Rover SD1

Rover SD1 is the code name given to a series of large executive cars made by British Leyland and Austin Rover Group from 1976 to 1987.

History

In 1971, Rover, at that time member of British Leyland, began developing a new car to replace the P6 and the Triumph 2000/2500. The designers of both Triumph and Rover submitted plans for the new car, of which the latter was chosen. David Bache was to head the design team, inspired by exotic machinery such as the Ferrari Daytona and the Pininfarina BMC 1800 proposal of the late 1960s; Spencer King was responsible for the engineering. The project was first code-named RT1 (for Rover Triumph No. 1) but then soon changed to the now familiar SD1 (for Specialist Division No. 1) as Rover and Triumph were 'put' in the new Specialist Division.

The new car's design was done with simplicity of manufacture in mind, on the contrary to the P6, whose design was rather complicated in areas such as the De Dion-type rear suspension. The SD1 used a well known live rear axle instead. This different approach was chosen because surveys have shown that while the automotive press was impressed by sophisticated and revolutionary designs the general buying public isn't, as long as the results are good.

Rover's plans to use its then fairly new 2.2-litre four-cylinder engine was soon abandoned because BL management ruled that greatly redesigned versions of Triumph's six-cylinder engine were to power the car instead. Of course for the top-of-the-line version Rover's legendary ex-Buick V8 was fitted in the engine bay.

This car was launched in June 1976 in hatchback form, with the SOHC 2.3 and 2.6 litre sixes following a year later. The car was warmly received by the press and even received the car of the year award for 1977. It was only offered as a Rover, as the TR7 was to continue the Triumph line.

The SD1 was intended to be produced in a state-of-the-art extension to Rover's historic Solihull factory alongside the TR7. This was largely funded by the Government, who had baled BL out from bankruptcy in 1975. Unfortunately this did not do anything to prove the spotty build quality that plagued all of British Leyland of the time. That, along with quick-wearing interior materials and poor detailing ensured that initial enthusiasm soon turned to dissapointment.

Major restructuring of BL following the infamous Ryder Report saw the SD1 production line being moved to the former Morris plant in Cowley in 1980, with the Solihull plant being turned over to produce Land Rover models only following that marque's separation from Rover in 1978. The hugely expensive extension to Solihull that was built specifically for the SD1 and Triumph TR7 was closed, and only in recent times with Ford's takeover of the plant have there been discussions of it re-opening.

Post-facelift

Early in 1982, Rover unveiled a facelifted line to the public. These cars benefited mostly from small cosmetic changes on the exterior as well as a quite extensively redesigned interior. Beginning car-spotters can distinguish the two series by the headlights, which were chrome-rimmed on the later, recessed on the earlier series, and by the C-posts, which were flat on later, ribbed on earlier cars. Other details, which are not as easy to assign include the rear wiper, the trim strip under the taillights, etc.

It was also the year when patient SD1 buyers could finally opt for a four-cylinder engine when the two-litre O-series of the Morris Ital was dropped in the engine bay. It was definitely not a shoehorn job: the engine looked almost as if it could get lost in the huge engine bay designed to accept a V8.

The crown of the SD1 model line-up was undoubtedly created when Rover introduced a fuel injected version of its V8. At first it was only offered in the Vitesse model, but was later implanted into the Vanden Plas to create the Vanden Plas EFi. The idea behind this model probably was that some consumers were not buying the Vitesse for its sporting value but simply because it was the most expensive SD1. To meet the demands of this clientèle who usually preferred an automatic transmission, Rover first offered an auto box as an option in the Vitesse, but later withdrew that checkbox on the order form and lured the customers to the Vanden Plas EFi instead. This car had all the standard comforts of the Vitesse, i.e. power mirrors, windows and locks, a board computer, an adjustable steering column and a four-speaker stereo (something special at that time). Additionally it added leather seats, an electrically operated sunroof and cruise control.

Standard 2000

After its cancellation in the UK, the SD1 emerged very briefly in India as a Standard 2000. However, the "Indianized" SD1, powered by an ancient two-litre engine, was also a failure and Standard ceased automobile manufacture soon after.

External link

• Rover SD1 timeline