Ever wondered what all those ADO, YDO and LC numbers mean when we’re discussing the history of BMC, BL and Rover cars? Worry not, because our exhaustive list of development codes should help you work out what’s what.
The XC Development Codes
The XC numbers (signifying ‘eXperimental Car’) were applied to projects headed up by Alec Issigonis at Longbridge. These cars (with the exception of XC9000) all went on to be developed into production cars.
|XC9000||1.5 litre saloon|
Forerunner to the XC9001 – rear-wheel-drive saloon, resembled a Citroën due to its elongated wheelbase.
|XC9001||1.5 litre saloon|
Initially a front-wheel-drive XC9000, but restyled by Longbridge and Pininfarina. Renamed XC9005 in 1960.
Initially a scaled down XC9001, but later restyled by Pininfarina. Became known as ADO16 from around July 1959.
Also known as the ADO15.
XC9001 refined in style and re-engined with the 1.8-litre version of the B-Series engine. Became known as ADO17 from 1960.
The ADO Development Codes
After the merger between Austin and Morris in 1952, all subsequent new cars in development were given ADO project numbers. ADO stood for ‘Austin Drawing Office’ – the fact that they referred to an Austin and not a Morris Drawing Office gives some clue as to where the loyalties of BMC chief Leonard Lord lay.
Following this list (based on material supplied by the Archive Department at the British Motor Museum) can be confusing because the project numbers were not always in numerical order. In some instances, this muddled system made sense (ADO15, 16 and 17, for instance), whereas at other times, it obviously did not.
Look, for example, at ADO77, 88 and 99: ADO77 seems logical enough, as it follows ADO73, 74, 75 and 76, but following that comes ADO88, which was cited by Charles Griffin as being so called because of its 88-inch wheelbase. Following that came the ADO99, which again, possessed a 99-inch wheelbase. Was this pattern coincidence or was it chosen because of its nice, cascading numerical pattern?
At the time of writing (July 2017), we are still without an answer to this question.
|ADO6||Austin Hire Car and Taxi|
FL2, FL2D, FX4, FX4D – better known as the London ‘Black Cab’.
|ADO8||Austin A40 Farina|
MkI: BMC’s first hatchback, styled by Pininfarina.
|ADO9||Farina ‘B’ models|
Austin A55 Cambridge MkII (ADO9A), Morris Oxford Series V (ADO9M), MG Magnette MkIII (ADO9G), Riley 4/68 (ADO9R), Wolseley 15/60 (ADO9W).
|ADO10||Farina ‘C’ models|
Austin A99 Westminster and Wolseley 6/99.
As installed in an Austin A35 prototype.
MkI – otherwise known as the ‘Frogeye’ Sprite.
|ADO14||Austin Maxi||Dev: 1964-1969|
|ADO15||BMC Mini |
MkI and MkII (originally codenamed XC9003) – includes Wolseley Hornet and Riley Elf, but not the Cooper versions (ADO50).
Originally codenamed XC9002 – includes all badge-engineered varieties.
Originally codenamed XC9005 – includes all badge-engineered varieties.
Prototype off-roader, cancelled by Leyland so as not to interfere with Land Rover sales.
|ADO20||Mini MkIII and Clubman|
Significant revisions to bodyshell, including slightly larger doors with concealed hinges and wind-up windows; also marked a return to rubber-cone suspension. Clubman and 1275GT lasted until 1980.
Mid-engined sports car, styled by Harris Mann/Paul Hughes and powered by the E4 engine. Dropped in favour of the TR7.
|ADO22||Facelift and re-engineering of ADO16|
Major redesign of ADO16, incorporating revised suspension and under-structure and revised bodywork. Cancelled by British Leyland, in favour of ADO67.
4.0-litre version of the Austin-Healey 3000, cancelled by British Leyland.
6-cylinder E-Series power unit, as used in ADO17 (and its derivatives), Antipodean Marinas and ADO71.
|ADO26||Austin Healey 3000 MKIII||Dev: 1961-1963|
|ADO27||Austin and Morris 1800 Facelift|
This appears to have started out as a major facelift of ADO17, but the project was cancelled at an early stage. Code was passed on to the X6 project (codenamed YDO19 in Australia).
|Riley 1.5/Wolseley 1500 facelift|
The earlier of two recorded ADO27 projects, this would have seen these Morris Minor-based cars treated to Farina-style rear fins, perhaps not unlike those of the Australian Morris Major Elite (pictured is a Series II Lancer/Major), which was itself based on these cars.
|Dev: Early 1960s|
Using A- and B-Series engines.
Project was vetoed by Sir William Lyons as it would have competed with the Jaguar E-type.
|ADO31||MGA 1600||Dev: 1958-1959|
Four-cylinder OHC E-Series engine, as used in the Maxi and Allegro, and also in the Australian Morris 1500.
|ADO34||Mini-based MG roadster|
There were at least two distinct ADO34 prototypes: a ‘Longbridge’ car, designed and built by Pininfarina (pictured) and an ‘Abingdon’ car, produced in-house at the MG factory.
|ADO35||Coupé version of ADO34|
The car pictured is understood to be a development of the ‘Longbridge’ ADO34 (see above).
|ADO36||Austin-Healey versions of ADO34 and ADO35|
The car pictured is based on the ‘Abingdon’ ADO34, and differs from it only in respect of its grille and badge.
Based on the Austin A99 Westminster, as a replacement for the Austin A105 Vanden Plas. It was marketed as the Vanden Plas Princess 3-litre from 1960 onwards.
|ADO38||Revised Farina ‘B’ models|
Austin A60 Cambridge, Morris Oxford Series VI, MG Magnette MkIV, Riley 4/72, Wolseley 16/60.
FX4 replacement, cancelled by British Leyland.
|ADO40||Austin Freeway and Wolseley 24/80 Mk I|
Produced in Australia and fitted with B-Series six-cylinder engine…
|ADO41||Austin Freeway Utility|
Prototype still exists in Australia.
|ADO42||Austin-Healey Sprite MKII|
Re-bodied version of the MkI Sprite.
|ADO44||Austin A40 Farina|
|ADO46||Farina ‘B’ diesels|
Only the Austin A60 Cambridge and Morris Oxford versions were offered in diesel form. Originally for export only, they became available in the UK from 1962. The diesel Cambridge was withdrawn in 1968.
MkI – Badge-engineered version of ADO41.
|ADO49||Farina ‘B’ Pickup|
Pick-up truck based on Riley version of ADO9/ADO38; built and sold in Argentina.
|Prod: Early 1960s|
|ADO50||Mini Cooper and Cooper S (ADO50S)|
997 and 998cc – and 970, 1071 and 1275cc (ADO50S).
|ADO51||Austin-Healey 3000 MkIV|
This was to have been a badge-engineered version of the MGC, but was cancelled at Donald Healey’s insistence.
Became the Austin A110 Westminster and Wolseley 6/110.
This Mini-based coupé proposal was conceived by Alec Issigonis, and featured front-wheel drive and a transverse Mini-Cooper engine. It apparently came very close to entering production.
|ADO58||Joint BMC/Rolls-Royce coupé project|
To have been based on a short-wheelbase version of Bentley Burma (pictured), the forerunner to the 1965 T1. The car would have been built and marketed exclusively by BMC, using the F60 six-cylinder engine, but it never reached production.
|Dev: Early 1960s|
|ADO59||Morris Minor 1000 (1.1-litre)|
1098cc A-Series powered Morris Minor.
Replacement for ADO53.
|ADO66||Vanden Plas 4-Litre R||Dev: 1964|
|ADO67||Austin Allegro||Dev: 1968-1973|
A very stylish Roy Haynes-styled 2-door coupé version of the Marina.
Late in 1969, the Italian designer Michelotti was commissioned to produce a version of Condor. His proposal was then amended in-house at BLMC to become ADO68/28-2, which hints at the shape of the 2-door Marina.
This version of Condor, designed by Harris Mann, was based on the Maxi. It’s not hard to think of this design as the starting point for ADO71.
The other Condor proposal was all-too-obviously based on the Allegro. Like the other Condor prototypes, this car met with its fate when Brtish Leyland cancelled the project.
Replacement for FX4 – cancelled.
Michelotti-styled coupé model, based on ADO20.
Replacement for ADO17.
|ADO73||Marina 2/Morris Ital|
Originally intended as a front-end facelift, but became the O-Series version. Ital was known as ADO73 F/L.
Supermini project, powered by the H/K-Series engine, shelved by John Barber in 1974.
|ADO75||MGB GT V8||Dev: 1971-1972|
Replacement MGB – based on a Michelotti-styled base.
RWD Ford Cortina rival, ‘merged’ with the SD2 project – and then became TM-1.
Metro predecessor, cancelled due to unfavourable results from customer clinics. Re-engineered to become LC8 (Austin Metro).
Replacement for Allegro, after internal re-organisation and the death of TM-1. Became the LC10/LM10 (Austin Maestro). Project instigated by Spen King.
YDO Development Codes
BMC Australia had trodden their own evolutionary path, once left to run with the BMC range of cars, and from 1962 the Antipodean subsidiary decided to use their own code numbers to denote development of cars specific to them.
|YDO1||Morris Major Elite|
First production type.
|YDO2||Morris Major Elite|
Prototype of YDO1 with raised turret to improve rear seat headroom – not produced.
|YDO3||Austin Freeway MkII/Wolseley 24/80 MkII|
Based upon Farina-style YDO9 vehicles and fitted with 2433cc B-Series six-cylinder engine (unique to Austin). Produced in Austin and Wolseley sedan form, and Austin Station Wagon version…
|YDO4||Mini (Morris only)|
Standard version with Australian wind-up windows, 848cc engine and rubber cone suspension.
|YDO5||Mini Deluxe (Morris only)|
…with Australian wind-up windows, 998cc engine and Hydrolastic suspension.
Also includes the Morris Mini K with with 1098cc engine.
1969-71 (K models)
|YDO6||Mini Cooper S (Morris only)|
…with Australian wind-up windows, 1275cc and Hydrolastic suspension.
|YDO7||Morris Mini Moke|
…with 10″ wheels.
ADO16 style five-door hatchback designed at Longbridge in conjunction with Australian Engineers. Fitted with E-Series 1500cc engine with manual gearbox or A-Series 1275cc engine with automatic transmission.
|YDO10||Morris 1800 Utility|
Pickup version of the Austin 1800 ‘Landcrab’.
|YDO14||Austin X6 Tasman/Kimberley Ute|
Proposed pick-up version of Austin X6 cars (number not used, or not proceeded with).
|YDO15||Morris 1500 and 1300 sedan|
Similar to British 1300s and fitted with E-Series 1500cc manual or 1275cc automatic…
|YDO18||Mini Moke (Morris and Leyland versions)|
Update of YDO7 to 13″ wheels and initially fitted with 1098 and 1275cc engines. Last units were 998cc to achieve emissions requirements.
|YDO19||Austin Tasman/Kimberley MkI and MkII|
Update of ADO17 with E-Series six-cylinder in single- (Tasman) or twin-carb (Kimberley) form, featuring revised front and rear styling…
|Nov 1970-Jun 1971|
Australian standard version. 998cc and rubber cone suspension. Initially marketed as a Morris, then a Leyland…
|YDO22||Mini Clubman Super|
Australian deluxe-type version. 998 and 1098cc. Initially Hydrolastic suspension,
reverting to rubber cone later.
|YDO23||Mini Clubman GT|
Australian version, 1275cc engine.
|YDO24||Morris Marina/Leyland Marina|
Sedan (four-door) and TC Coupe (two-door). Australian version using E-Series 1500 and 1750cc engines.
Six-cylinder versions using the 2.6-litre E-Series engine.
It is rumoured that YDO26, 27 and 28 were allocated to the P76 sedan, station wagon and Force 7 coupe respectively, but were not proceeded with as Lord Stokes decided on the P76 code name. YDO Numbers not used: YDO8, YDO11, YDO12, YDO13, YDO16, YDO17 and YDO20.
Based on information compiled by Peter A Jones, Roger Foy and Tony Dingle.
LC and LM Development Codes
To signify the new direction the company was heading following the Ryder Report in March 1975, the single and integrated Leyland Cars division changed the way of identifying upcoming new car projects. This new system was implemented to replace the ADO system employed by Austin-Morris, as well as the fractious and none-too established naming employed by the Specialist Division.
The LC prefix stood for Leyland Cars, while LM referred to Light Medium. The Light Medium division came about due to a marketing reshuffle at BL in the autumn of 1979, when the Specialist Division was disbanded. The Light Medium division did not last long, being replaced by Austin Rover in 1980.
The LM codes changed on a fairly regular basis, as the business and the company’s relationship with Honda changed, but this list represents those projects actively pursued by Austin Rover.
LC Development Codes
Picked up the pieces of the ADO88 project, employing that cars understructure, engines and suspension. LC8 signified a smarter body style.
Also known as Project Bounty by BL.
Signified the BL phase of the mid-sized car development programme, formerly known as ADO99 (and renamed thus to break links with the ADO naming scheme). Also covered a saloon version which would eventually become the Austin Montego (LM11).
Jaguar’s XJ40 renamed in 1977 to tie in with the rest of the single integrated Leyland line-up. Codename only briefly used, reverting to XJ40 in 1978.
LM Development Codes
Final development name for this car – in this period, the rear suspension was altered.
|LM11||Austin Montego||Dev: 1980-1983|
2-door coupé based on the LM11 floorpan – intended to be badged as an MG and replace all MGs and TRs.
Hatchback rear end for the Montego – similar in execution to the contemporary Talbot Alpine, VW Passat. This was to have been a more upmarket car than the Montego, with no 1300cc version.
Rebodied SD1; dropped by management on the advice of Roy Axe in favour of the Rover-Honda XX.
According to different BL/Austin Rover corporate plans, there were also references made to the LM16 and LM17. LM16 was referred to variously as an open-topped version of the LM12 or a hatchback version of LM15. LM17 was another code used in reference to an executive class car, but the re-bodied SD-1 LM15 project was actually seriously evaluated.
Honda/Rover Development Codes
Unlike the long-running ADO series and the politically sensitive LM series, the more recent development codes never seemed to catch the public’s imagination in quite the same way.
Five-door version of the Honda Ballade/Triumph Acclaim – probably a Triumph-badged version of the Honda Quintet. A version of HD9 was marketed in Australia as the Rover Quintet.
Sub-Metro sized car, probably a version of the Honda City/Jazz.
The initial internal name for the Honda-Rover large car to replace the SD1-based LM15 project. Was renamed XX in 1982.
First Honda/Rover collaborative car – became the Rover 800. LWB and CCV versions were developed, but not produced.
Honda version of the XX – became the Honda Legend.
Early part of the Rover 200 development programme, renamed AR8 in 1986.
Honda version of YY.
|AR5||Rover 213/216 replacement|
Scheduled for a 1989 launch, but was cancelled in favour of the Honda-based AR8 (see below), which served as a replacement for both the Maestro and Rover 213/216.
All-new supermini styled by Gerry McGovern and others under the leadership of Roy Axe, incorporating K-Series engine and steel suspension. Abandoned when it became clear that there were not enough company funds to finance its development. Replaced by the R6 (see below).
Engineered in-house and scheduled for a 1990 launch, this car was cancelled in 1985 in favour of the Honda-based AR8 (see below).
Renamed version of the YY. Renamed R8 in 1988.
Thought to be a rebodied, Roverised version of the Montego, using the M16 power unit, though the existence of this project has yet to be confirmed.
|AR16||Sub-800 four-door saloon|
Counterpart to the 5-door AR17, both of which were based on a shortened XX (Rover 800) platform.
|AR17||Sub-800 five-door hatchback|
Counterpart to the 4-door AR16, both of which were based on a shortened XX (Rover 800) platform.
Honda-developed hatchback – developed specifically for Rover and would not have had a Honda-badged counterpart; cancelled in favour of Project R3 (see below).
Also known as Project Theta. The mid-term facelift which produced the 45 was called Project Oyster. See also X20, below.
NB: Development dates refer to the Honda Domani, the Japanese market-only saloon that the Rover 400/Concerto was based on.
|CB40||Land Rover Freelander||Dev: 1992-1997|
Rover/MG Rover Development Codes
Intended Metro replacement (originally codenamed SK3) based on a shortened R8 platform. Was taken upmarket into the Escort market by George Simpson. The mid-term facelift which produced the 25 was called Project Jewel. See also X30, below.
|R6||Rover Metro/100 series|
Heavily revised Austin Metro, incorporating K-Series engine, PSA-derived R65 gearbox and front/rear interconnected Hydragas suspension.
|Dev: 1986-1989Prod: 1990-1997|
|R6X||Rover Metro/100 series – alternative body|
New styling proposal for the R6, as designed by David Saddington – would
have used no carryover parts for the exterior.
Shortened R8 platform would have been used as a basis for this small hatchback. Styling theme established by R6X was carried over.
Renamed version of AR8; the R8 code was used from the end of 1986 right through to the end of the project. The codenames Tex, Tomcat and Tracer were used for the 400 Tourer, 200 Coupe and 200 Cabriolet versions respectively.
This car would have been a larger saloon model than the R8-based 400, sharing only its front door skins. It was dropped in favour of a Roverised version of the Honda Concerto saloon (the car that was eventually launched as the 400). The R9’s role would have been closer to that of the later Rover 600.
MkII – Hatchback version
MkII –Saloon version
|R30||Rover 25/45 replacement|
Aborted hatchback, designed using much BMW thinking. Was planned to use the Hams Hall-built NG four-cylinder engines and the joint Chrysler engine
used in the MINI. Cancelled when BMW abandoned Rover.
Briefly known as RD1 in the early days. See also Core, Isis and X10, below.
Originally codenamed R59, the R50 designation was adopted in May 1996, when Frank Stephenson’s proposal (itself codenamed E50 2+2) was adopted for
the body style. Car was retained and launched by BMW following the split. R53 added as the supercharged Cooper S version.
|RD60||Rover 45 replacement|
Controversial hatchback and saloon replacement for the Rover 45 range of cars. Styling by Peter Stevens is supposed to echo that of the TCV Concept Car. Chassis/floorpan modified version of Rover 75/MG ZT.
|X10||MG ZT||Dev: 2000-2001|
|X11||MG ZT-T||Dev: 2000-2001|
|X12||MG ZT V8||Dev: 2000-2003|
|X20||MG ZS||Dev: 2000-2001|
|X30||MG ZR||Dev: 2000-2001|
|X40||MG TF||Dev: 2000-2001|
|X60||MG Version of the RD60|
The hatchback based on the Rover 75 floorpan; will contain many TCV styling influences.
|X80||MG XPower SV|
Re-bodied and re-engineered Qvale Mangusta, styled by Peter Stevens and manufactured in Italy.
Trio of new sports cars based on MG TF underpinnings. Designed as the new Midget, Roadster and GT – to sell in the USA.
Rebadged and lightly restyled Tata Indica.
|Rover 45/MG ZS Replacement|
MG Rover codename for MG and Rover ranges.
|RDX30||Rover 25/MG ZR|
MG Rover codename for both ranges.
|RDX20||Rover 45/MG ZS|
MG Rover codename for both ranges.
|RDX10||Rover 75/MG ZT|
MG Rover codename for both ranges.
Project Code Names
The project name for the MGB-based roadster which became the MGR V8. The prototype was also known as PR4 (see below).
The initial project name for the car that would become the Rover 75. At this time, it was one of a suite of three large-car projects (the others being Eric and Flagship) based on an all-new Rover platform.
|Eric||Large avantgarde coupe|
The third model in Rover’s initial project mid-1990s large-car programme (along with Core and Flagship), this would have been an executive-class coupe, apparently not unlike the Renault Avantime in concept. Like Flagship (below), it did not progress beyond the fibreglass model stage.
Part of Rover’s mid-1990s large-car programme (along with Core and Eric), and as the name suggests, this would have been a luxury saloon sitting above the 800 in the range; it was affectionately referred to within the company as Flashpig. Like Eric (above), it did not progress beyond the fibreglass model stage.
An old Morris model name, revived to refer to one incarnation of the car that would become the Rover 75. This codename was used between Core and RD1.
Facelift of the R3 Rover 200 to bring it into line with Rover’s new 75-inspired family look.
Facelift of the HH-R Rover 400 to bring it into line with Rover’s new 75-inspired family look.
Aborted high-bodied multi-purpose vehicle, using the Rover 800 floorpan. Evolved into the CB40 (Land Rover Freelander) project.
See entries for SK1 and SK2, above.
Alternative name for Project HH-R (above). See also X20.
|Tex||Rover 400 Tourer|
Developed as part of the R8 programme.
|Tomcat||Rover 200 Coupe|
Developed as part of the R8 programme.
|Tracer||Rover 200 Cabriolet|
Developed as part of the R8 programme.
|Topaz||Rover 100 Cabriolet |
Rover Metro/100 open-topped version.
|Troy||Lamm Mini Cabriolet|
Rover Mini open-topped version.
Project Phoenix and the PR/PX Development Codes
Gerry McGovern-styled car with front-engined, front-wheel-drive configuration. This design marks the birth of the MG-F concept, as its shape was used to form the body panels for PR1, PR2 and PR3.
The first of three Phoenix prototypes, this car was built in steel by Motor Panels on Maestro underpinnings and used a front-mounted transverse 2.0 M16 engine.
The second Phoenix prototype was built by Reliant using the Scimitar SS1 as its basis, and had a Rover 3.9-litre V8 engine.
The third Phoenix prototype, built by ADC. This was the mid-engined design which was successful in being selected to be taken forward as the MG-F.
Styling development of original PR3 exercise, produced by ADC in 1991 as part of the process of ‘productionising’ the design.
Gerry McGovern sketched this final proposal for the PR3, giving the car much needed character, whilst also doing away with the need for troublesome and aerodynamically inefficient pop-up lights.
This code was assigned to Project Adder, the MGB-based roadster which became the MGR V8 (see Project Adder, above).
|DR2/PR5||Parallel MG-F proposal|
This Roy Axe design was altogether bigger than the other PR-series cars but, like PR2, it had a front-mounted V8 and rear-wheel drive. It could potentially have become an Austin-Healey if the marque had been revived.
|PX1||Parallel MG-F proposal|
A revival of the PR1 project, this car was based on front-engined, front-wheel-drive R17 (Rover 800) underpinnings. Was further developed to become Adventurer-1 (pictured).
|PX2||Parallel MG-F proposal|
Related to PX1, but with a shortened wheelbase and retro-styling. Became Adventurer-2 (pictured).
Of course, in a company as wide ranging as British Leyland, many, many other projects were given their own names, as it was not until the 1980s that a centralised product design and planning system was set-up.
This page includes the one-off project names, plus some of the code series which existed within the individual companies prior to the various mergers.
Issigonis-designed, OHC-engined hatchback to replace the Mini. 9X incorporated 850, 1000cc three door Mini-replacement hatchbacks and a further, extended 5-door version using 1200 and 1500c six-cylinder versions of the same OHC engine to replace ADO16.
|Barrel Car||New Mini|
Longbridge-produced Mini facelift proposal – not linked to either the 9X or ADO74 projects. Publicised in the Jeff Daniels and Graham Robson books.
Rover P Series
|P1||‘D-back’ Ten , Twelve and Fourteen saloons|
(P1 Ten continued to end of 1937). Open Tourer Twelve and Fourteen models 1934-36
|P2||Phase 1 (1936-40)|
New Twelve, Fourteen and Sixteen, more rounded style, enclosed boot, in six-light Saloon and four-light Sports Saloon versions.Phase 2 (1938-40)
New Ten in ‘scaled-down’ P2 Twelve six-light style plus low-volume Ten 2-door Coupe and Twenty Sports Saloon.Phase 3 (1946-48)
Post-war Ten six-light, Twelve, Fourteen and Sixteen in four and six-light styles. ‘Export only’ Twelve Tourer.
|P3||Rover 60, 75.||Prod: 1948-50|
|P4||‘Cyclops’ 75, then 60, 75, 90, 105, 80, 100, 95, 110.||Prod: 1949-64|
|P5||Three-Litre (first monocoque Rover).||Prod: 1958-67|
|P5B||3.5 litre version of the P5 (saloon and coupé).||Dev: 1965-67|
|P6||2000, 2200 (base unit construction).||Prod: 1963-77|
|P6B||Three Thousand Five – 3.5 litre version of P6.||Prod: 1966-76|
|P6BS||Mid-engined sports car Porsche eater – development version.||Dev: 1965-68|
|P7||Five, six and V6 cylinder versions of P6 used in P8 development programme – never intended for production.||Dev: 1962-74|
|P8||3.5, 4.0 and 4.4 litre versions of the P5 replacement. Axed by British Leyland at the point of going into production.||Dev: 1963-71|
|P9||Productionised version of the P6BS.||Dev: 1968-70|
|P10||Became known as the RT-1 and then SD1.||Dev: 1969-71|
SD stands for Specialist Division
|SD2||Triumph Dolomite replacement|
Solihull designed 5-door hatchback, using 1.5 and 2-litre Triumph engines. Merged with the ADO77 project in 1975.
Little-known code applied retrospectively by engineers for the range that replaced the Triumph Acclaim. Apparently, Honda had it in mind to use the code SD2, until it was pointed out that that one had already been taken (see above)…
A proposed replacement for the traditional Land Rover…
|Bravo||Rover SD1 reskin|
Late 1970s proposal to relaunch the SD1 with new bodywork, in both four- and five-door forms. Plan was abandoned in favour of Project XX (Rover 800).
The three-box Metro was touted for production from 1981/’82, but would end up being dropped in favour of the five-door version, which was introduced in 1984.
|Dev: Late 1970s|
Called this in the lead-up to the creation of Austin Rover Group, when it was rechristened the LM11.
|Dev: Late 1970s|
Short-lived replacement for the Triumph SD2, encompassing both the replacement for the Dolomite and the Marina. Was dropped in favour of the front-wheel drive LC10 project.
Front-engined, rear-wheel-drive, targa top, two-seater sports car developed to replace the TR6 and GT6. Developed and federalised to produce the Triumph TR7.
|Lynx||Sports car projects|
|Michelotti-styled coupe version of the Bullet.||Dev: 1969-71|
|Coupe version of the TR7/TR8 – failed to become production reality due to production interruption at Speke.||Dev: 1973-77|
Triumph replacement for the 2000/2500 models – was cancelled in favour of the Rover proposal, the Canley and Solihull teams joined forces and the joint replacement car became the SD1.