“Roverpowering!” Archie Vicar describes his impressions of the new Rover V8-S.
The text is what appears to be a transcript of an article from “Today’s Motoring Magazine”, July 1980 (pages 45-46). Original images by Nigel Rollister-Hyde. Due to a crossover accident at the processors, archive photos have been used.
That the Rover 3500 is a remarkable car goes without saying. Since its launch in 1976 it has won a firm following and has set a new benchmark in the large hatchback class. But the 1976 car was far from perfect, some say. It lacked a height-tilt adjustment for the driver’s seat cushion and a rear screen wiper, for example. Furthermore, the rear seats were set far too low and the passenger’s vent seldom functioned reliably. The steering wheel also obscured the minor instruments too and the lights’ master switch was hard to see.
But there were compensations such as the magnificent, if thirsty, engine and the practical hatchback arrangement. What have Rover done to bring the car up to date?
On a lengthy test drive to Zurich in Switzerland, Today’s Motoring Magazine set out to discover if the new modifications are enough to keep the big Rover up to the standards set by the competition which include the Audi 100T, the vastly over-rated BMW 528i, the stalwart Peugeot 604, the commendable Ford Granada 2.8i Ghia, the stodgy Mercedes 280E and the wonderfully refined and capable Opel Senator 3.0CD. All of them (barring the BMW) offer clear advantages but in different areas. Rover’s ace is the provision of luxurious carpeting and air-conditioning.
On a foggy March day we set off from Malvern in our Triton Green Rover V8-S and as the miles peacefully passed it became quickly evident that air-conditioning was of great use in dispelling unwanted moisture from the interior. Alas this came at considerable cost to fuel economy which fell to about 16 mpg over the course of the 1900 mile test drive. The carpets have added an extra degree of hush to what was already a quiet interior (though still not as quiet as Peugeot’s 604).
Technically, this Rover corrected some of the flaws of its predecessor, the Rover “P6” which was blighted by a complex de Dion rear-suspension, a simply byzantine front-structure and overly-costly inboard rear disc brakes. The replacement “SD1” has a trusty live axle, drum brakes at the rear and a much simpler design for the forward end of the car.
Carried over is, of course, the Rover V8 of 3528 cc capacity with its chain cam drive. Twin SU HIF6 side-draught carburettors supply the Niagara of four star the car demands under most conditions. The boot capacity is a rather paltry 12.7 cubic feet, which the dreadful Mercedes and dazzling Opel beat, offering 14.c cu ft each (though the Opel’s boot is more usefully shaped). Because of Rover’s small boot we had to send back snapper Nigel Rollister-Hyde by SwissAir from Zurich as he took up so much valuable space needed by my wine, Cuban cigars and various Helvetian specialties.
Incidentally, we stayed at the excellent Hotel Storchen on Wienplatz in Central Zurich and despite the excellent security on offer the Rover was stolen on our second night. Luckily, the local police located the car just around the corner, lodged on a traffic island with a badly dented front bumper. We suspected it ran out of petrol. Also luckily, when I parked the car it had been left without anything of value barring my favourite briar which remained unmolested on the dashboard. The thieves had nothing to show for their efforts.
A call to Rover’s local agent (in Basel) was needed to secure the services of a mechanic who diagnosed the problem to clogged carburettors, a short circuit in the Lucas electrics and a failed fuel pump. While he had the car up on the ramps he was able to balance the front wheels and replace the worn rear drums. It took three days for the spare parts to be flown over but eventually we were able to restart the stricken Rover and make our return to Blighty without any further problems barring engine misfiring near Saarbrucken and a small fright when we did actually run out of petrol as we rolled into a service station around Calais.
Generally, the car is smooth and relaxed at high speed, due to the lazy nature of the V8 and the excellent suppression of wind turbulence. Apart from the occasional bang over suspension joints, the Rover smothers road noise to good effect. The ashtray is quite big too. A spot of mountain driving on the backroads between Zurich and Interlaken showed that the front-seats could do with more lateral support.
All in all, Rover’s V8-S is still a quite convincing competitor for its peers and is available with a choice of a five-speed manual or a 3-speed autobox (we chose the auto). We can see this vehicle as the start of welcome change in fortunes for both Rover and Triumph who jointly developed this fine driver’s car. If there is a fly in the ointment, it’s the price. Only the Mercedes 280E costs more and the economical and agile Senator costs a week’s wages less and is faster from 0-60. Food for thought, a veritable banquet indeed.
Tyres: 196/70 HR 14
Weight: 27 cwt
0-60 mph sec: 9.1
Torque:198 lb.ft/2500 rpm