Rover SD1

Rover SD1 ( 1976-1982 )

The Rover SD1 refers to a series of vehicles of the upper middle class, who produced British Leyland and Austin Rover Group from mid- 1976 until the fall of 1986.

Development

1971 started Rover, at that time already part of British Leyland (BL), to develop a successor model for the Rover P6 and Triumph 2000. Designer of Rover and Triumph submitted plans for the new car; the rover solution hatchback was finally realized. David Bache headed the design team and was inspired by models such as the Ferrari Daytona and a design study by Pininfarina from the late 1960s to Austin in 1800, which then led to the Citroen CX, inspired. Charles Spencer King was responsible for the technology. The two had previously worked together at the Range Rover project. The new project was first named RT1 ( for: Rover Triumph Number 1 ) but soon changed to SD1 ( for. Special Division No. 1) as Rover and Triumph, the new Special Division formed.

In competition with the BMW 5 Series and the Citroen CX, the new car should be offered at a very reasonable price. Therefore, the complex technology of the predecessor type was dropped: The De Dion rear axle of the Rover P6 with their inboard disc brakes gave the SD1 a rigid axle, which was equipped on all models with drum brakes. The unconventional P6 front axle with Umlenkarmen and horizontally disposed coil springs were replaced with a simple MacPherson strut suspension. Rover chose these solutions because it was felt that although the motor trade press was to impress with new and complex structures, the buyer but make do with simpler solutions, as long as these have led to good results.

Because most exporting countries did not have left-hand traffic, the UK designed for right-hand drive dashboard was designed totally symmetrical. For a simple modification on the left-hand steering the somewhat clunky look instrument cluster could be easily mounted on the other side. The located in front of the corresponding passenger seat recess for the non-existent steering column was carried out as Blower nozzle.

The plans of Rover to use the then fairly new 2.6 - liter four- cylinder engine were soon abandoned, as the management of British Leyland opted for the much revised versions of the Triumph six-cylinder engine. The top model was known from the P6 3.5-liter V8 engine, the 215 cubic inch engine capacity built on the Buick " small-block " V8. Rover had the mid-1960s by General Motors, the license for the reproduction of from acquired a light metal alloy made ​​V8.

History

The SD1 was presented in June 1976 with the V8 engine, which was equipped with a newly developed electronic Lucas ignition. The Rover 3500 was well received by the motor trade press and elected Car of the Year 1977. The model was offered only as a rover, while the TR7 still bore the name of triumph.

The end of 1977 the two OHC six-cylinder came with 2.3 and 2.6 liters of displacement to. From the well planned combination version ( " Estate" ) only prototypes were produced. However, there is a single piece of this type, which used the CEO of BL, Sir Michael Edwardes, in the late 1970s for his own purposes.

The car was to be built together with the TR7 in a new hall of the historic Rover factory in Solihull. This plan was strongly supported by the British government that BL had 1975 saved from bankruptcy. However, the modernization did not lead to the fact that the poor quality, the all suffered BL vehicles this time improved. The quick -wearing interior materials ensured that the initial enthusiasm for the model turned into disappointment soon.

Between the years 1976 and 1981 there were some minor revisions to the model as new company emblems front and rear, and new door mirrors. Beginning of 1978, the V8 -S peak model was introduced, many years available in the color green metallic with gold-colored aluminum wheels before the Subaru Impreza with similar styling was much more successful.

In the U.S., received Rover 1980 SD1 for the very expensive type approval and was again represented on the U.S. market after 10 years of absence - sold 800 copies.

A major conversion in the BL group as a result of the Ryder reports made ​​in 1981 that the SD1 production line was moved to the former Morris plant in Cowley. The plant in Solihull has been prepared for the construction of the Land Rover, as this brand was separated in 1978 from Rover. The very expensive cultivation in Solihull, which had been built especially for the production of the SD1 and TR7 was closed. Only since Ford took over the work, the re- use of this production is back on the agenda.

The SD1 is often wrongly referred to as SDi. However, "SD " stands for " Special Division " and " 1" as the first car that was designed by this company's design team.

Facelift

In May 1982, Rover unveiled the new built in Cowley models. These cars differed outwardly only by a few cosmetic changes to the bodywork of their predecessors ( the second series has a chrome trim on the headlights, slightly lower rear window and a smooth C-pillar), but possessed a completely new interior with wood trim and a modified instrument panel.

This year, SD1 customers could opt for a 4-cylinder engine, which came as a 2.0 -liter engine of the O- series from the Morris Ital. This engine was designed for company cars that were taxed more favorable due to the small displacement.

The top model of the SD1 model line introduced the V8 with electronic fuel injection dar. first he was only offered in the Vitesse model ( as successor to the sports model V8 -S ), but then also incorporated into the basic model versions for the U.S. and Australia, so this the local stringent regulations on pollutant emissions corresponded.

Later, the V8 - injection engine in the more luxurious Vanden Plas was used, which was then called the Vanden Plas EFi ( EFi - Electronic Fuel Injection). Since the clientele for such a model usually wished an automatic Rover offered this first as an extra in the Vitesse price list, but brushed it back later and advised interested customers instead the Vanden Plas EFi. The special features were similar to those of the Vitesse, such as electric mirrors, electric windows, central locking, a trip computer, adjustable steering column and a stereo system with four speakers ( a feature at this time ). There were also leather seats, a power sunroof and cruise control. In addition, the Vitesse received a large rear spoiler, was lowered, designed the chassis stiffer and the front received an impressive skirt that gave the car a sporty and aggressive look. In addition there were larger 15 " alloy wheels ( in the then popular " honeycomb design ", as well as BMW or Mercedes available ).

Very rarely are twin plenum Vitesse models. They possessed instead of a two throttle valves and were produced in very small numbers for homologation of the twin plenum racers. Today they are regarded as the better alternative to the basic version of the Vitesse. Among the SD1 Vitesse models are considered collector's items.

Rover Vitesse (1983 )

Rear of the Vitesse

Rover Vitesse at the Nürburgring (1985 )

Standard 2000

Following the cessation of production in the UK, the SD1 mid -1980s, was built as a standard in 2000 for a short time in Chennai ( India). The now closed plant of Standard Motor Products of India Ltd.. also presented a version of her with the old 2.0 - liter engine and a larger ground clearance, which corresponded to the Indian requirements better. This, too, was a failure, so that the standard motor car production ceased soon.

Specifications

1EFi: 1984-86, 2elektron. Ignition ( Lucas), 3ab 1982: two Stromberg carburetor type 175CD with automatic choke, 4a 1981 Borg Warner three- speed automatic, then type GM TH180 ( 3L30 ) ( also three-speed )

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