The Rover 213/216 was introduced in 1984, and for many people it was a brave move sticking a Rover badge on the snout of something so small and so obviously Honda-ish. KEITH ADAMS explains why the small 'Ro-nda' makes a great neo-classic buy – if you can find one…
| Availability |  |
| Years produced: | 1984-1990 |
|---|---|
| Body style: | 4-door saloon |
| Engine options: | 1342cc, 70bhp 1984-1990 213, S, SE, SE Auto, Vanden Plas 1598cc, 86bhp 1985-1990 216S, SE 1598cc, 104bhp 1995-1990 Vitesse, Vanden Plas EFi |
| Transmission options: | five-speed manual, three-speed automatic |
| Brief overview | |
BY the early-Eighties, the once mighty BL Empire had been struggling with falling sales and diminishing finances for over a decade. Although a promising range of cars had been launched between 1971 and 1976 (Marina, Allegro, Princess), a combination of industrial strife, poor press coverage, and less than universally loved styling meant that none of these cars really fulfilled their potential on the market.
Of course, as the Seventies turned into the Eighties, the Metro came on stream and the curiously appealing Triumph Acclaim joined the range, and things started to look a little more modern. The Acclaim wasn’t really a Triumph at all, though – it was the result of a joint manufacturing venture deal between Honda and BL signed on Boxing Day 1979, and involved re-branding the Honda Civic saloon and building it at Cowley.
The Acclaim might have owed little to British engineering and design but it proved a moderate success on the market, and people soon cottoned on to the idea of being able to buy a mechanically dependable British built BL car.
For the next Honda-Rover project, the Eighties-generation wedge-shaped Honda Ballade was chosen as a basis, and the marketing bods decided the Triumph name didn’t quite fit in with corporate profile and it was time for another re-branding exercise. The Rover nameplate was chosen for this car (and nicknamed SD3 by development engineers), and this time round, the engineers worked on adding a British engine and a little more chassis input into the mix.
Although there was some concern about selling such a small car wearing the Rover Longship, the combination of classy trim and superb mechanical refinement – as well as the allure of the classy Rover name – proved successful. Buyers were soon clamouring for the new car, and strong sales followed.
Eventually the ‘nichey’ 200 Series actually ended up outselling the ‘volume’ Maestro and Montego and that went on to influence Rover’s forward model policy for its final two decades….
| Model availability | |
ESSENTIALLY, the SD3 was available with two engine options and in three states of tune. They can be easily split into two camps – the Honda-engined cars, and the Rover ones. Also pre- and post-facelift – the cars really were surprisingly different inside after the facelift (1987-on)
The 1342cc engine found in the 213 was pure Honda, and like the Acclaim before it, was reasonably powerful and smoother than gossamer at idle. These cars ended up becoming the pensioner’s favourite for years to come (especially in automatic guise), but there was plenty there also for the more lead-footed younger driver.
The 1598cc versions were powered by an all-British S-Series engine, which could trace its ancestry back to the Austin Maxi, and which still featured state of the art electronics. You could pick one up in carburetted form, but the flier of the range was the fuel injected EFi version.
Trim levels were fairly straightforward – Base model 213, S, SE, Vanden Plas and Vitesse were the core models, but in later years, you could pick up a Sprint version (shame it wasn’t Triumph badged) and run-out SX and EX models based on the S and SE respectively. In short, there is a model for everyone.
| What to look for | |
ALTHOUGH it’s a car of the Eighties, with Japanese heritage, there are plenty of potential problems to look for if you’re in the market for a Rover SD3…
Bodywork:
Unfortunately the Rover 213/216’s major weak link is its body – and more precisely its complete lack of resistance to corrosion. Without doubt, just about any example of the breed will be more or less affected by tin worm, and it’s just a matter of degree. Front doors rush through, and there’s not a solid place on them, as they can rot on the hinge plates. Also check the A-Post area, the door bottoms and behind the door mirror. The wheelarches are also very vulnerable, and the worst area is the leading edge that goes into the rear door.
Also check for corrosion under the back seat, and around the rear of the sills, and around the sunroof. In short – check everywhere!
Interior:
Rover 213/216s are also prone to water ingress through the door seals and windscreen surrounds with typically predictable results. Leaky boots are also not unknown, so make sure you check under the boot floor for a mini-aquarium.
Engines and gearbox:
1.3-litre: Honda engines are pretty bullet proof with regular servicing. In both cases, check for timeous cambelt changes, although we hear that when the 216 snaps its belt, it’s ‘safe’. Better to be safe than sorry.
1.6-litre: The head gaskets are a known weakness on the S-Series, and can also leak oil. And don’t be surprised if it runs on.
Gearboxes: No real problems here, especially with the 1.3-litre version. The 1.6-litre version has been known to chew differential bearings, so listen closely for gearbox white when constant speed running.
Electrics:
Front electric window motors fail after they dry out, especially the driver’s one – and central locking can be temperamental.
Brakes:
The Rover 216 can chew through front brake pads and discs – so check these are in good condition. These are dirt cheap on eBay – £20 for a pair of discs including postage is a good guide, so this is not a major purchase issue.
| Running one: | |
The parts situation:
GETTING parts for both the Rover 213 and 216 isn’t exactly difficult – and despite all the scare stories about the supply of Rover parts drying up, you’ll easily find just about all you need for the 213/216 when it needs servicing. Body panels are pretty scarce now – and in some cases, panels are NLA, although combing the likes of eBay, internet forums and autojumbles should result in a fruitful search for the harder to find stuff.
Servicing your SD3 will be straightforward and a specialist support from Rimmer Bros will see you right there – also bear in mind that many parts are still available for the 213 over the counter at your friendly local Honda dealer…
Typical prices, 1988 Rover Vanden Plas EFi (Rimmer Bros)
Clutch kit (215mm) £94.13
Exhaust rear pipe £41.99
Electric window motor £216.38
Cambelt (XPart) £11.16
Damper (right front) £50.26
Specialists
Parts: Rimmer Bros, 01522 568000
Parts (used): Freckleton Rover Centre, 01772 635728, www.f-r-c800.co.uk
Club: Rover Sports Register, www.thersr.co.uk
What should I pay?
HO-HUM – it’s fair to say that the SD3 is in the gutter in terms of values. There are few examples out there, and even the nicest ones struggle to fetch more than £500 when they come up for sale. The Sprightly EFi versions offer near Golf GTI performance and a degree of interior refinement that you’d struggle to match for the money. So, there really is a compelling argument for seeking one out if you’re looking for a neo-classic family express for very little money.
The Honda powered version still commands a premium – even to this day – and it’s more likely you’ll find a survivor with this engine under the hood. Don’t be disappointed though if you seek performance – because it goes well enough, sips fuel, and is pretty refined too. In all cases, look to spend between £0 (yes really) and £100 for a rough one, and between £250 and £500 for superior examples.
The 1.6-litre may not be quite as smooth as the Honda engine, but it uses barely more fuel, is cheaper to maintain and quite a bit more powerful. However, the nicest ones now seem to be in enthusiast hands, and will unlikely find themselves on the open market… due to their cultish appeal. You have been warned.
Should I buy one?
FOR a car that is little more than a footnote in the British motoring history, there’s a fair deal going for it. As with all cars like these, you’ll have already made up your mind about buying one – but for those fence-sitters out there, if you manage to secure a rot-free example, bag it – and enjoy a quiet life.
In a few more years, cars like this will turn heads – if for no other reason than it being an example of once-common street scenery that has now all-but disappeared from our roads.
Thanks to the forum members at www.austin-rover.co.uk Rolf Farrell, and Terry Brown at the Freckleton Rover Centre for their help