Leyland Down Under

I bought a Rover SD1 2600 manual new in 1981 from a dealer in Auckland, locally assembled in a run of 25 vehicles – we do things in a small way here. Despite the sales literature assuring me that it would comfort me at the end of a stressful day, it was more often than not the cause of said stressful day.

It would generally run for about 300 miles in between faults. These included failure of the alternator, starter motor, clutch thrust bearing, timing belt – yes, valves into pistons – front suspension, some instruments, coolant leaks (the manifold had corroded through) and total brake loss. But the clock always worked and when the car was running well it handled, was quick, economical and comfortable.

After the 74th problem, I began to lose patience. The dealer said, ‘Not our fault, you must write to the assembler’. The assembler said, ‘Not our fault, you must write to Leyland which supplied the CKD kits’. Leyland said, ‘Not our fault – you should write to the component suppliers or the selling agent’. Armed with these circular letters, I again approached the agent with the firm promise that when the next fault occurred, I would drive the car through his showroom window having first alerted the local TV station, unless he refunded the purchase price. His response, ‘Cash or cheque, sir?’

This is why 99 percent of the vehicles sold in New Zealand are Japanese, Korean or latterly Chinese. That said, my own cars are Triumphs – a Herald and a 2500TC, neither blighted by the British Leyland syndrome.

John Clark