But while the wood-garnished pick-up and the Hydra-headed 75 range from the mildly eccentric to the entertainingly mad, the 75 coupé is on another plane in terms of realisation, its functional detailing better than you’ll find on some concept cars. So is Lampeter Velfrey the site of a crack team of vehicle engineers? Kind of, except that the team consists of one man: Lloyd has engineered and constructed every element of this modified 75, using a mixture of carefully selected off-the- breaker’s-yard-shelf components, parts he’s fabricated himself and unf lagging determination.
Lloyd is not an automotive engineer, in the conventional sense at least, his career having been in building, quite often of house extensions in the Oxford area. After he retired 20 years ago, he built his own house, the hardest part of which, he says, “was clearing out the cement mixer at the end of the day when I really wanted a beer”.
But house building was nothing compared to constructing this coupé. Why a 75? “When I built the double-ender, I wanted the cheapest car I could get,” he says, in case his experimenting didn’t work. If he ended up with a pile of scrap, the loss wouldn’t be great. Lloyd admits to knowing little about 75s before picking up his first but he gradually discovered what well-built, finely engineered cars they are. That led to his joining the Rover 75 and MG ZT club and coming across a ‘what if’ thread on the 75 Coupé concept MG Rover developed shortly before it went bust. Thus was born his project.
Although Rover-badged, right down to the wheel centres and the ‘Coupé’ boot badge from an old P5B, the guts of this car came from a ZT 190. As if he hadn’t given himself enough work already, the job started with transferring the V6 mechanicals, suspension included, into a 75 that had started life as a 1.8T before the angle-grinder attack began. But first came the search for the roof, rear side windows and rear screen of a coupé that might work. “I selected the best-looking rear three-quarter view and then fabricated the body to make it fit,” says Lloyd of a task that would defeat plenty of steelsmiths.
Ironically, given BMW’s one-time ownership of Rover, a 3 Series Coupé was the source. That “the Rover roof is three inches wider than a 3 Series” was just one of dozens of challenges facing Lloyd, from shifting the B-pillars rearwards, to butting the 75’s bootlid to the base of a BMW rear screen, to adapting a headlining to fit – “the hardest part” – to getting Rover ECUs to talk to the BMW variety in the coupé’s reskinned 4 Series doors and to laboriously reshaping the lower A-pillars to eliminate wind noise.
The impressive red leather interior is also from a 4 Series, Lloyd sourcing a wood veneer vinyl from the US to match door garnish to Rover’ walnut dashboard. The attention to detail is impressive. So is driving the car itself, the beefier dynamism of a ZT suiting this muscularly elegant Rover, which proves sportily refined and, indeed, wind-noise free. It makes the reasons for the stillbirth of the MG Rover version all the sadder. But at least a few us will get to see what physically might have been. The 2500 hours Lloyd worked – “seven days a week for 18 months” – building this one- off will ensure that there will only be one. But with astonishing results for a man working in a shed.