The workshop have recently had the pleasure of working on one of the final Rover SD1’s to drive off of the Cowley production line; a 1987 Rover SD1 Vitesse Twin-Plenum. This was already a particularly nice example but has been further enhanced via a bare-metal respray by Peacock Prestige. We’re confident in saying that this Moonraker Blue Metallic example is now the best SD1 we’ve ever laid eyes on.
Bad journalism has spread like wildfire in latter years to insinuate these cars were lacking in build quality. As a team of experienced technicians who have had the task of dismantling and reassembling these cars after nearly 40 years, we can discredit this as utter nonsense. These cars are as well-made as anything from this time period and offer the perfect blend of luxury and simplicity that you would desire in a classic car.
Leader by nature. Paris by lunchtime.
The 1980s is widely regarded as one of the best decades for motoring. We were blessed with some of the best hot-hatches, most iconic supercars and even birthed the super saloon. Whilst the BMW M5 is touted as one of the greatest fast executive cars of this era, the British-built Rover Vitesse was just as capable on a race track as it was getting important businessmen from A to B.
In regards to performance, the SD1 Vitesse was often dominating the likes of the BMW 635CSi and Ford Capri 3.0S on racing circuits. A true innovator, the Vitesse meant business in every sense of the word and rightfully lived up to its 1986 promotional tagline of “Leader by nature. Paris by lunchtime. Car by Rover.”
Specialist Division
In 1971, British Leyland began the development of a new family sedan to replace the Rover P6 and Triumph 2500 models. Under the guise of Rover, they assembled a “Specialist Division” with David Bache heading the design team and Spen King taking charge of engineering; a duo that had previously collaborated on the Land Rover Range Rover. The project was first code-named RT1, meaning Rover Triumph 1, but was later renamed the SD1 as a reference to the “Specialist Division”.
Launch
The Rover SD1 was launched in the Summer of 1976 as a fastback, or hatchback, four-door saloon with Rover’s 3.5L V8 previously seen in the aforementioned Rover P6 and Range Rover. The car was marketed as the Rover 3500, but in 1977 was joined by the 2.3L Rover 2300 and 2.6L Rover 2600 which both utilised six-cylinder engines. The SD1 3500 was very well-received and subsequently crowned European Car of the Year in 1977; a feat no British car had achieved since the Rover 2000 in 1964.
Range Expansion
In 1979, Rover introduced the range-topping Rover SD1 V8-S which was offered with more luxury equipment such as air-conditioning, velour upholstery and a headlamp wiping system. This short-lived trim was replaced towards the end of 1980 by the Vanden Plas model, which ditched the velour in favour of plush leather.
Series 2
Rover introduced the facelift model in 1982 which implemented styling updates more befitting of the 1980s than the first iteration. The bulk of the alterations came within the cabin, with a flatter and longer instrument binnacle as well as the addition of wooden trim to give more of an upmarket feel. All of the Series 2 cars were to be built in the former Morris plant in Cowley, Oxfordshire after production had shifted from their Solihull plant in 1981.
New Factory, New Models
1982 would also see the introduction of the first four-cylinder engine in the SD1 lineup with the all new Rover 2000. A second four-cylinder option was added in the form of the turbocharged-diesel Rover 2400 SD Turbo, which borrowed its engine from Italian manufacturers VM Motori. It is reported that British Leyland intended to make a diesel-powered variant of the Rover V8 to be used in the SD1, but was scrapped in 1983 in favour of outsourcing engines instead.
The Vitesse
The expanded arsenal of SD1s also introduced the flagship “Vitesse” model, which utilised a 190 horsepower fuel-injected version of the 3.5L V8. To meet the demands of the luxury executive car market, Rover initially offered the Vitesse with an automatic transmission; later removing that option to push those customers onto the new Vanden Plas EFi model – using the same engine. On top of the more powerful engine, the Vitesse featured electric windows, mirrors and locks as well as a trip computer, headlamp washers, adjustable steering column and a four-speaker stereo system that was certainly considered a sought-after luxury in its day.
Motorsport Success
The formula for the SD1 Vitesse made it an instant hit in the world of motorsport. The team of Steve Soper and René Metge won the RAC Tourist Trophy at Silverstone in 1983. Andy Rouse spent 1984 dominating the British Saloon Car Championship in his Vitesse, claiming his third BSCC title. In fact, five out of the thirteen cars raced that year in the BSCC were Rover Vitesses. In 1985, Tom Walkinshaw and Win Percy won six rounds of the European Touring Car Championship in their TWR SD1 Vitesse.
The Vitesse Twin-Plenum
For the 1986 European Touring Car Championships, TWR began to develop a modified plenum to provide an improved air to fuel mixture for Rover in 1985; helping the Vitesse remain competitive against ever-growing European competition. Rover then handed the concept over to Lotus Engineering for type approval and also sought their help in developing a production version for homologation purposes. The end result was 500 road-going examples built in two batches from the Summer of 1985.
Upon leaving the Cowley production line, the fist batch of cars were sent to Lotus’ plant in Hethel for the assembly of the twin-plenum fuel injection system. The second wave of units, built from November 1985, were fully assembled in Rover’s plant at Cowley. All 500 units were built as right-hand drive only and went on sale in November 1985 at a price of £16,250.
No reference was made to the “twin-plenum” beyond a reported reference in the January 1986 sales brochure stating the 3.5L V8 was “now fitted with a motorsport developed twin throttle plenum induction system” and customers were blissfully unaware of whether they received a standard Vitesse or a 1/500 Twin-Plenum – until they opened their bonnet of course. To avoid re-homologation, official performance figures were never released for Twin-Plenum cars, however sources suggest the model made somewhere in the region of 210 horsepower.
The 1986 ETCC
According to former TWR engine designer Allan Scott, the Twin-Plenum made 345 horsepower at 7,100 RPM in 12.5:1 compression ratio guise. Despite a good start to the season, Win Percy and Tom Walkinshaw would be pipped to the top spot by Roberto Ravaglia in the BMW 635 CSi. The Vitesse’s last outing would be at the 1986 Macau Guia with Tom Walkinshaw. Scott claims there were plans for a larger displacement model for 1987 but unfortunately never came to fruition.
There’s no replacement for displacement!
We may have never got to witness a bigger capacity Vitesse on the grand stage, however a select group of individuals would have the chance to experience the thrills in a specially developed road car. Austin Rover Group’s former Corporate Advertising & Promotions Manager reportedly claims a small number of Rover directors and special clients had Vitesse models with 3.9L engines built by Andy Rouse Engineering. These models are almost mythical at this point, but an exciting prospect nonetheless.
End of an Era. End of an Icon.
The Rover SD1 ceased production in July 1986, with the final few Vitesse Twin-Plenum models being registered in the Summer of 1987 at a reported retail price of £17,029.29. The British Motor Museum confirm that a total of 3,987 Vitesse models were built – 500 of which being Twin-Plenum examples.
Every person who stumbled into our workshop whilst we undertook our Vitesse project, be it visitor or staff, all held the SD1 in high-regards. It seems almost everyone of a certain age either had or knew somebody with a Rover SD1 and subsequently gazed over the Vitesse with fond memories. We’ve had supercars, movie cars and utterly unique vehicles under our roof over the years but none have gathered the attention that this Moonraker Blue Metallic Rover SD1 Vitesse Twin-Plenum has received. With a poised stance, exotic styling and a raspy V8 soundtrack – this 80s icon rightfully commands attention.