I may not be familiar with the rules of cricket, but in 1987 Rover surely knew how many strikes it had against it when it brought the Sterling 825SL to the American ballpark. Rover automobiles had failed here twice before. Because of that, though it would be the Rover 800 everywhere else in the world, the new car would be called a “Sterling” in the U.S.
And a master stroke it was thought to be–said with an English accent. It was undeniably British, as in pound Sterling, British Sterling aftershave, and Stirling (note the “i”) Moss, and sterling example. Throw in Connolly leather and burl walnut trim and the new marque was as British as 10 Downing Street.
Except that it wasn’t British. It was, at heart, a Honda. Actually it was an Acura Legend.
It was, according to the U.K. government-owned Austin Rover Group, a joint project with Honda. It wasn’t a case of Austin Rover building a Honda product, but rather a co-development and a full partnership. Honda did the engine and transmission; ARG did basic structure and suspension systems, and the other engineering responsibilities were shared. One heard of this shared development only when being told about Sterling, and not when the Acura Legend was being described.
It was not the first collaboration between Austin Rover and Honda. Beginning in 1981, Rover had rebadged Honda’s Ballade and sold it in the U.K. as the Triumph Acclaim, and in 1983 sold the Civic–with a new nose and tail–as the Rover 200. It was, however, the most extensive involvement to date. Honda’s design team moved to ARG’s Cowley, England, facility, where the Sterling-Rover 800 would be assembled, to design the Legend alongside the Sterling.
Although the front inner structures, windshield bulkheads, floorpans and certain points around the doors and windshield had to be identical, the two cars would have completely different sheetmetal. The engines and transmissions would come in a box from Japan, and the suspension would be almost identical to the Legend’s, but the cars would differ greatly in spirit.
The new Sterling 825S and Sterling 825SL had the same 24-valve SOHC all-aluminum V-6 s the Legend, the 2494cc engine rated at 151 hp. Identical too was the choice of a five-speed manual or four-speed automatic transmission. The Sterling 825S went its own way with even more extensive standard equipment than the Legend, including veddy British walnut trim, plus power windows, sunroof and heated mirrors, central locking with infrared remote and a six-speaker audio system.
Connolly leather, metallic paint, alloy wheels, and ABS were optional or included on the Sterling 825SL, which also had power memory seats with heating on the driver’s side, trip computer and “vehicle status display,” and an upgraded audio system. The only option on the 825SL was a power reclining rear seat.
It was, Sterling representatives said, an example of a British “gentlemen’s express.” Indeed, the late motoring sage David E. Davis, Jr., writing in Automobile Magazine, would say, “It owes more, in conceptual terms, to cars like the Jaguar XJ6” than to the German luxury cars that, for the prior decade, been defining automotive luxury.
Testers responded favorably to the Sterling 825SL. Brit ergonomics–or the lack thereof–aside, they found the interior cushy and the Honda drivetrain smooth and entertaining, particularly with the five-speed. Goodyear NCT tires, 196/65R15, were hot stuff, and the front suspensoin had higher spring rates than the Legend. It also had rather longish bump rubbers (“microcellular polyurethane spring aids”, per ARG) to achieve a progressive spring rate rather than Acura’s progressive rate springs. Still, the car was no hot rod but an “executive car” in the European mode.
On sale in January, 1987, the Sterling 825S had a base price of $19,000, the 825SL $23,000, compared to the Acura Legend’s MSRP of just under $20,000. On sale here for about nine months, the Legend had a head start in sales over the Sterling, and it was Honda’s sterling reputation which gave the Legend a rousing 109,470 sales in 1987. Sterling, on the other hand, would reach a mere 14,171.
It would be the best ever. Build quality was spotty to begin with, but tales of unreliability–particularly electrical and electronic–arose and cut sales in ’88 to 8,501. From there it was free fall, hitting 2,744 in 1991. Upgrading to the 2.7-liter version of the engine, plus a five-door fastback version (the 825SLi) in mid-’89 and an optional sports suspension package with 16-inch wheels for 1990 did nothing to alter a steepening glide path.
On September 1, 1991, ARCONA–the American Sterling sales company–announced that there would be no 1992 edition. Strike three, Austin Rover, you’re out of there. Ain’t that a sticky wicket.
Addendum: An English gentleman’s express is a classic concept suggesting money, class and a desire to get from here to there with alacrity but not a lot of bother. Examples on RememberRoad include Alvis, Bentley, Bentley and Bentley, Bristol, Jaguar and Jaguar, Jensen.
Sterling fans–you know who you are–can get together on Facebook group Sterling car USA. The good thing about buying a Sterling is the price lets you in the door. According to JD Power, a low retail is $1,425 for a 1987 Saturn 825SL, a driver, not a classic vehicle or well-maintained. A mid retail is $3,425 for a “20-footer,” an older restoration or well-maintained original. Hagerty says Saturn 1987 Saturn 825SL in excellent condition and fully restored, or an original with very little wear should cost you about $5,125. Surprisingly, at least to me a 1992 Saturn 828SC, a two-door coupe in high retail conditon would bring only $2,650. Of course, no Saturn would be a classic but rather a novelty, a unicorn , or an attention-getter at your local car show.
