Hi everyone, just a quick note to let you know I've got this car, some of you may know it. It still has the V8 in it & runs but is a long way from road ready. I'm very busy so any king of restoration is going to be rather long winded but I'll try & update significant changes. Thanks, Bran.
We know the car well in the register but if you do get a chance, post a few pictures. Don't hesitate to ask any questions, there's many folk to help you here.
Yes I believe it was known as Peter, Jon I think we met briefly near Malvern once in a group of cars turned round by the floods? I'll try & get some pictures up at sometime.
The owner who put the V8 created a massive history file with lots of general Peerless info & press in it, maybe at some point it'd be worth going through it to make sure anything interesting is already duplicated on this site?
Jade is my dad, he's run out of space so the Peerless has moved West! It looks like too much work to seriously consider returning it to originality but I plan to have it back on the road as it is then consider its future.
Hello, I have just chanced upon this thread while chatting 'cars' with my Brother-in-law. I am a former owner of the car in question here, and was responsible for christening it 'Peter'. I am delighted to learn that the car is likely to be back on the road soon or maybe is already?
I bought the car from Bill Hull in Warrington, Cheshire in about 1995 (unsure of exact date). It was Bill who was responsible for cutting the front off the car and installing the Rover V8. The engine came from a P6 Rover 3500S, and Bill used the Rover's 4-speed manual gearbox mated to the Perrless's original differential which made the drive train work, but resulted in gearing which meant 70mph was the effective maximum speed, with the engine then turning at about 5000rpm. So, although running, the car was not really drivable, and I had it brought down to my home in Kent on a trailer. Bill was ambitious in his plans, but some of his engineering skills were somewhat suspect. He installed rack and pinion steering, but his use of a universal joint from a half-inch socket set to provide a joint in the steering column led to a vary scary incident.
Early one morning, I was on my way to a TR Register International Weekend, and driving briskly along a rural main road, I remember hearing a light metallic ting. Very shortly afterwards, I was aware that the steering wheel was no longer providing directional control of the front wheels. I stood on the brake pedal, which locked the rear brakes (another little feature of the car I later fixed) and the car slewed into a gentle 180 degree spin, coming to rest on the grass verge, and thankfully not having made contact with any kerb, roadside furniture or vegetation.
A car following me stopped Did you fall asleep? I was asked No, something broke. A quick investigation revealed that my metallic ting was the sound made by the little pressed-in pin which held the universal joint together falling out. My rescuers rummaged in their car and produced a wire coat hanger. A few minutes later, a suitable u-shaped piece of said hanger had been inserted in the universal joint, and I was able to continue on my way. Peters steering column modification attracted a fair bit of interest at the International that weekend. Little wonder he became a well known car not always for the best of reasons.
Very shortly afterwards, my Brother-in-law kindly assisted in the fitting of a replacement steering column and rack, these coming from a Mk ll Ford escort, if memory serves me right.
Also early in my ownership, I changed the 4-speed gearbox for a 5-speed item from a TR7 a more or less direct swap, after changing bell housing and end plate (I think) and also replaced the Peerless diff with a diff from a manual gearbox Rover 3500, this being a 3.08:1 ratio, and giving gearing of about 28mph per 1000 rpm in 5th. This work necessitated some alteration to the chassis, a shortening of the prop shaft, and the purchase of new, very expensive, purpose-made drive shafts.
I have many other memories of owning and driving the car, as well as of other alterations made to it while in my ownership.
I'm adding three pictures taken shortly before I sold the car. I sold Peter to Jade in May 2003, when my wife and I were embarking on a then-new venture to start a holiday cottage business on the Isle of Skye.
thanks for the info Richard and good to read your history with "Peter" and to know you're still about!
I remember you turning up at Stafford and when we got the front off to all have a look there was a jubilee clip round the track rod end. closer inspection showed that this was fitted to closing up the saw cut down the length of the track rod thread as it didn't match the steering arm thread and so had been "modified" to do so
I owned Peter for several years, selling him to Jade in 2003. I had so hoped that one day, Peter would re-emerge. I still have the 200 XMF plate, and will happily and freely return it to Peter if DVLA allows it. I also have a few photographs and many memories of the car that I am happy to share Please get in touch. richarddorrell@aol.com
