Rover SD1 (1 Af 2)

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Rover SD1 (1 Af 2) Rover SD1 – den sidste kraft og en fornuftig bagdør, hvilket var til SD1’s fordel. ’rigtige’ Rover (1 af 2) Man havde også været omkring Denne artikel behandler historien i Chrysler Alpine (også kaldet Simca ’motorstørrelseorden’ på trods af at 1307), men ledelsen syntes at den den første Rover SD1 kom med var for kantet. 3500 V8 motor i 1976, og ikke i kronologisk tidsorden. Der er ingen tvivl om, at der var et stort udvalg af eksklusive biler at vælge imellem op gennem 70’erne og 80’erne. SD1-modellen er også stærkt inspi- reret af Ferrari Daytona og Indy, især fronten der næsten er identisk. Kikker vi på Rover SD1 og dens konkurrenter er det let at forstå, hvorfor netop den blev ”Årets bil” i 1977. Der var mange biler som kunne leve op til SD1’erne, f.eks. BMW 528, AUDI 200 5T og Mercedes 280E, men de kostede betragteligt mere – og samtidig var de enten langsom- mere eller mindre praktiske – eller begge dele ! Inspiration fra Citroën CX Teknisk og stilistisk kom Citroën CX En front uden en stor kølergrill var tættest (måske ikke så mærkeligt, da noget ret nyt og anderledes, og det man bl.a. havde ladet sig inspirere samme kan siges om hatchback’en, af CX’eren), og den var i mange til- der dengang kun var til små og fælde at foretrække for Rover’en. mindre biler. Men CX’en manglede noget motor- Efter SD1 gik Rover i samarbejde med Honda, og alle følgende model- ler frem til Rover 75 er baseret på Honda modeller som Civic, Concer- to og Legend. Den sidste ’rigtige’ Rover Inspiration fra Ferrari Daytona Det naturlige valg af en vinduesvi- sker på hatchback’ens bagrude blev pure afvist af David Bache, der men- te at det ødelagde aerodynamikken. Den kom altså ikke med fra starten, Rover SD1 blev udviklet og fremstil- men dog i senere udgaver. Bache let indenfor murene hos Rover, som have på et tidspunkt også luftet tan- på daværende tidspunkt var en divi- kerne om mågevingedøre, men det sion under British Leyland, hvor ville blive en noget upraktisk løs- koncernen bl.a. omfattede bilmær- ning og som derfor blev droppet. ker som Jaguar, Triumph m.fl. – og Austin. Men det var ikke kun i det ydre man lod sig inspirere; også en række de- SD refererer til deres Specialist Di- taljer fra interiøret kom til sin ret i vision og 1-tallet til at det er den før- SD1. ste kreation for denne afdeling som blev ledet af David Bache. Gennem 1960’erne havde Rover stor succes med deres P6 og man arbej- dede nu på en super-saloon model P8, Ironisk nok blev de engelske biler fra GM og Ford de største konkur- renter i klassen, og ikke mindst på grund af den svindende kvalitet fra Solihull. Men Rover SD1 holdt sin førerposition, og gør det stadig. Ikke mindst fordi den har noget de andre Rover P8/P9 ikke har: V8 motoren. der skulle være en bil på størrelse skelligt udstyr og motorer. De blev med Jaguar og forsynet enten med alle fremstillet i perioden 1976- en opboret V8 motor eller en 4,4 li- 1986. ter langslags motor. Den sidstnævn- te blev senere anvendt i den au- Inspirationen til en stor hatchback stralsk P76 model (mere om den en kom fra David Bache på et tidspunkt anden gang). hvor den største hatchback var en Austin Maxi og Renault 16, begge P8 ville blive en meget avanceret med 1500 cc motorer. konstruktion med avanceret affjed- ring, hurtig, luksuriøs og en rigtig Hvor man i dens forgænger Rover ’Mercedes dræber’. Men den kom P6 anvendte avancerede løsninger for tæt på en Jaguar og da begge bi- specielt omkring affjedring både for ler var i samme koncern valgte man og bag (de Dion aksel) valgte man at droppe Rover P8 projektet. her mere traditionelle løsninger ud fra tesen, at den gennemsnitlige kø- Da både Rover P4 og P5 passede fint ber var ligeglad så længe bilen kørte med Jaguar’s modeller satte man i godt. Man faldt også tilbage på 1969 projekt P10 (senere SD1) i tromlebremser til baghjulene i mod- gang med målet at konkurrere med sætning til P6’erens skivebremser Ford, Renault, Volvo og tilsvarende monteret omkring differentialet. mærker og som en afløser for Rover P6. Oprindelig ville man have anvendt en ellers nydesignet 2200 cc 4- Rover og Triumph konkurrerede in- cylindret motor, men det blev afvist ternt om hvem der skulle videreføre af ledelsen, der ønskede brug af den Rover P6 og Triumph 2000/2500 Triumph udviklede 6-cylindrede modellerne. Rover projektet vandt maskine foruden den ’gamle’ Buick og fra 1971 blev det et fælles projekt V8 motor. der blev lagt i en ny afdeling: Spe- cialist Division med projektet Num- SD1 blev udformet så både 3500 V8 ber One (SD1 var på vej). motoren og Borg Warner automat- gearkassen type 65 kunne anvendes. De manuelle gearkasser, typisk 5- trins, hed LT77 - navngivet for Ley- land-Triumph og 77 efter afstanden i millimeter mellem hovedakslen g mellemakslen (se mere i klubblad nr. 138). SD1 kom i en 5-dørs karosseriudga- ve, men i mange versioner med for- Modellen blev aldrig markedsført Rover SD1 blev umiddelbart en suc- som SD1 men altid benævnt med sin ces for sit design og sine mange løs- motorstørrelse: ninger og fik titlen som Årets bil i Europa i 1977. En strejke på fabrikken truede kort efter introduktionen produktionen af blandt andet venstrestyrede biler så forhandlerne havde svært ved at kunne levere på det Europæiske marked. Den megen uro påvirkede desværre også kvaliteten hvilket resulterede i Man eksperimenterede kortvarigt mange klager og dårlig omtale, især med en estate udgave (stationcar) gennem de første produktionsår. men frafaldt ideen. Kun to prototy- per findes på museerne Heritage Rover SD1 kom hurtigt med i TV- Motor Centre og Haynes Internatio- serier og film og fik en god del re- nal Motor Museum. klame ad den vej. De tidligste SD1’ere fik dette logo på fronten: Rover SD1 Estate Rover 2000 (1982-1986) Både servostyring og soltag blev sparet væk. Den mindre motor gav Rover 2000 med 4 cylindre blev mindre vægt over forhjulene, hvilket bygget i 1982 som en indgangsmo- krævede blødere fjedre og stød- del til Austin Rover’s sortiment og dæmpere. Hvor andre SD1 modeller for at konkurrere i det stigende havde selvnivellerende bagende marked for 2 liters biler, hvor kon- måtte 2000 modellen nøjes med kurrenterne Ford, Renault, Citroën standardaffjedring. og Mercedes m.fl. allerede havde Indvendig fik køberne dog både rig- modeller i produktion. tige gulvtæpper, automatchoker, di- gitalur, radio med knapper til halo- genlygter foran og visker/vasker på bagruden. Men luksus’en var dog begrænset til almindelige sædeovertræk i stedet for fløjlsbetræk og der var kun en gummimåtte i bunden af bagage- rummet. Fra 1984 blev modellen dog opgra- Rover 2000 var bestykket med en deret med samme sædetyper som i 1994 cc 4-cylindret motor (O- øvrige modeller, træindlæg på døre- serien) med overliggende knastak- ne og plastikhjulkapslerne forsvandt sel, en motor der samtidig blev be- til fordel for fælge som på storebror nyttet i Morris Ital (en Morris Mari- 2600S. na). Gennem årene løftede man specifi- Brændstoffet blev i Rover udgaven kationerne i takt med den øvrige leveret af to SU HS6 karburatorer modelserie, og efterhånden fin Ro- og motoren leverede 101 bhp ved ver 2000 også en række elektriske 3250 rpm – ikke som sådan impo- finesser, som vinduer, centrallås, nerende – og den var da også lidt spejle mv. undermotoriseret. Af samme grund reducerede man den bageste ud- Rover 2300 (1977 – 1980) veksling til 3,9:1 hvorved det var muligt at benytte den 5-trins manu- Rover’s første 2300 (2355 cc / 123 elle gearkasse man også anvendte i bhp) med 6 cylindre blev annonce- Rover 2600 modellerne. Alternativt ret i oktober 1977 men var først klar kunne modellen leveres med en 3- til levering i maj 1978. trins Borg Warner type 65 3-gears automatgearkasse; fra 1983 erstattet Den havde samme karosseri som med BW type 66. dens ophav Rover 3500 men med anden gearudveksling og andre spe- cifikationer. Den tydeligste forskel var dens 6- cylindrede række motor, der var ud- viklet af Triumph ingeniører i Co- ventry. Motorkonstruktionen var re- lativ simpel med tandremstræk til knastakslen, der aktiverede to venti- ler per cylinder. Modellerne blev leveret med 4-trins Rover 2300 instrumentbord gearkasser med mulighed for tilkøb af en 5-gears. Man annoncerede samtidig en Ro- ver 2600 med 136 bhp fra en 6 cy- lindret motor. Modellerne adskilte sig naturligvis også på udstyr og funktioner, hvor 2300 var lidt mere ’skrabet’. Affjedringsmæssigt havde den tradi- tionelle teleskopfjedre bag, i mod- sætning til de større modeller, som havde automatisk niveauregulering. Rover 2300S instrumentbord Men kræfterne fejlede ikke noget. Også instrumentudvalget blev ramt 2300 (og 2600) var næsten lige så af sparekniven der udelod omdrej- hurtig på toppen som 3500 med 120 ningstæller, olietryksmåler og ad- mhp (omkring 180 km/tim.). varselslampe for defekte lygter. Man måtte rulle vinduerne op og ned Som modelserien udviklede sig fik manuelt og selv låse dørene op og i Rover 2300 også flere og flere for- (central lås i hver dør!). bedringer. Man kunne tilkøbe lidt luksus som automatisk transmission, servosty- ring, metallak, sikkerhedsseler ved bagsæderne og Denovo sikkerheds- hjulet. Rover 2300 og 2300S (1980- trol for at forbedre brændstoføko- 1986) nomien. Serie 2 blev annonceret i september Rover 2600 (1977-1980) 1982, hvor alle ny biler blev produ- ceret i Cowley. De største forskelle fra Serie 1 lå i interiøret, hvor man nu kunne levere i flere farver af- stemt med instrumentpanelet, tæp- per og fløjlsbetrækket på sæderne.
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