Five Classic Trials
Rover SD1
This year marks the 40th anniversary of the expansion of Rover’s SD1 range to include the six-cylinder 2300 and 2600. The SD1 had been launched the previous year in the form of the V8-engined 3500, which was responsible for replacing the similarly-powered P6B. At that time rationalisation was considered crucial, because with Rover and Triumph now stablemates there could be only one large executive car. So the six-pot SD1s replaced not only Rover’s 2200, but also Triumph’s 2500S.
At last, the cars that had established the British executive market could safely retire, satisfied their job was done.
Given that the 3500 in particular was judged faster and more economical than many similarly-priced cars (and with performance that matched far more expensive machinery) it should have been a roaring success. Its cuttingedge styling won it many friends; it’s no secret designer David Bache used the Ferrari 365GTB/4 Daytona as inspiration to arrive at his six-light fastback wedge, but it’s equally a design that provides good aerodynamics to assist high-speed cruising. The practicality afforded by the tailgate also assured the SD1 would remain contemporary for years to come.
All Rover 2600s, including the example here belonging to John Rose, use the same bodyshell as the 3500; it’s only the badging at the back that’s different. John’s SD1, still in its original coat of Turmeric, retains a timeless quality. It’s a shape that just looks right.
Inside, there’s not a single strip of wood in sight. Instead, there’s a symmetrical dashboard finished in soft-feel plastics, with the instrument binnacle on top. Being so captivated by these details, it’s easy to miss the shape of the steering wheel; oval, clumsy, describe it as you will, it’s definitely not round.
Brown velour lines the sculpted seats, and the colour scheme extends to the sandcoloured carpets. Crucially, the 2600 gives away little in way of specification to the 3500. All that’s missing here is central locking.
Unsurprisingly, there are differences between the 2600 and 3500 on the move. To convert the Triumph engine from an OHV to an OHC unit required changes to the cylinder head, carburation (twin SU HS6s) and crankshaft, to name but a few. While it’s successful for the most part, it’s in terms of torque rather than performance where the V8 leaves the six-pot lagging; both are flexible, but one copes with pulling from lower revs in a higher gear better than the other, the 2600 taking far longer to spool up and build pace.
John’s SD1 has the optional Borg-Warner Type 65 three-speed auto transmission, which focuses the driver’s mind on sinking into the comfy seats rather than making rapid progress through constant cog-swapping.
That’s not to say you can’t press on; foot to the floor inspires the ’box to kickdown, and beyond 3000rpm the acceleration feels a lot sharper. It might not sound as good as the V8, but the roar under heavy acceleration is still appealing. Back off again and the noise fades as the ’box changes up again for cruising.
When it comes to ride and handling, the 3500 and 2600 are nearly indistinguishable. The six-cylinder engine weighs almost exactly the same as the all-alloy V8, so balance is unaffected, being slightly nose-biased, but not so much as for understeer to be detected.
The SD1 was criticised in period for being far more mechanically conventional than the P6, which boasted an independent DeDion axle at the rear, and horizontal coils and wishbones at the front. Spen King instead opted for a basic live axle at the back and the industry-standard MacPherson struts up front, offering a good blend of handling and comfort.
John’s car has the optional Burmann powerassisted steering. Its high gearing – less than three turns from lock-to-lock – makes the steering quick, resulting in the 2600 feeling much smaller and responsive than it actually is. This is achieved without it being overly sensitive; it’s direct but retains plenty of feel, so you know exactly what the road wheels are doing. This is especially helpful as the SD1’s sloping nose means there are times when we aren’t entirely sure we’re positioning ourselves correctly in the middle of the road.
Overall, the 2600 is extremely competent. In auto guise in particular, it’s an easy-to-drive car. That it’s not quite as good as the V8 3500 will come as no surprise. But the impressive thing about the 2600 is that it can at times steal the 3500’s limelight.