Rover SD1 Story by Paul Bridger

Work really started independently on the replacements for the Triumph 2000 and Rover 2000 in 1969, but the Rover engineers were also already working on the larger 31/2 Litre (P5) replacement and this new P8 (see photo) was given more importance when the Leyland Company joined forces with the British Motor Corporation (BMC) to create British Leyland (BL). The team did concentrate on this large boxy style replacement for the P5 (the standard vehicle used by the British Government throughout the seventies), but the model was soon deemed to be too close in competition for the new Jaguar XJ saloon (another manufacturer in the great BL empire) and the concept was quietly dropped in 1971, but not before it had progressed to being nearly production ready.

Many people were involved in the development of the SD1 notably (see photo) from left to right Mike Lewis (Chief Engineer), David Bache (Head of Styling), Spen King (Director of Engineering), Gordon Bashford (SD1 Design). Some of the others involved were Geoff Purkis, Jim Parkinson and David Eley (the last pair were responsible for the 2300/2600 engine and the manual gearbox and rear axle)

In late October 1977 the new 6 cylinder models 2300/2600 were released and the Rover 2000 ceased production. But the Triumph range continued through into 1978 when because of the SD1s popularity it was killed off.

The Range now included 2300, 2600, 3500 models and was available with optional Dunlop Denovo tyres claimed to run deflated for 100 miles at 50 mph, making a spare unnecessary and gaining more luggage space.

The next model of SD1 to be released was the V8S in 1979. This was essentially the 3500 model but with an even more luxurious interior with corduroy type of seat trim and most of the optional equipment standard. Throughout the range different exterior colours were now available and the traditional type of plastic Rover badge made a return in place of the metal skeletal design seen on the original SD1's. Also the front panel above the bumper now incorporated an air intake. This was mainly for the benefit of the air conditioned cars but also improved cooling for all the other models

The SD1 sales did not pick-up even after the 1979 Buy British Campaign and the Cars with the Gremlins removed Advertisements, these just reinforced the publics disappointment with the lack of build quality in the entire BL range. So in an attempt to generate a revival in sales Rover upgraded the entire range in 1980. All specifications were increased, the major changes appear to be better (more expensive looking and feeling) material covering the seats and illuminated switches in the instrument pod also headlight washers and sunroofs were available for most of the range. The 2300 was joined by the 2300S & the 2600/3500 now became the 2600S/3500SE. The V8S was replaced with the even more luxurious Vanden Plas (named after the coachwork company owned by BL, although no SD1 ever appears to have gone to Vanden Plas to be upgraded/converted).

In 1981 an important event occurred with regard to quality, all production ceased at purpose built Solihull factory and production moved to Cowley. This was very important as these later cars and later 1982 onwards(as they are now known) Series 2 cars appeared to be much better made, with most of the niggling faults solved and paint quality improved dramatically.

Land Rover moved into the Solihull factory and did not seem to suffer the same quality problems as the SD1 production line. Now following their takeover of Land Rover, Ford own the Solihull Factory. This is ironic as the original purpose of this factory was to produce the Ford Granadas' main European rival

Since the SD1 first appeared in 1976 it was quickly realised its performance car potential, notably Janspeed and Turbo Technics who offered a twin turbo conversion giving a performance boost to the standard V8 engined cars and single turbo conversion to the 2600, which raised the top speed to over 130mph, with the important 0-60mph acceleration time being reduced by over 1 second from standard.

Meanwhile Rover were creating their own version of a performance SD1.

Click here to read about this first performance SD1

The prototype car had Webers fitted in place of the SU carbs fitted to the standard car and other modifications to produce a very rapid and thirsty car. Lessons learnt from this car would be very worthwhile later on

The biggest changes came to the SD1 range in 1982. Customers complaints had been noted since 1976 and bought about a series of changes which resulted in what is now often called the Series 2 models (or SD2 by parts manufacturers/motor factors).

Although the basic bodyshell was not altered, the most noticeably changes were seen at the front with a new spoiler which was designed to help road holding and reduce the drag cd by 0.02, a plastic air intake above the new wraparound front plastic bumper, flush fitting headlights, new plastic bumpers, new indicator lamps and stainless steel trim around the front lights. At the rear the tailgate was altered and a new rear window glass fitted which extended further down the tailgate by 5 inches, this incorporated as standard a rear wiper (although this had been a dealer fit Unipart option since 1980) which answered complaints about poor rearward vision, new wheels were also seen with alloy wheels featuring on most of the range as standard.

The interior was also changed after complaints about the first cars being totally devoid of any real luxury features like wood or even wood effect formica (as fitted to the Rover P6) . A large new instrument pod featuring hi-tech electronic angular instruments instead of the previous round instruments, with the volt meter being replaced with either a digital clock or a trip computer. Wood did make a return to the most of the ranges' interior either just on the doors or on the doors and across the main dash board assembly. Also a new thicker rimed steering wheel was fitted.

British Leyland officially became the Austin Rover Group in 1982.

It was not only the looks that changed as changes were made to the engines (with the fitment of automatic chokes, solex carburettors and increased service intervals).

Also new was the 2000 model (with Rover happily using the nostalgia of the old P6 to help sales) fitted with the O series engine from the Morris Ital fitted with twin carburettors and a 2400SD turbo diesel, this being fitted with an Italian VM engine, making the SD1 the fastest diesel engined car available at the time. This VM engine was later enlarged to 2500 cc and fitted to numerous Range Rovers and the Rover 800.

Also later in 1982 came the Vitesse. This was created due to the need for more power as Rover was to go racing. And Rover was very serious about racing, it wanted to win. The BL competition department based at Abingdon (home of MG) had been closed in 1979 when its last vehicle the TR7 V8 was withdrawn from rallying, So a new competitions department was set up called Motorsport. One of Motorsports first cars was the SD1

This was followed by some circuit racing SD1s, but to compete with Capris and BMWs more power was needed.

For a few years the Rover V8 engine had been fuel injected, mainly for emissions in the USA and Switzerland, and a development of this TR8 based system was initially thought to be tunable for performance. But it was soon totally redesigned and a Lucas badged and produced, Bosch based system was created. As the race cars needed to be production based so this system had to be seen fitted to the production SD1. The Vitesse was released in October 1982 at the British Motor Show as a limited edition, factory order model.

The car was distinguished from lesser models by having larger 15'' lattice style alloy wheels, lowered suspension, a large rubberised rear tailgate spoiler (which lowered the drag cd by a further 0.02 and reduced rear end lift at speed) and along each side the car screamed Vitesse in 6'' letters on the lower part of the doors.

The model was to be named the Rapid, but Aston Martin, who owned that name, objected, so BL used the name Vitesse previous used on the successful Triumph Herald based range last made in 1971.

The Vitesse was the fastest Rover to date. Also at the time it was the fastest five door production saloon car in the world.

Inside the interior was basically to Vanden Plas specification (but available only in two tone grey) with the exception of unique bucket seats trimmed in a similar material as used on the MG Metro. Although a few Vitesse models did have these seats trimmed in leather, no doubt at great expense.

In 1983 the Vitesse was classified as a standard production model and was made available with automatic transmission.

Other changes that effected the rest of the petrol engined range in 1984 were the fitment of SU carburettors with electronic management, these replacing the Strombergs used for the last 2 years

In 1985 indicator repeater lens were fitted across the range and placed in the front wings between the wheel arch and the front door. No more major changes appeared to be made until production ceased in July 1986 (although quite a few cars were registered in 1987).

The Rover 800 replacement was launched in 1986, this was essentially similar to SD1 in looks (the rear hatch was designed to be the same angle as the SD1s) with a floorpan of very similar design (maybe the engineers were still dreaming of rear wheel drive)and was produced in co-operation with Honda(who named their variant the Legend or Acura.)

Later this model received an even worst reputation than the SD1, forcing Rover totally out of the USA market for the second time. The SD1 was thus the last British designed and built Rover and with the ceasing of it's production so the ended another part of British history.

Just over 300,000 SD1s of all variants were produced between 1975 and 1986 compared with over combined 600,000 of the Rover 2000/3500 and Triumph 2000/2500 ranges produced between 1963 and 1978. This could be seen as a success or a failure, but the lack of different body types defiantly had an adverse affect on sales, maybe more than the atrocious build quality

Click here for:  (unfortunately these links do not work at the moment)

Details of production records and when your car was built

Retail prices

Body Colours

Specifications, road tests and production changes. Just click on the model Under construction