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</o:shapelayout></xml><![endif]--></head><body lang=EN-GB link="#467886" vlink="#96607D" style='word-wrap:break-word'><div class=WordSection1><p class=MsoNormal>I was going through my huge library of (badly sorted) pictures today and came across this sectioned view of the PE166 engine which I thought might be of interest to those of you who speculate on various technical aspects of S-T and BL history.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>The PE 166 was designed as a replacement for David Eley’s delightfully simple in-line six pot that started life at 1998cc in 1960 for the Vanguard Six / Triumph 2000 / Vitesse / GT6 and then morphed into the 2498cc unit we (mostly) all know so well for the 2.5PI / TR5 / TR6.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>While it was used extensively in the Rover SD1 for all markets outside the US and Canada in 2300 and 2600 guises, I don’t think any of those smaller engine variants that used the Ex-Buick V8 for North America and elsewhere, ever crossed the Atlantic. I had three Rovers with this power unit (1x2300 and 2x2600) powering three company issued cars and I remember it with great affection. It was very under-stressed, incredibly smooth running and had more than enough power to move those quite heavy cars along. In fact, it was very de-tuned to meet power and taxation regulations in mainland Europe and the UK and was certainly capable of producing a lot more power than it actually did – and with very little modification. You can learn a bit more about it on Wikipedia – just type <b>PE166 engine</b> into the search bar and you can learn more.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>Enjoy<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>Jonmac<o:p></o:p></p></div></body></html>