Rover SD1
Buy wisely and you can have it all – Seventies concept car cool with family-friendly space for adventures. These elegant wedges have shrugged off the jokes and are starting to appreciate
It should’ve been a shining example of Seventies Britishness, but the Rover SD1 became largely forgotten or the subject of derision. No longer, however – it’s now on a resurgence, and values for the few survivors are on the up. SD1S are also starring in historic touring car events, further boosting their credentials. They had a terrible reputation for rust and poor reliability, but those still around are likely to have been doted on – though projects turn up almost daily. With the costs of a full-bore restoration unlikely to be recouped by a sale, choosing wisely is paramount.
Make sure you know what you’re buying, especially if the object of your desire purports to be a Twin Plenum, of which only 490 were built. It’s not uncommon to find bits of Series 1 trim on a Series 2 car, and vice versa, so it’s worth learning how to tell them apart.
Our guide pools the knowledge of Rob Williams from Vitesse Motor Services in Mold (01352 757825), and Ken Clarke (memorablecars.co.uk) who worked in a Rover/jaguar dealer when these cars were new. Clarke has owned numerous V8s since, and went on to run the Steve Soper BSCC car, which he now owns.
Which one to choose?
The Rover SD1 was launched in 1976 as the 3500, using a 3.5-litre aluminium V8. Straight-six, overhead cam 2300 and 2600 models followed in 1977.
The V8-S arrived in 1979, with eye-popping colour options. Velour seats, air-conditioning, thicker carpets and headlamp wash/wipe were standard; 1040 built. Vanden Plas replaced the V8-S in 1980. The 1981/2 facelift brought wrap-around plastic bumpers with chrome trims instead of rubber and stainless steel items, and a deeper rear window. An interior redesign brought a new instrument binnacle, and more traditional wood and leather trim. The gearbox was a three-speed GM TH180 auto, and an automatic choke was introduced. The engine range was expanded with the 2.0-litre O-series engine of the Morris Ital (20,554 built), and the 2.4-litre VM Motori HR492 unit of the diesel 2400 SD Turbo (10,081 built).
In 1982 the Vitesse joined the line-up with a 190bhp fuel-injected Rover V8. Production totalled 3897.
In 1984 the Vanden Plas trim level became an entire range, with the 2600 Vanden Plas, and Vitesse-engined Vanden Plas EFI replacing the SE trim.
In 1985 the Twin Plenum joined the range, with two throttle bodies to help homologate the cars for racing. Officially the the twin-plenum cars were still rated at 190bhp, but a product affairs executive of the time has said it produced around 210bhp. Just 490 were built.
The SD1 bowed out in 1986 to be replaced by the 800, although it remained on price lists into 1987.
Corrosion
Rust is the biggest problem facing you with any prospective SD1 purchase. It won’t be terminal unless you can see clear daylight in load-bearing areas – but any rust will obviously detract from the aesthetics. Inspect the bottom of the doors, the inner front wings around the suspension turrets, the leading edge of the bootlid and bonnet, and the inner sills around the rear suspension mounts. Also check around the bulkhead and windscreen frame – it’s not uncommon to find a glovebox or footwell full of water. The same goes for the spare wheel well in the boot floor.
The good news, according to our gurus, is that surviving SD1S tend to have been looked after, and most are in good condition – but projects do turn up.
If you have fallen in love with an SD1 with a rust infestation, all is not lost. When British SD1 production wrapped up, the tooling and spares were sent to India for CKD production that didn’t happen. A few years ago, specialist Rimmer Bros brought all of it back.
Panels supply isn’t a great issue but it will be in the future – the Indian stock is running out. Doors and wings are still plentiful, but the outer rear wings are no longer available, nor are the roof panels and bulkheads. To have a replacement front wing supplied, fitted and painted would cost around £750.
Interior
Prioritise a car with a beautifully preserved interior but a ropey exterior, rather than the other way around. Series 1 interior trim is very hard to get hold of, and wasn’t particularly robust when the car was new, so survival is poor. British Leyland was fond of using cardboard for parts of the interior, and it is these parts that cause the most problems today. The door cards, for instance, are highly susceptible to dampness and come loose. They then catch on the door seal, meaning you might not be able to get out of the car.
‘They had a reputation for rust and poor reliability, but those that are still around are likely to have been doted on’
On Series 2 dashboards, the cardboard covering the instrument binnacles can distort. Replacement items are no longer available new, but estimate £100 to have one fitted, if you can find one. Use of cardboard for the rear speaker covers causes similar problems but a member of the Rover SD1 Club recently announced he has prototyped glassfibre replacements. It’s too early for exact prices, but £100 a pair has been mooted. The obsession with cardboard extended to the roof panel, where dampness leads to a drooping headlining. Aldridge Trimming has remade them in glassfibre; budget £300 to have one put in.
Engine
The petrol engines are reliable – as long as they’ve had regular oil changes, so check for receipts or other evidence. Gungy oil is an indicator of problems.
The six-cylinder was known for the camshaft’s oil feed to become blocked, which would cause the camshaft to seize. That would cause the cambelt to snap, which will result in bent valves. Budget £1500 for a top-end overhaul from a professional.
The more common Buick-derived Rover V8 is similarly reliable, and benefits from a greater pool of spare parts. Like the six-cylinder, the V8 only really starts to suffer if oil changes aren’t regular. Nevertheless, it’s known for eating camshafts at 50k-60k miles. Loss of power is a symptom, as is a distinctly six-cylinder-sounding engine note. Budget £2000 for repairs. Parts for the 2.0-litre petrol and 2.4 diesel are hard to come by.
The oil pressure gauge is known for its inaccuracy, so don’t be too alarmed by a low reading or an oil pressure light. In fact, all the dials can have a life of their own. However, if you hear rattling from cold, you’re looking at an engine rebuild, which will cost £3000-£4000 at a specialist whether you own a six-cylinder or a V8.
The Vitesse’s biggest flaw is when the ECU starts to overfuel. The ECU needs to be reconditioned, and a chap called Mark Adams specialises in them (tornadosystems.com). Budget around £700-£800.
Gearboxes
A notchy shift and/or clunking into gear indicates worn synchromesh, while input shaft bearing failure can be a common problem on manual gearboxes. Automatic gearboxes that thump into Drive or Reverse, or exhibit a change that is slurred or not smooth, are likely to need a rebuild. This will cost around £750-£800 for an automatic; to rebuild a manual costs £500-£600.
‘The best bit is the engine. It’s a very special V8: highrevving, and it sounds good’
Suspension
The rear Boge self-levelling suspension on the 2600s and 3500s wears out with age. Spax spring and damper conversions (£500-£750 fitted) are popular, but a Koni option is available (£1000 fitted). The Spax kit is easier to work with because the Koni setup requires damper removal for adjustments to the stiffness.
Broken springs are virtually unheard of. Damper bushes tend to wear out, but they can be replaced with polyurethane items. Rimmer Bros offers a full suspension kit, which costs £468 fully fitted.
Brakes
All SD1S have drum brakes at the back, and the wheel cylinders tend to leak with age. They’re available from Rimmer Brothers, and you’ll need two (£175 fitted).
Rear disc brake conversions have been tried, but because of the design of the rear axle, Ken doesn’t advise it. ‘You can over-brake them. You’ll get axle tramp under braking and start to hop about.’
A Jaguar XJ-S front brake conversion was popular a few years ago; using reconditioned calipers it will set you back £1200. Alternatively, Rimmer Bros offers EBC grooved front discs and Green Stuff pads; budget around £350 to have them fitted.