Background
Hindsight can be a cruel and judgemental re-appraiser of things that once were current, coveted, cool and chic.
Just cast your mind’s eye over some of the horrors that were probably in your wardrobe in the ‘70s and ‘80s.
Times change, the world moves on, and fashion is mercilessly transient and fickle.
But the Rover SD1 is different.
It shrugs off all and any retrospective critiques of its design, form and function like raindrops off a waxed jacket.
It is resolutely disdainful of the whims and caprice of mere fashion.
And it deserves to be.
Your author is of an age to remember when Rover SD1s first took to Britain’s roads.
They were unlike anything that preceded them, not least Rover’s own rather staid and stodgy P6 and P5 offerings.
Yes, they were capable cars and undoubtedly innovative in numerous over-engineered ways, but they were rarely accused of being overly exciting or alluring.
Somehow, in a few sweeps of a designer’s pen, Rover had gone from stodginess and staidness to the futuristic SD1.
The SD1s were almost breathtakingly modern in their looks, and spoke to some yet-to-be-imagined bright new future that promised to take us as far away as possible from the strikes and power-cuts of the ‘70s (ironically, two of the key reasons why the SD1 ultimately didn’t succeed commercially).
To us youngsters, the SD1 looked a bit like a Ferrari Daytona, which is why we all begged our parents to get one…and not a Viva, Victor, Cortina or Granada.
Today, nearly 50 years after first leaving the production line, the SD1 still looks contemporary, stylish and rakishly handsome.
That’s an extraordinary achievement.
So, we should and must doff our collective chapeaux to the chief designer of the SD1, David Bache.
Anyway. Moving on.
The SD1 was powered initially by the big, Buick-sourced 3.5-litre V8.
Other engines would follow, including two six-cylinder offerings.
The SD1 won the European Car of the Year title in 1977, despite a technical specification that mixed standard power-assisted steering and a five-speed gearbox with a somewhat antiquated live rear axle and rear drum brakes – albeit helped out considerable by MacPherson strut front suspension to ensure some sharp handling.
As ever with British Leyland, or whatever else it was called in that period, build quality, poor management and endless industrial action took the shine off what could and should have been a car to launch an exciting new era for the Rover brand and, perhaps, the British car industry in general.
A shift from Solihull to Cowley in 1981 improved things somewhat, as did a mid-life facelift at about the same time.
The 1982 Vitesse offered 190bhp via fuel injection, rather than the standard 155bhp, as well as lowered suspension, 15” alloy wheels and more aggressive looks.
The SE spec added leather, alloys and a trip computer, while the rare ’84 Vanden Plas came with even more kit.
BL produced 113,966 V8 engined cars but, inevitably, survival rates are low.
Most became small mounds of oxidised dust decades ago.
Some managed it while they were still in sight of the factory.
Consequently, they are a very rare - but much to be admired - sight on today’s roads.
