returns mpg figures which in relation to its power output would be mythical figures 50 years ago.

 

Anyway I drive and appreciate modern technology but my heart is back with the classics hence the reason I have kept my two.

 

Dave.

[vitalspark]

Just to stir thing up a bit - sorry!

My 2001 Rover 75 reached around 250k before I recently retired it in favour of another one. In about 9 years I increased the mileage from about 59k when I got it. It was regularly maintained, 99% by me. I have to say that the most trouble I had were parts labelled BMW (usually smaller items like electrical connectors and a few other sundry items). Often plastic, they were rubbish. And in our owners club, it is often quoted that of the whole range of engines available in the marque, The KV6 is the best by far. Developed from the 4 cylinder K series (think Metro etc), it morphed into a 6 cylinder V6, originally for the earlier 800 series model. At first, it had a lot of problems; it was designed rapidly when the Honda engine that had been used before fell out of favour due to the partnership with Honda ceasing. The 800 was replaced by the 75, and by this time the KV6 had become a superb engine. The other engines in the 1.8, 2.0, and diesel model were BMW sourced, and the 4.8 was a Ford engine.

Also, one of our members is a breakdown truck driver. He states that by far the most common make he has to rescue is...guess ? (clue - it has 3 letters in its name).

Each to their own, I know which I prefer.

 

Stewart

 

Thats very interesting Stewart especially your endorsement of the KV6 engine.

 

It is indeed a beautifully smooth and powerful unit and I bought two.. in LR Freelanders..but my own experiences with them were very different.

 

Perhaps I was unlucky or maybe it was only when installed in the Freelander it was problematic but it most certainly was and the LR dealers were the first to shy away from them.

 

I know the K series was used successfully in other marques.. did Lotus not use it at one time?..but the problem when installed in the Freelanders was inadequate cooling resulting in overheating and damaged engines with the LR guys commonly referring to them as K for

 

Kettle as they were forever boiling up!.. the Rover installation is clearly better in that respect so there must be a difference there. 

 

However my issue was not with the overheating but the failure of an idler allowing the cam belt to slacken with disastrous results.

 

The engine is a fairly complex 24 valve quad cam unit as you know and setting up the three drive belts really needs to be done on the bench with the two belts driving each pair of camshafts being set up on a jig.

 

LR recommend that belt changes along with idler and water pump are undertaken at a set age but I don't know of anyone that has done this with a Freelander due to cost.

 

Interestingly is the hours allowed for such job bib the main dealer are actually more with the engine in place than the unit removed.

 

It was designed to drop out on a subframe from below so was relatively straightforward as engine removal goes but still a serious and costly job and one which considering it was only preventive was usually skipped.

 

I bought mine from a main dealer and the attraction was that it was several £000s less than the higher mileage less well specd TD4 alongside and as my wife who was the main driver was a low mileage user the low 20s fuel consumption didn't matter considering the

 

bargain it appeared to be.

 

I should have shelled out more though and bought the excellent BMW engined 2 litre diesel (sorry!)..in the TD4 because at 53000 miles and with no warning the idler failed. 

 

Drove to the post office ok came out started it..fired then stopped. On recranking the thuds from below the bonnetv told all.

 

I was advised to not even lift the bonnet by the cynical but to stick it on e bay for spares which with hindsight I should have done but I tried unsuccessfully to find garage to repair it and eventually did find an independent so called LR specialist who made a total ar*e of it.

 

Biting off more than they could chew would best describe the fiasco and I eventually walked away and left it with them.

 

I bought another!..yes I know.. but it really was such a sweet unit and I was convincing myself that I had been unlucky.

 

Again it was top spec with only 15k miles and full history and from main dealer carried a 12 month warranty.

 

It ran ok for nearly three years but at 35k it started mysteriously using water with no visible leaks.

 

Presure testing showed nothing but I wasn't prepared to take the chance so it was traded…for a 'BMW Mini'..and thats my story from KV6 to BMW!

 

As an aside I still run LRs myself and love them although I think this anti diesel lobby will make me even more of a pariah in the eyes of the eco hatch brigade. 

 

Anyway great to hear you have not experienced the difficulties I encountered and good luck with your Rovers..

 

Dave.

[PhilJ W]

Yesterday I had a puncture and due to my age I am unable to change the wheel by myself so I enlisted the help of a retired RAC man. My car is almost 9 years old and he told me that he's seldom seen a car of that age so well mantained. I've had the car from new and always had it serviced by the dealer I purchased it from.

[keefr2]

He states that by far the most common make he has to rescue is...guess ? (clue - it has 3 letters in its name).

I'm struggling to think of a car manufacturer that doesn't have three letters in its name....!! Sorry, I'll get my coat...

 

Keith

[RJS1977]

I'm struggling to think of a car manufacturer that doesn't have three letters in its name....!! Sorry, I'll get my coat...

 

Keith

 

MG...

[stewartingram]

Thats very interesting Stewart especially your endorsement of the KV6 engine.

 

It is indeed a beautifully smooth and powerful unit and I bought two.. in LR Freelanders..but my own experiences with them were very different.

 

Perhaps I was unlucky or maybe it was only when installed in the Freelander it was problematic but it most certainly was and the LR dealers were the first to shy away from them.

 

I know the K series was used successfully in other marques.. did Lotus not use it at one time?..but the problem when installed in the Freelanders was inadequate cooling resulting in overheating and damaged engines with the LR guys commonly referring to them as K for

 

Kettle as they were forever boiling up!.. the Rover installation is clearly better in that respect so there must be a difference there. 

 

However my issue was not with the overheating but the failure of an idler allowing the cam belt to slacken with disastrous results.

 

The engine is a fairly complex 24 valve quad cam unit as you know and setting up the three drive belts really needs to be done on the bench with the two belts driving each pair of camshafts being set up on a jig.

 

LR recommend that belt changes along with idler and water pump are undertaken at a set age but I don't know of anyone that has done this with a Freelander due to cost.

 

Interestingly is the hours allowed for such job bib the main dealer are actually more with the engine in place than the unit removed.

 

It was designed to drop out on a subframe from below so was relatively straightforward as engine removal goes but still a serious and costly job and one which considering it was only preventive was usually skipped.

 

I bought mine from a main dealer and the attraction was that it was several £000s less than the higher mileage less well specd TD4 alongside and as my wife who was the main driver was a low mileage user the low 20s fuel consumption didn't matter considering the

 

bargain it appeared to be.

 

I should have shelled out more though and bought the excellent BMW engined 2 litre diesel (sorry!)..in the TD4 because at 53000 miles and with no warning the idler failed. 

 

Drove to the post office ok came out started it..fired then stopped. On recranking the thuds from below the bonnetv told all.

 

I was advised to not even lift the bonnet by the cynical but to stick it on e bay for spares which with hindsight I should have done but I tried unsuccessfully to find garage to repair it and eventually did find an independent so called LR specialist who made a total ar*e of it.

 

Biting off more than they could chew would best describe the fiasco and I eventually walked away and left it with them.

 

I bought another!..yes I know.. but it really was such a sweet unit and I was convincing myself that I had been unlucky.

 

Again it was top spec with only 15k miles and full history and from main dealer carried a 12 month warranty.

 

It ran ok for nearly three years but at 35k it started mysteriously using water with no visible leaks.

 

Presure testing showed nothing but I wasn't prepared to take the chance so it was traded…for a 'BMW Mini'..and thats my story from KV6 to BMW!

 

As an aside I still run LRs myself and love them although I think this anti diesel lobby will make me even more of a pariah in the eyes of the eco hatch brigade. 

 

Anyway great to hear you have not experienced the difficulties I encountered and good luck with your Rovers..

 

Dave.

 

A number of points you have raised there.

 

ANY car needs maintenance, and done properly. That is the failing of most cars, the owners' lack of getting it done at the right time. Most ignore it, and only have something done when a fault develops.

The K series was indeed used in many BL & Rover products, but I don't know which other marques used it. It was a good engine, but suffered from overheating (usually a result of lack of maintenance), and a boil up often warped the head. Those who know the model are aware of better head gaskets etc, and don't usually suffer problems.

As I stated before, the original KV6 did have problems, much related to overheating, but these were addressed before the 75 was launched. It was also used in Land Rover models, probably the faults you described are from the early years before it was sorted?

Cambelt replacement is essential (90K). It is pretty similar (ie complex) to the old Honda V6 in the 800, and I have done those. However I've had the old 75 into my local garage twice for belts. It takes him a day, and if I remember correctly he charged less than £200, complete with new water pump and camshaft tensioner at the same time. This are sensible to change due to access problems. I have heard £300-£350 quoted as a reasonable price. I have a good friendly relationship with Ivan at the garage, don't know if that helps the cost though!

Water loss is often mentioned on our forum, where some interesting knowledge abounds. First call is the water pump (I stress again lack of maintenance!), followed by inlet manifold gaskets, and oil cooler and pipes. The heater matrix is often overlooked. There are known problems with the fan arrangement, easy to fix (as we know about it) but garages, and particularly main dealers!) don't seen to be aware of this or how to diagnose it. Also thermostat housings, often overlooked again. The thermostat is integral with its housing, and needs quite a bit of dismantling to change. Being plastic, along with nearby pipes, these can crack. And one last thing. Filling the system with water - you MUST follow the manufacturers method - no simple top up here. Easy to do, but again even dealers miss this. It allows air pockets to become trapped if you don't do it properly.

Don't forget I'm talking of a club with a wealth of knowledge on high mileage cars. Many have done 250k+ miles. Quite a few have achieved "moon mileage" (an unofficial "club target") of 350k. You don't get that sort of mileage without proper care - note that I didn't say lots of it, just sensible maintenance.

For the record, my old car, I got 32mpg local and 42mpg on a journey. All calculated by actual mileages (confirmed by measured miles and also with Police calibrated speedos). And I converted to lpg soon after getting it, so fuel costs were halved. That, in round figures, equates to 60mpg local, 80 mpg on a journey.  

 

Stewart

[Rugd1022]

A few tasty titbits from Himley Hall this morning...

 

Mk2 Austin Mini Traveller...

 

The Neville Trickett cut down Minisprint which was also at the Bingley Hall show earlier this year...

 

Prototype Moke, built five years before the first examples were sold to the public...

 

A modern take on film producer Robert Boulting's '60s Mk1 Radford Cooper S, using a 1990 shell and log book...

 

A very late Clubman Estate with W&P arches and 6x10 Cosmics...

 

Lovely Mk2 Riley Elf...

 

 

Nice late 1275GT with some period mods...

 

 

Very early Clubman in rare 'Aqua' with period engraved Perspex plates...

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

[Rugd1022]

Picked up some more Mini nuggets from the trade stands including a period new old stock locking fuel cap and a '60s Kienzle clock in its own metal mounting pod (I've never seen one like it before)...

 

 

 

 

The Perspex sun visors have a more finished look to them now...

 

 

(The headlining looks bl**dy awful and needs replacing...!)

 

 

 

 

 

 

[steve1]

I must have a word with my local garage to see if he has started taking on classics. In the last couple of weeks I have seen a slightly scruffy, white, late model Sunbeam Alpine on 'Miniltes' (couldn't see if real or pattern), Hillman Minx Convertible (early 1960s type just like my stepfather had) and a Mini Clubman outside his workshop.

 

steve

[RJS1977]

Spotted this beauty up at Tywyn last weekend:

 

 

 

 

[RANGERS]

Very smart Fiesta Bravo, one of those specials so beloved of Ford to shift cars as a model came to the end of its production life. Being a 1.3 and with enough to make it stand out in a crowd, particularly the two tone paint, they were quite desirable at the time.

[Horsetan]

Very smart Fiesta Bravo, .....

Equally rare Peugeot 305 Estate in one of the photos.

[vitalspark]

A number of points you have raised there.

 

ANY car needs maintenance, and done properly. That is the failing of most cars, the owners' lack of getting it done at the right time. Most ignore it, and only have something done when a fault develops.

The K series was indeed used in many BL & Rover products, but I don't know which other marques used it. It was a good engine, but suffered from overheating (usually a result of lack of maintenance), and a boil up often warped the head. Those who know the model are aware of better head gaskets etc, and don't usually suffer problems.

As I stated before, the original KV6 did have problems, much related to overheating, but these were addressed before the 75 was launched. It was also used in Land Rover models, probably the faults you described are from the early years before it was sorted?

Cambelt replacement is essential (90K). It is pretty similar (ie complex) to the old Honda V6 in the 800, and I have done those. However I've had the old 75 into my local garage twice for belts. It takes him a day, and if I remember correctly he charged less than £200, complete with new water pump and camshaft tensioner at the same time. This are sensible to change due to access problems. I have heard £300-£350 quoted as a reasonable price. I have a good friendly relationship with Ivan at the garage, don't know if that helps the cost though!

Water loss is often mentioned on our forum, where some interesting knowledge abounds. First call is the water pump (I stress again lack of maintenance!), followed by inlet manifold gaskets, and oil cooler and pipes. The heater matrix is often overlooked. There are known problems with the fan arrangement, easy to fix (as we know about it) but garages, and particularly main dealers!) don't seen to be aware of this or how to diagnose it. Also thermostat housings, often overlooked again. The thermostat is integral with its housing, and needs quite a bit of dismantling to change. Being plastic, along with nearby pipes, these can crack. And one last thing. Filling the system with water - you MUST follow the manufacturers method - no simple top up here. Easy to do, but again even dealers miss this. It allows air pockets to become trapped if you don't do it properly.

Don't forget I'm talking of a club with a wealth of knowledge on high mileage cars. Many have done 250k+ miles. Quite a few have achieved "moon mileage" (an unofficial "club target") of 350k. You don't get that sort of mileage without proper care - note that I didn't say lots of it, just sensible maintenance.

For the record, my old car, I got 32mpg local and 42mpg on a journey. All calculated by actual mileages (confirmed by measured miles and also with Police calibrated speedos). And I converted to lpg soon after getting it, so fuel costs were halved. That, in round figures, equates to 60mpg local, 80 mpg on a journey.

 

Stewart

 

You are obviously very knowledgeable regarding Rover engines Stewart and I agree that proper servicing and maintenance are vital in ensuring reliability however the KV6 in question was only 7 years old and had covered only 53000 miles when it failed.

 

It was an idler which has a composite material that forms the centre of the boss which cracked and failed.

 

I believe they modded these in later units but that didn't help me of course.

 

It had been serviced every year regardless of mileage with oil and filter changes plus other fluids like auto box checked and all done at main dealers however the belt changes were due not down to mileage but age the year it failed and I was

 

addressing the issue as in should I carry this out or trade it as they had quoted over £800 as it was an engine out job however as stated events overtook me on that one!

 

This was nine years ago so £800 was a serious bit of dosh for servicing then but I did find a general lack of interest by dealers regarding the KV6 F/L and work on it seemed to be actively discouraged.

 

It was a shame because the V6 in the F/L produced a smooth and very quick car quite unlike the diesel models.

 

I wonder if anyone in your group has had experience of cam belt changes on the V6 in situ in the F/L?

 

Just looking at it it was daunting to say the least as I did consider tackling it myself however when I learned the main dealers allow less hours for the job when the engine is dropped out I realised it was a non starter one the ramp.

 

All history now but I still wonder if it was wise of LR to use a 24V 4 cam unit in what is really a utility vehicle although I suppose the compactness of the V6 and the high power output was the reason.

 

They how have their latest 4 pot diesel producing well over 200bhp and around 50mpg in their smaller 4x4s so I doubt we will see the likes of these smooth V6s again.

 

Interesting reading of your experience.

 

Regards

 

Dave. 

Edited May 7, 2017 by vitalspark

[phil_sutters]

Let's see what Mini's I can find - I will try to avoid Mini Coopers

[Rugd1022]

The Fiesta Bravo is similar to the one my driving instructor had, very tidy.

 

Some more archive stuff from the land of pounds, shilling and pence...

 

 

 

 

 

 

''I know what we'll do, we'll simplify the model range a bit...''

 

Freeze frame from 'The Champions', 1968...

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

[Horsetan]

.....''I know what we'll do, we'll simplify the model range a bit...''

 

That has got to be right up there with "Hang on a minute, lads. I've got a great idea...."

[MJI]

As a footnote its interesting to see on that most British of cars the Range Rover brake callipers stamped BMW and the BMW propeller roundel on the underside of the 4.4 V8/auto box.

 

There were many many more parts including the sdash layout and TV screen etc all lifted from the X5.

 

The model was a 2004 when of course BMW owned same however it was still built in the UK by British workers so could be called British.

 

It was of course a great car with a great engine unlike the previous BL inspired P38 model that nearly sunk the company with its dreadful build and reliability.

 

Range Rovers are now probably the UKs biggest automotive export and the rest of the world can't get enough of them but I would suggest BMW kick started this by investing in the company and introducing the first properly screwed together model for decades to win

 

back owners before they deserted the marque forever.

 

Dave.

 

 

Intersting that the same period Discovery with LR designed and built Diesel engine and ZF autobox was more reliable than the L322 Diesel auto.

 

Just before the Ford Diesel V6 with rotating crank bearings.

[stewartingram]

You are obviously very knowledgeable regarding Rover engines Stewart and I agree that proper servicing and maintenance are vital in ensuring reliability however the KV6 in question was only 7 years old and had covered only 53000 miles when it failed.

 

It was an idler which has a composite material that forms the centre of the boss which cracked and failed.

 

I believe they modded these in later units but that didn't help me of course.

 

It had been serviced every year regardless of mileage with oil and filter changes plus other fluids like auto box checked and all done at main dealers however the belt changes were due not down to mileage but age the year it failed and I was

 

addressing the issue as in should I carry this out or trade it as they had quoted over £800 as it was an engine out job however as stated events overtook me on that one!

 

This was nine years ago so £800 was a serious bit of dosh for servicing then but I did find a general lack of interest by dealers regarding the KV6 F/L and work on it seemed to be actively discouraged.

 

It was a shame because the V6 in the F/L produced a smooth and very quick car quite unlike the diesel models.

 

I wonder if anyone in your group has had experience of cam belt changes on the V6 in situ in the F/L?

 

Just looking at it it was daunting to say the least as I did consider tackling it myself however when I learned the main dealers allow less hours for the job when the engine is dropped out I realised it was a non starter one the ramp.

 

All history now but I still wonder if it was wise of LR to use a 24V 4 cam unit in what is really a utility vehicle although I suppose the compactness of the V6 and the high power output was the reason.

 

They how have their latest 4 pot diesel producing well over 200bhp and around 50mpg in their smaller 4x4s so I doubt we will see the likes of these smooth V6s again.

 

Interesting reading of your experience.

 

Regards

 

Dave. 

 

I have to say that no-one in our forum seems to have mentioned dropping the engine for a cambelt change. Indeed there is an opposition to this, as the finnicky restorers who wish to replace the subframe mounts cannot source any! My local garage changed the belts in situ both times. I also did the 827 Honda engine in situ - seems quite similar in layout to me. As I had converted (diy) my KV6 to lpg, I assisted him by removing the lpg parts out of his way 1st, and refitted them on return of the car.

 

[russ p]

Going back to the BMW versus rover diesel engines I was always under the impression the BMW engine was less economical than the rover unit. I was looking for a Rover diesel for a while and as the most common rover for sale seems to be the 75/ZT I thought about biting the bullet and having the BMW unit then I was told the timing chain has a habit of stretching and leading to poor timing.

Then out of the blue a mint 40k ZR came up, its in yellow which is not to everyone's taste but no rust, original paint with every extra rover offered and a remap which makes it faster than my old ZR 160 and 55-60 mpg

Edited May 8, 2017 by russ p

[Horsetan]

I have to say that no-one in our forum seems to have mentioned dropping the engine for a cambelt change. Indeed there is an opposition to this, as the finnicky restorers who wish to replace the subframe mounts cannot source any! ....

 

 

Thought re: commonality: are there equivalent mounts from other cars that would fit and do the job?

 

The only reason for asking this is because I remembered that with my old 635CSi, it was discovered that the control arm bushes could be replaced by ones from the newer E32 750iL - they were heavy-duty and lasted much much longer than the standard 6-Series items.

Edited May 8, 2017 by Horsetan

[Rugd1022]

Perusing some old Mini Cooper Register magazines over a cuppa this afternoon I came across an article about the black Radford hatchback 'PUS 23' I posted the other day in #4911, it has an interesting history... registered in May '72, almost a year after being built it's thought it could well be the last Mk3 Cooper S registered in the UK. It spent a whole six months at the Radford Works in Park Royal having the hatchback conversion plus the usual shaaaag-pile carpet / Carlos Fandango treatment. It belonged to the daughter of the Iranian Ambassador and after the siege of the Iranian Embassy in London in 1980 it was the only vehicle left in the car park, for security reasons it had a BT in-car telephone installed in the centre console, quite a thing in those days. As a Mk3 Cooper S it's rare enough on its own (estimate is around 1,580 built between March '70 and June '71), but the hatchback conversion makes it almost unique as it's thought that only two or three Mk3s at the very most were ever converted in this fashion, and it may be the only one left. It was last heard of in Leicester where the owner planned to race and rally it!

Edited May 8, 2017 by Rugd1022