the model, although the report also suggested, apparently wishing to appear even-handed, that at least part of the problem might have arisen from excessively optimistic expectations of the model. 2200 In order to try to meet exhaust emission requirements particularly in California various changes were made to carburation and exhaust. The engine capacity was increased ten percent to increase torque and minimise the loss in reported power output and the 2200 SC and 2200 TC replaced the 2000 SC and TC. Announced in October 1973 and produced through to the early part of 1977, it used a 2.2 L () version of the 2000 engine with the bore increased from to : the stroke was unchanged at 85.7 mm. Gear boxes on the manual transmission cars were strengthened to cope with the increased low speed torque. Nominal output fell to and for the SC (single carburettor) and TC (twin carburettor) versions respectively, on the road largely concealed by the improved torque. The last 2200 came off the production line on 19 March 1977, a left-hand drive export version that was then converted to right-hand drive by Tourist Trophy Garage, Farnham. The 2200 originally fitted Pirelli Cinturato 165HR14 tyres (CA67) when leaving the factory. Estates While Triumph enjoyed considerable success with the estate version of their 2000 saloon, Rover seemed happy to leave that sector of the market entirely open to their old rival. However, Battersea-based coachbuilders FLM Panelcraft picked up Rover's dropped ball and produced their own estate conversion of the P6, called the Estoura. The name is presumably a contraction of the words 'estate' and 'tourer'. Although no actual figure for the production of the estate are known, due to a fire that destroyed the company records, amateur investigations by several Rover enthusiasts show a little over 200 cars were known to have been produced. The first estate was not an approved conversion, but from 1970 onwards the car was marketed (with the factory's blessing) by BL dealers HR Owen Limited and therefore factory warranties were carried forward. The conversions were completed by H.R. Owen and Crayford Engineering, with bodywork executed by FLM Panelcraft. Crayford's involvement in the project was limited to the interior of the car, and the company had no bearing on the external design of the estate conversion. Nonetheless Crayford badged them as Crayfords for a while (implying that they built them) and only stopped after