Rover SD1

rover
	Rover 3500 (1976-1982)
SD1
Production period:	1976-1986
Class :	upper middle class
Body versions :	Station wagon
Engines:	; Gasoline engines : 2.0-3.5 liters ; (75-142 kW) ; Diesel engine : ; 2.4 liters (67 kW)
Length:	4740 mm
Width:	1770 mm
Height:	1380 mm
Wheelbase :	2815 mm
Empty weight :	1320-1525 kg
Previous model	Rover P6
successor	Rover 800 series

The Rover SD1 refers to a model range of vehicles in the upper middle class that British Leyland and the Austin Rover Group produced from mid- 1976 to autumn 1986 .

Background to the creation of the model

In 1971 Rover , at that time already part of British Leyland (BL), began developing a successor model for the Rover P6 and Triumph 2000 . Rover and Triumph designers submitted plans for the new car; Rover's hatchback solution was eventually implemented. David Bache led the design team and was inspired by models such as the Ferrari Daytona and a design study by Pininfarina from the late 1960s for the Austin 1800 that led to the GS and CX models at Citroen . Charles Spencer King was responsible for the technology. The two had previously worked together on the Range Rover project. The new project was initially called RT1 (for: Rover Triumph No. 1), but soon changed to SD1 (for: Special Division No. 1), as Rover and Triumph formed the new Special Division . A smaller hatchback sedan was developed as the SD2 , which should complement the range of models below the SD1; but it did not go into series production. The SD1 is often incorrectly referred to as SDi. However, “SD” stands for “Special Division” and “1” as the first car designed by this in-house design team.

The new car should be offered in the market sector of the 5-series BMW and the Citroën CX at a comparatively low price. Therefore, the complex technology of the previous model was dropped, this applies in particular to the chassis with the transverse and longitudinal triangular links at the front and the De-Dion axle at the rear. Rover chose this route because it was of the opinion that while the motor trade press could be impressed with novel and complicated designs, buyers are also satisfied with simpler solutions as long as they lead to good results.

Specifications

The SD1 was presented in June 1976 with the V8, the top model received the 3.5-liter V8 engine known from the P6, which was based on the "small-block" V8 with 215 cubic inches from the Buick Special . In the mid-1960s, Rover had acquired the license from General Motors to build the V8 made of a light metal alloy . The mixture was prepared by two SU "HIF" type equal pressure carburettors. With a compression of 9.35: 1, the engine developed 116 kW (155 bhp) at the rated speed of 5500 rpm. The camshaft is arranged in the center and operates the valves via tappets , push rods and rocker arms . With modified intake manifolds and timing, and larger intake valves, it performed more than in the previous model. Its newly developed electronic Lucas ignition is contactless. The Rover 3500 was received positively by the motor trade press and voted Car of the Year 1977 . The model was only offered as a Rover, while the TR7 continued to carry the Triumph name.

At the end of 1977, the two six-cylinder engines with overhead camshafts and 2.3 or 2.6 liters displacement were added. They only differ in the stroke: 76 mm for the smaller machine (in total 2350 cm³ displacement), 84 mm for the larger (2597 cm³ displacement); the bore is the same at 81 mm. The engine type has a block made of gray cast iron and a light metal cross-flow cylinder head , the weight was given for both six-cylinder units at 196 kg and is therefore hardly different from the light metal V8. The pistons of the smaller engine were made by Hepworth & Grandage, those of the larger Mahle (Duotherm piston). The crankshaft has four bearings, the intake and exhaust valves of a cylinder are operated by a common cam. Inlet valves are operated via bucket tappets, while exhaust valves are operated via longer rocker arms. A toothed belt drives the camshaft. The V8 has transistor ignition, the smaller six-cylinder units still have conventional coil ignition with mechanical breakers. Rover's plans to use the then new 2.6-liter four-cylinder in-line engine were soon abandoned as the British Leyland management decided in favor of these significantly revised versions of the Triumph six-cylinder.

The DeDion rear axle of the predecessor Rover P6 with its internal disc brakes gave way to a rigid axle on the SD1 , which was equipped with drum brakes on all models . The rigid axle was designed as a drawbar axle (other names: anchor or central joint axle ): it was supported by a so-called push tube on the car body and was guided along a trailing arm on each side and a Watt linkage across the direction of travel. The unconventional P6 front axle with deflection arms and horizontally arranged coil springs has been replaced by a simple MacPherson strut axle.

Rear view

The model 3500 is equipped as standard with a three-stage automatic transmission with hydraulic torque converter and planetary gear set from Borg-Warner, model 65. As an option, there was also a five-speed gearbox with a ratio in the highest gear of 0.83: 1, which corresponds to a gentle characteristic. This resulted in a comparatively moderate engine speed level of 4000 rpm at a speed of 160 km / h.

The Rover SD1 is the manufacturer's first model with rack and pinion steering, here with servo assistance. There was a dual-circuit brake system with front disc brakes and self-adjusting drum brakes at the rear, brake booster and a pressure force limiter for the rear axle. The Rover 3500 had 185/70 HR 14 tires as standard. The front and rear windows were glued to the body, the windshield was made of the then new Triplex "Ten-Twenty" safety glass.

Because most of the exporting countries did not drive on the left , the right-hand drive dashboard in Great Britain was completely symmetrical. For easy modification to the left-hand drive, the somewhat clumsy instrument block could simply be mounted on the other side. The recess in front of the corresponding passenger seat for the non-existent steering column was designed as a ventilation nozzle.

Only prototypes of the station wagon version ("Estate") that were also planned were produced. There is, however, a one-of-a-kind piece of this type that BL CEO Sir Michael Edwardes used for his own purposes in the late 1970s.

The car was built together with the TR7 in a new hall of the historic Rover factory in Solihull . This was also very much advocated by the British government, which saved BL from bankruptcy in 1975. However, this modernization did not improve the poor quality that all BL vehicles suffered from at the time. The fast-wearing interior materials also ensured that the initial enthusiasm for the model soon turned into disappointment.

The Rover 2600, which was to run as a test car for the German magazine auto motor und sport , was indicative of the poor quality at British Leyland : One day its engine could not be started because a cylinder liner had slipped down and the crankshaft blocked. The piquant thing was that these engines were supposed to be without liners and the other cylinders of this engine didn't have any either. Usually intended as a measure to repair the engine, such a liner had already been used in series production.

In 1981, a major restructuring in the BL Group as a result of the Ryder Report ensured that the SD1 production line was relocated to the former Morris plant in Cowley , now part of Oxford . The plant in Solihull was prepared for the construction of the Land Rover , as this brand had been separated from Rover in 1978. The very expensive extension in Solihull, which was built especially for the production of the SD1 and TR7, was closed.

Facelift

Between 1976 and 1981 there were some minor revisions to the model such as new company emblems front and rear and new exterior mirrors. The V8-S top model was introduced at the beginning of 1978.

In May 1982 Rover unveiled the new Cowley-built models. Outwardly, these cars differed from their predecessors only in a few cosmetic changes to the bodywork (the 2nd series has a chrome edge on the headlights, slightly lower rear windows and a smooth C-pillar), but they have a completely new interior with wooden applications and modified instrument panels.

This year, SD1 customers could also opt for a 2.0 l four-cylinder engine ("O-Series", successor to the "B-Series" with overhead camshaft), which is also used in the Princess hatchback and its successor Austin Ambassador as well was used in Morris Ital . This version was intended for the corporate fleet market, which is important in Great Britain. Because of the smaller displacement, the car was taxed more cheaply.

The top model of the SD1 model line was the V8 with electronic fuel injection. At first it was only offered in the Vitesse model presented in autumn 1982 (as the successor to the sports model V8-S ), but then also built into the basic model versions for the USA and Australia so that they complied with the stricter regulations there on pollutant emissions. The adjustments to the 3.5-liter engine led to an increase in output from 157 to 193 hp and included a higher compression (from 9.35 to 9.75), a new intake manifold and modified valve guides as well as an enlarged exhaust system.

Later the V8 injection engine was used in the more luxurious Vanden Plas, which was then called Vanden Plas EFi (EFi - Electronic Fuel Injection). The name referred to the former body manufacturer Vanden Plas , which had belonged to the Leyland Group for several decades and whose name had meanwhile become a mere addition to the name. Since the clientele usually wanted an automatic transmission for such a model, Rover initially offered this as an extra in the Vitesse price list, but later deleted it and recommended the Vanden Plas EFi instead. The optional extras were similar to those of the Vitesse, such as electrically adjustable exterior mirrors, electric windows, central locking, a trip computer , adjustable steering column and a stereo system with four loudspeakers (a special feature at the time). There were also leather seats, an electric sunroof and cruise control . In addition, the Vitesse was given a large rear spoiler lip, lowered, the chassis made tighter and the front received an apron that gave the car a sporty, aggressive look. In addition, there were even larger 15 "aluminum wheels (in the" honeycomb design "popular at the time, as also available from BMW or Mercedes) with tire size 205/60 VR 15. The body changes designed for aerodynamic improvements in the course of the facelift led to a reduction in the CW value from 0.405 to 0.36.

Twin plenum Vitesse models are very rare . Instead of one, they have two throttle valves and were produced in very small numbers for homologation of the Twin Plenum Racer . Today they are seen as the better alternative to the basic version of the Vitesse. Among the SD1 models, the Vitesse are coveted collector's items.

Rover 3500 (1982-1986)
Rear view
Rover 3500 Vitesse (1982-1986)
Rover Vitesse at the Nürburgring (1985)
Rover SD1, cockpit

British police vehicle

The Rover SD1 was procured by the British police and is therefore not infrequently seen in contemporary TV documentaries and series.

Use in motorsport

In the mid-1980s, Tom Walkinshaw Racing , along with other racing teams, used the Rover SD1 in some circuit races, and from 1985 to 1987 the German driver Armin Hahne also drove the Rover SD1.

International market

United States

In 1980, Rover received the very expensive type approval for the SD1 in the USA and was thus represented on the US market again after 10 years of absence - 800 units were sold.

South Africa

A Rover 2600 with an engine produced in South Africa with a displacement of 2623 cm ³ was also produced in South Africa .

India

After production cessation in Great Britain, the SD1 was built for a short period in Chennai (India) as Standard 2000 in the mid-1980s . The now closed plant of Standard Motor Products of India also produced a version with the old 2.0-liter engine and greater ground clearance, which better met Indian requirements. This, too, was a failure, so that Standard Motor soon ceased automobile production.

Technical specifications

Rover SD 1	2000 (1982-1986)	2300 (1977-1986)	2600/2600 S (1977-1986)	3500 (1976-1986)	3500 EFi / Vitesse (1982–1986) ¹	2400 SD Turbo (1982–1985)
Engine:	Four-cylinder in-line engine, crankshaft with five bearings	Six-cylinder in-line engine, four-bearing crankshaft		Eight-cylinder V-engine ² crankshaft with five bearings		Four-cylinder in-line engine from VM Motori with KKK turbocharger (type K24)
Valve control:	overhead camshaft, toothed belt	Rocker arm, overhead camshaft, toothed belt		Bumpers , hydraulic valve lifters , rocker arms, central camshaft, chain		Rocker arms, bumpers, side camshaft
Displacement:	1994 cc	2350 cc	2597 cc	3528 cc		2393 cc
Bore × stroke:	84.45 mm x 71.1 mm	81 mm × 76 mm	81 mm × 84 mm	88.9 mm x 71.12 mm		92 mm × 90 mm
Maximum performance at 1 / min	75.3 kW 101 ( BHP ) 5250	90.4 kW 123 PS 5000	99.3 kW 135 hp 5500	115.4 kW 157 hp 5250	141.9 kW 193 hp 5280	66.9 kW 91 hp 4200
Max. Torque at 1 / min	163 Nm (16.6 mkp) 3250	181 Nm (18.5 mkp) 4000	204 Nm (20.8 mkp) 3500	269 Nm (27.4 mkp) 2500	298 Nm (30.4 mkp) 4000	193 Nm (19.7 mkp) 2350
Mixture preparation :	Two peer pressure - flat flow gasifier				Electron. injection	Distributor injection pump
Mixture preparation :	SU HIF 44	SU HS 6		SU HIF 6 ³	Lucas L	Bosch
Cooling:	Water cooling
Transmission:	4-speed a. W. automatic ⁴	4-speed a. W. 5-speed or automatic ⁴	5-speed, on request automatic ⁴			5-speed
Front suspension:	MacPherson struts , wishbones, stabilizer , rack and pinion steering
Rear suspension:	rigid drawbar axle , trailing arm, Watt linkage (transverse), coil springs 2600, 3500, 3500 EFi / Vitesse, in the 2400 SD Turbo additional automatic level compensation ( Boge )
Wheelbase:	2815 mm
Dimensions:	Length: 4699 mm, width: 1768 mm, height: 1358 mm
Empty weight:	1270 kg	1320 kg	1350 kg	1355 kg	1440 kg	1350 kg
Acceleration 0-100 km / h					7.3s (factory) 9.1s
Top speed	167 km / h	180 km / h	187 km / h	203 km / h	217 km / h 212 km / h	165 km / h
Number of pieces:	20,554	42,996	108,572	108,956	EFi: 1,113 Vitesse: 3,897	10,081

¹ EFi: 1984-86, ² electron. Ignition (Lucas), ³ from 1982: two Stromberg carburettors of the 175CD type with automatic starter, ⁴ to 1981 BorgWarner three-speed automatic, then GM type TH180 (3L30) (also three-speed)

literature

OLDTIMER MARKT , issue 3/1994, VF Verlagsgesellschaft mbH, Mainz

Web links

Commons : Rover SD1 - collection of pictures, videos and audio files

Individual evidence

↑ Olaf von Fersen: New Rover 3500 . In: ATZ Automobiltechnische Zeitschrift . 1976th edition. No. 11 . Franckh'sche Verlagshandlung, Stuttgart, p. 495 f .
↑ Olaf von Fersen: New six-cylinder gasoline engines from Rover . In: Franckh'sche Verlagshandlung (Ed.): ATZ Automobiltechnische Zeitschrift . 1978th edition. No. 2 . Stuttgart, S. 80 .
↑ ^a ^b ^c Olaf von Fersen: New Rover 3500 . In: ATZ Automobiltechnische Zeitschrift . 1976th edition. No. 11 . Franckh'sche Verlagshandlung, Stuttgart, p. 495 f .
↑ Wolfgang König: Rover 2600 long-term test . In: Auto Motor Sport . 1982th edition. No. 7 . United Motor-Verlage GmbH & Co KG., Stuttgart, p. 66 f .
↑ Rover SD1 Vitesse - the sporty and elegant touring car for five people Article with lots of historical pictures on Zwischengas.com (last accessed August 8, 2016)
↑ ^a ^b ^c ^d Wolfgang König: Sports Wear . In: Paul Pietsch (Ed.): Test yearbook Auto, Motor and Sport 1984 (models from 1983) . United Motor Verlage, Stuttgart 1984, p. 126 .
↑ Keith Adams: Around the world: South Africa , on AROnline May 1, 2016.
↑ Rover 2600 as a brochure in English and Afrikaans.

[:02-1] Olaf von Fersen: New Rover 3500 . In: ATZ Automobiltechnische Zeitschrift . 1976th edition. No. 11 . Franckh'sche Verlagshandlung, Stuttgart, p. 495 f .

[2] Olaf von Fersen: New six-cylinder gasoline engines from Rover . In: Franckh'sche Verlagshandlung (Ed.): ATZ Automobiltechnische Zeitschrift . 1978th edition. No. 2 . Stuttgart, S. 80 .

[:03-3] Olaf von Fersen: New Rover 3500 . In: ATZ Automobiltechnische Zeitschrift . 1976th edition. No. 11 . Franckh'sche Verlagshandlung, Stuttgart, p. 495 f .

[:AMS-4] Wolfgang König: Rover 2600 long-term test . In: Auto Motor Sport . 1982th edition. No. 7 . United Motor-Verlage GmbH & Co KG., Stuttgart, p. 66 f .

[5] Rover SD1 Vitesse - the sporty and elegant touring car for five people Article with lots of historical pictures on Zwischengas.com (last accessed August 8, 2016)

[:0-6] Wolfgang König: Sports Wear . In: Paul Pietsch (Ed.): Test yearbook Auto, Motor and Sport 1984 (models from 1983) . United Motor Verlage, Stuttgart 1984, p. 126 .

[7] Keith Adams: Around the world: South Africa , on AROnline May 1, 2016.

[8] Rover 2600 as a brochure in English and Afrikaans.