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 1985. History 1985 Rover SD1 Vitesse (post-facelift) 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 on 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 is impressed by sophisticated and revolutionary designs the general buying public isn't, as long as the results are good, and they certainly were. Rover's plans to use its then fairly new 2.2-litre four pot 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. Unfortunately Rover was no exception to 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. Rover eventually managed to improve build quality so that later models, especially those equipped with the V8 engine, prove to be reliable youngtimers. 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 extensivly 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 looks 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 a failure and Standard ceased automobile manufacture soon after. SD1: the last real Rover? The SD1 was perceived by many to be the last true Rover for a long time, as the following models such as the 800 series to replace the SD1 were essentially Honda/Acura Legends with different sheetmetal and interior. Unfortunately for Rover they carried their mediocre build quality over to the new model, a process which had been practised in the past and probably ultimately lead to BMW's ownership of Rover from 1994 to 2000. 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