The new full-depth open grille is reminiscent of the archetypal Rover P5B. Like the P5 and other V8-powered Rovers since, the imposing and distinctive appearance of V8 derivatives is matched by a motoring experience that has no peers in this segment of the market. The Rover 75 V8 four-door saloon is derived from the company's much-respected large car platform. Driving the rear wheels, the in-line mounted 4.6-litre engine is matched to a smooth automatic transmission to offer refined yet effortless performance entirely in keeping with the long-distance, no object associations of this famous marque.
Rover's famously comfortable seats have been trimmed in leather, designed to complement Rover's new Light Oak theme on Connoisseur SE, or Dark Oak on Contemporary SE models.
Under the bonnet, the flagship V8 power unit develops 260Ps and 410Nm of torque that is fed to the road through the rear-wheels. Cruise control and traction control systems are standard equipment. The traction control ensures that the considerable torque is deployed to good effect, whatever the conditions, while delivering rapid acceleration up to a top speed of 151mph.
The proven 4.6-litre engine is now mated to a smooth automatic transmission. A new electronic engine management tune and unique exhaust and intake systems provide an impressive combination of refined cruising and an assertive soundtrack under hard acceleration.
The V8 chassis is derived from the acclaimed rear drive MG ZT platform, launched last year. However, substantial revisions to chassis tuning have delivered a more compliant ride without sacrificing the inherent confidence and stability of the basic platform. In keeping with the immense reserves of V8 torque, the chassis has been tuned to deliver a rewarding yet relaxing driving experience.
Rob Oldaker, MG Rover Group's Product Development Director, says: "This new derivative is an impressive addition to a distinguished Rover product range. The car's performance and poise will shorten any long-distance journey, though on arrival occupants will be reluctant to leave the luxury of this sumptuous interior!"
Overview
The Rover 75 V8 is the antithesis of the accomplished ZT 260 V8, for while the MG can capably deploy its power for performance and deliver high levels of driver involvement, the Rover is a wholly more refined experience. While the experience of the ZT has permitted the clever installation techniques of the large capacity engine and rear-wheel drive power train to be incorporated within the robust body shell, the change was to produce a car of supreme comfort, refinement and power-in-reserve characteristics.
Powertrain
The Rover 75 V8 utilises the proven 4.6-litre V8 engine, widely used in North America to power the iconic Ford Mustang. Modifications have been made to the Powertrain to assist in packaging the engine while MG's engineers have also developed new intake, exhaust and emissions control systems to ensure the vehicle complies with stringent European noise legislation with no loss of power or torque. A new electronic engine calibration helps ensure the car exceeds current European emissions legislation. The automatic transmission has four speeds and is manufactured in North America.
The exhaust system, twinned for most of the length of the car, has four subtly mounted tailpipes, kept below the rear bumper. Outside the system produces a classic V8 burble, while inside the cabin remains quietly subdued, yet retains the note of a thoroughbred V8.
The Dana Hydratrak® limited slip differential system option, utilises vane-pump principles to ensure continuous and seamless torque transmission to both rear wheels in the event of wheel speed differential.
Steering and Suspension
The Rover 75's steering and suspension systems have evolved radically to match the performance of the V8 power unit. Developed by driving enthusiasts for enthusiasts, the team focused their efforts on honing the car's classic rear-drive handling to provide progressive control under the widest range of conditions. The result is a car that blends day-to-day ease of use with the driver-rewards of a true thoroughbred.
Power steering is now via a new forward mounted rack layout providing excellent feel and driver feedback to the leather-bound wheel.
The geometry of the 75's MacPherson strut front suspension has been tuned to the requirements of the new chassis. A new design of upright is matched to Eibach linear rate springs and a new, larger diameter anti-roll bar. Wheel response is controlled by Bilstein monotube struts, which combine a large piston area for fine tuning resolution with very high bending stiffness for improved camber control.
A new multi-link rear suspension has been evolved from the design created for the ZT 260 V8. A new six-mount subframe houses the rear drive differential, while each wheel is located by three lateral links (two steel and one light-alloy) and a light alloy trailing arm. Compound rate springs, sourced from specialist Eibach, work in conjunction with Bilstein monotube dampers to provide excellent wheel control.
Wheel designs are available in a 17" Star-spoke design with 215/50 profile tyres provides supreme comfort levels, and in 18" with Contisport 225/45 R18 tyres. Both have a unique machine-faced feature.
Braking
The Rover 75 V8 has a new H-split braking system providing excellent stopping power. At the front, proven large capacity 325mm ventilated discs and sliding-pin callipers are specified. At the rear a new AP-Racing sourced brake system is specified with 332mm ventilated discs and opposed piston alloy callipers.
Interior environment
A new HEVAC (Heating, Ventilation and Air conditioning) unit is fitted to the V8. The new unit is a water-blend design featuring a dedicated electronic control unit to drive servo-motor valves to regulate the water flow around the heating circuit. This system has been refined to offer similar levels of response and control to the existing 75's acclaimed air-blending system. All models feature ATC (Automatic Temperature Control), using the familiar user-friendly interface of other 75 models.
A new evolutionary design style for the highly-regarded Rover 75 Saloon and Tourer models embraces a sharper-edged front and rear exterior appearance, a larger integrated radiator grille, halogen projector headlamps and three distinct trim identities - Classic, Connoisseur and Contemporary, with SE derivatives are supported by additional option packs that offer carefully tailored specifications across all points in the range.
The established appeal of the Rover 75 range - with its unrivalled reputation as the definitive luxury premium Upper Medium saloon is further enhanced by the addition of the "Contemporary" derivative theme, providing a younger, more modern interpretation of traditional Rover values. Other features include a selection of new alloy wheel designs and options like Personal Assist - Smartnav® voice navigation and concierge service.
The exterior has the clean lines of the sharper-edged Rover 75 design to capture a fresh spirit of style with a larger and more prominent Rover grille, complemented by a new headlamp design incorporating standard fit halogen projector units. The style of Rover 75 has been updated to offer cleaner, more progressive lines without jeopardising the integrity of the original design, widely regarded as one of the most beautiful cars in the world.
Rover 75 Saloon and Tourer already possess one of the most admired interiors in the motoring world. With the introduction of the Classic, Connoisseur and Contemporary variants this interior is now available in three distinctive identities. In particular,
Contemporary models offer an entirely new and progressive interior based around a new black oak wood finish. This provides a distinctive, younger and more continental flavour to the cabin. Full leather seat trim is standard on SE derivatives of both Connoisseur and Contemporary models.
For security and peace of mind, superlocking disables door and tailgate lock releases and sophisticated electronic networks stand ready to trigger the alarm. Highly convenient 'plip' operated remote unlocking of the boot or tailgate is now available on all derivatives, while a robust engine immobiliser and remote control with a continuously changing security code complete the anti-theft defences.
A new 2004 Rover 75 Limousine, derived from the successful Rover 75 Saloon with a 200mm longer wheelbase is now Longbridge-built and distinguished by the new large-grille treatment, first seen on the new Rover V8. The 75 Limousine is wholly reminiscent of previous high-powered and ministerial Rover cars and is available in high-specification Connoisseur SE trim, combining supreme rear compartment legroom and interior proportions with extra interior lighting and provision for bespoke Monogram features.
The Rover 75 Limousine has a 200mm wheelbase extension over the acclaimed Rover 75 Saloon and utilises the considerable strength inherent in the saloon body's torsional-rigidity of some 24,000Nm per degree. Available in high-specification Connoisseur SE trim, the longer-wheelbase Rover provides increased rear compartment legroom, extra interior lighting and bespoke Monogram features, as required.
Compared to other limousines, the Rover offers quite supreme value for money with similar interior proportions, but at a price sometimes half, or a tenth of the expense. The Rolls-Royce Phantom for example costs £252,037, yet offers just 3cm of extra legroom, a similar headroom and 2cm more shoulder room, yet in tests carried out by Autocar magazine (March 30, 2004) comparing the two, wrote: "That the 75 claws an advantage with its primary ride quality is a victory of which Rover can be proud."
The Rover 75 Limousine is produced at Longbridge on the same advanced production facility that produces similar Rover body style variants, thereby ensuring a consistent high quality build standard and continuity of process. The Rover 75 Limousine can be specified with a quad-cam, 2.5-litre light-aluminium V6 petrol engine or the common-rail turbo-diesel with either manual or automatic transmission. Both engines are highly refined generating 240Nm of torque from the V6 and 300Nm from the turbo-diesel, matched to the 5-speed JATCO automatic gearbox.
The company's design team wanted to mark the first 100 years of the Rover marque with a stylish design that would sit confidently as the latest in the line of renowned Rovers like the P4, the handsome P5 coupe, the innovative P6 2000 model and the bold SD1 hatchback.
This has been achieved in the form of the Rover 75 Coupe concept - a beautiful and elegant two-door expression of the stylish 75 Saloon. The concept's interior strongly focuses on Yew wood and Tan leather hide introducing the style of designer furniture into the automotive lounge, extending Rover's trademark for a welcoming interior.
Peter Stevens, Rover's design director says: "I want people to turn away for a moment from post modern brutalism and to enjoy the elegant and timeless lines of the Rover 75 Coupe Concept design. The true character of a Rover comes from its ability to present a cosseting environment with comfort and refinement being the high priorities, elements that should be expressed in the form and detailing of the exterior of the car.
"Heritage is a great strength for a marque as it gives you the terms of reference and something to build on for the future. That is exactly how we saw the challenge of presenting a Rover concept in its Centenary year."
A new evolutionary design style for the highly-regarded Rover 75 Saloon and Tourer models embraces a sharper-edged front and rear exterior appearance, a larger integrated radiator grille, halogen projector headlamps and three distinct trim identities - Classic, Connoisseur and Contemporary, with SE derivatives are supported by additional option packs that offer carefully tailored specifications across all points in the range.
The established appeal of the Rover 75 range - with its unrivalled reputation as the definitive luxury premium Upper Medium saloon is further enhanced by the addition of the "Contemporary" derivative theme, providing a younger, more modern interpretation of traditional Rover values. Other features include a selection of new alloy wheel designs and options like Personal Assist - Smartnav® voice navigation and concierge service.
The exterior has the clean lines of the sharper-edged Rover 75 design to capture a fresh spirit of style with a larger and more prominent Rover grille, complemented by a new headlamp design incorporating standard fit halogen projector units. The style of Rover 75 has been updated to offer cleaner, more progressive lines without jeopardising the integrity of the original design, widely regarded as one of the most beautiful cars in the world.
Rover 75 Saloon and Tourer already possess one of the most admired interiors in the motoring world. With the introduction of the Classic, Connoisseur and Contemporary variants this interior is now available in three distinctive identities. In particular,
Contemporary models offer an entirely new and progressive interior based around a new black oak wood finish. This provides a distinctive, younger and more continental flavour to the cabin. Full leather seat trim is standard on SE derivatives of both Connoisseur and Contemporary models.
For security and peace of mind, superlocking disables door and tailgate lock releases and sophisticated electronic networks stand ready to trigger the alarm. Highly convenient 'plip' operated remote unlocking of the boot or tailgate is now available on all derivatives, while a robust engine immobiliser and remote control with a continuously changing security code complete the anti-theft defences.
The exterior style changes to the Rover 45 include a new front bumper design, a deeper integral front grille and twin lens headlamps and integrated indicator lamps, beneath a tough clear cover, that together give the 45 a much fresher and entirely more modern face.
At the rear the treatment is even more substantial, with a new, more angular rear bumper with re-positioned number plate, and a clean-panel rear boot / tailgate treatment giving a more defined rear appearance, enhanced on all models (4dr Saloon and 5dr Hatchback) with a rear lip spoiler for a completely new design style. Other exterior changes include body coloured side rubbing strip and lower sill extensions, giving a lowered body appearance.
The new fascia design includes four styled circular air vents that give definition and feature to the centre and ends of the fascia, and each finished in chrome. A narrower wood fascia insert dresses the interior appearance for a more subtle interpretation of this traditional Rover feature. The insert is also available in a new range of finishes - burr walnut for the Rover traditionalists, and for Rover customers after something a little more contemporary, light oak and dark oak finishes are also available.
Comfort - Automatic Temperature Control
A key new comfort specification feature introduced on Rover 45 is Automatic Temperature Control (ATC) air conditioning. This luxury feature allows the precise desired temperature of the air conditioning to be set, in Fahrenheit or Centigrade, with an external temperature display and solar sensor compensation. The new control panel is fully integrated in the console. This appealing new feature is standard on Club SE and Connoisseur models and is therefore available from an affordable £12,995.
Convenience - Remote Activated Boot Release
A new feature for the latest Rover 45 is the remote activated boot release feature. This customer convenience feature allows the owner easier access to the boot of the car; by pressing a third button on the remote plip, the driver can release the boot lock while approaching the car. The boot will actually be open by the time they get to the car, and is particularly useful when approaching with either or both hands full.
The interior also features revised columns stalks that have a superior feeling matt finish. The switches used within the revised centre console are soft-touch membrane switches that look and operate in a more positive and modern way.
At service, the program wash / wipe facility can be programmed to vary the number of times the wipers operate after the windscreen wash has finished. A new 'Dribble Wipe' feature is an extra wipe of the screen approximately 4 seconds after the last wipe has occurred, after the program wash wipe, to capture any subsequent water dribble.
Secure Technology Secure - Greater Security and Locking
Auto relocking - if the car is locked / armed and the unlock button pressed, the car will auto lock / rearm if no doors are opened within 30 seconds and assumes the vehicle was unlocked / disarmed accidentally.
Speed locking - doors automatically lock when vehicle speed is greater than 3 mph / 5 km/h. The doors remain locked when the vehicle is stationary and will automatically unlock again when the ignition is turned off. Doors can be unlocked by using the master lock / unlock button.
Rover 45 has a Thatcham Cat. 1 alarm, top level security system and complies with the latest 2004 Security directives. The alarm system uses a battery backed up sounder, located within a shielded enclosure and protected with tamper proof fixings, which will activate if the power supply is tampered with.
Audible mislock - features a short horn sound if door / boot / bonnet are open when the vehicle is locked with the key or remote. The boot is more secure now the key lock is no longer specified and Automatic Engine immobilisation is activated after the ignition is switched off.
Remote locking feature
The new remote plip has a changing lock / unlock code every time it is used. No thief could record (or capture) the code then use it later. A new design of plip now features lock, unlock and remote boot release opening. It can be operated with the alarm armed or disarmed. The alarm rearms when the boot is closed, with hazard warning lamps flashing to indicate this security. The latest plip design has a much enhanced operating range.
Master Locking Switch
This new feature is located amongst the switches in the new centre console. It offers a greater degree of security as the car can instantly lock all of the doors, regardless of ignition or engine state, with a single press of the button. Also included is drive-away locking for occupant security against possible external threats. A panic alarm can be triggered by pressing the Master Locking Switch for over two seconds locking all doors, activating the alarm siren and flashing the hazard lamps and de-activated by another two second press or by pressing the plip unlock button.
Advanced Warning of Traffic Congestion
All UK specification Rover 45 (except the 1.4 Classic) feature the TrafficMaster® Traffic Alert System for congestion avoidance and rear ultrasonic parking distance sensors. No competitors currently apply either of these customer convenience features as extensively within their ranges.
Safety - ABS/EBD
All Rover 45 have ABS (anti lock braking system) and EBD (Electronic Brakeforce Distribution) fitted as standard. EBD helps to ensure that the rear brakes contribute as much braking force as possible, equalising the braking forces.
Renowned ride comfort
Rover 45 retains its reputation for occupant comfort with its exceptionally smooth ride comfort, brought about by its wheelbase, longer than many of its immediate competitors. Double wishbone suspension offers high levels of camber compensation and this ensures that the maximum amount of the tyre surface is in contact with the road surface during cornering situations and therefore increasing safety and driver confidence.
Key Competitors
Key competitors for Rover 45 are: the Ford Focus, Vauxhall Astra, VW Golf, Renault Mégane, Peugeot 307, Citroën Xsara, Honda Civic and Nissan Almera.
Exterior Colours
1.Solid: Dover White, Midnight Blue, new Rio Red
2.Metallic: Arbour Green, Starlight Silver, new Tempest Grey, new Provence Blue and new Sonic Blue
3.Pearlescent: Royal Blue, British Racing Green, Black Pearl, new Ski Blue, new Platinum Gold, new Firefrost
The revised exterior and interior style revisions to the new-look Rover 25 extend consistently to the latest 45 and 75 models, thereby creating a new and refreshed family-look for the Rover products, in the year the marque celebrates its Centenary.
Substantial changes are made throughout, with the Rover 25 featuring a new hatchback design that includes clear centre-line badging and the rear number plate positioned within the bumper. New alloy wheel designs and enhanced features prevail. Inside, attention has been directed to enhance the stylish cabin with high-quality features, a new centre console, switchgear and an array of technology features.
The Rover 25 completes a new family style identity with clean and fresh, stylish lines providing a contemporary elegance that evolves consistently across the Rover range following the recent introductions of the latest 45 and 75, in the brands centenary year.
The new front bumper design and clear lens covered twin halogen headlamps produce a cleaner and more sculpted exterior appearance. Substantial changes are made to the rear too with a new hatchback and bumper style, complemented by new alloy wheels and centre-line badging.
Inside, the high quality and stylish cabin features an all-new fascia, centre console, switchgear and an array of technology features. The Rover 25 combines a crisp and attractive style with excellent refinement, supple ride and handling and high standards of accommodation for the sector.
The new fascia design includes four styled circular air vents that give definition and feature to the centre and ends of the fascia, and each finished in chrome. A wood fascia insert dresses the interior appearance for up to date interpretation of this traditional Rover feature. The insert is also available in a new range of finishes - burr walnut for the Rover traditionalists, and for Rover customers after something a little more contemporary, light oak and dark oak finishes are also available.
MG Rover Group added a bold new extension to its small car range - the Rover Streetwise. The Rover Streetwise is a specialised range based on the popular Rover 25 platform, but offering a distinctive new personality of its own. Designed to complement the existing Rover car range while significantly broadening the marque appeal, Streetwise is in tune with a growing European sub-sector for small cars with an 'urban-tough' attitude.
Rover Streetwise features large wheels and raised suspension for greater ground clearance and a higher viewpoint. For extra toughness and durability, it has robust moulded bumpers, wheelarch protectors and rubbing strips all in a scratch-resistant dark grey-grained finish. Standard fit roof bars on all models offer a versatile carrying facility to complement the spacious interior and boot.
Inside, Streetwise has its own specially-designed seating and trim treatment, with individual front and rear storage plus individual sports-style seating for four as standard, yet it retains a practical and versatile 60/40 split folding rear seat squab.
Rover Streetwise is available with a selection of petrol and diesel power units, various transmissions and three trim levels. Initially launched with the twin-cam alloy 1.4 litre K Series petrol engine in both 84Ps and 103Ps tune plus the 101Ps L Series turbo-diesel unit, all with 5 speed manual transmissions. Phasing in after launch was an additional petrol engine with manual transmission, and a 1.8-litre K Series unit with Stepspeed CVT automatic transmission. Other markets may take different power train options.
Reflecting the role of Streetwise in developing the Rover brand, it is the first model to use a new modernised version of the classic Rover 'Viking Ship' badge.
The Market for Streetwise
European small car sales grew strongly during the 1990s and are now steady at around 3.5 million units each year across the top nine markets. Last year in the UK, one in three of all new car sales were in the small and supermini sector. There is an increasing trend with small car buyers to seek a more 'personalised' variation in style and configuration. One of the emerging themes is for what Rover calls an 'urban on-roader'. Rover Streetwise meets this brief - it is robust, versatile and stylish, a small car that's fun to drive, handy in traffic, easy to park and able to shrug off hard use by active individuals and young families. It has elements of the SUV appeal, with good ground clearance and ruggedness, but without the costs and complexity of 4x4 transmission. At the same time, it offers good all-round performance and capability out of town, from motorways to farm tracks.
Market research, showing Streetwise to focus groups from the target markets, has generated very positive responses, indicating significant conquest sales potential, particularly amongst younger buyers.
Streetwise in Outline
Presenting an entirely new 'direction' for a Rover, Streetwise has the front bumper and grille formed in a tough unpainted grained moulding. The same resilient material, resistant to chipping and scratches, is used for the wheelarch spats, sill mouldings, side rubbing strips, rear bumper and tailgate lift handle.
Front and rear bumpers feature a contrasting insert for the lower central section with body colour on trim level 3 derivatives, (the alternative finish is an option in each case).
Beefy roof bars, securely bolted to the roof on all Streetwise models, are similar to those fitted to the Rover 75 Tourer, and accept the same kind of cross bars and carrying systems for loads up to 65 kg.
As standard, unique five-spoke 16 inch alloy wheels are available from the mid range upwards while entry models feature rugged 15 inch steel wheels with drilled centres and 'kerb-proof' centre hub covers.
In keeping with its extrovert character, Streetwise offers up to twelve exterior paint choices from the strongest colours in the MG Rover palette, including the vivid Trophy Yellow and Trophy Blue finishes.
Inside, Streetwise has, as standard, a unique four-seat configuration, with front and rear sports style individual seats. Between the rear seat cushions is a special central console with storage cubbies. Ingeniously, the folding seat squab retains the useful 60/40 split to allow four different cargo/passenger-carrying arrangements.
For those needing five seats, there is the option of a normal bench rear seat, with 60/40 split folding squabs and three lap and diagonal seat belts.
'Monaco' seat fabric is used for the first two trim levels while a 'Sebring' fabric and leather seat trim with optional red or blue accents is standard on trim level 3 and optional on the others. All models feature a 'Puma' interior environment with silver accents around the switchpack.
Other special Streetwise interior design details include a new centre console with new switchpack and improved storage plus a new floor console incorporating the gear lever, window lift switches and rear ashtray.
There are distinctive blue instrument graphics, and the new circular front ashtray can be transferred, if required, to the cup holder section of the door pocket.
It all adds up to an attractive new package that was warmly received by market research focus groups, who saw Streetwise as sleek, sporty and modern, a car which combined fun with practicality.
With the forthcoming launch of the new CityRover model range, Rover gains an important expansion of its market coverage. CityRover is an attractive modern 'city sector' small car that provides the most competitive value-for-money blend of space, performance and specification available in the £6,500-£8,500 price band. Although compact and easy to drive and park, it has a roomy and user-friendly 'tall' package in a semi-MPV style, with easy access for all ages, from babies in carrycots to mature citizens.
At launch, all CityRover models have a 1.4 litre OHC 85Ps petrol engine and five doors, which compares favourably with the many price rivals that offer smaller engines and only three doors. The new model will be sold through all MG Rover dealers and benefits from the regular three year/60,000 mile warranty and 6 year anti-perforation cover.
Rover's designers and engineers have given CityRover a distinctive modern Rover appearance inside and out. CityRover uses the new-style Rover Viking Ship badge.
Following careful analysis of the key customer profiles in this market area, a range of four derivatives ('Solo', 'Sprite', 'Select' and 'Style') has been developed, with the two mid-range choices respectively emphasising sporting style or luxury. CityRover provides a strong entry-level underpinning to the Longbridge built Rover 25, 45 and 75 model ranges and will significantly strengthen the business activities of Rover and its dealer network.
CityRover - its sector and customers
The 'city car' sector of the overall European small car market accounted for 1.1 million sales in 2002. There is a considerable variety of styles and sizes within this group, which includes cars such as the Peugeot 106/Citroen Saxo twins, Ford Ka, Vauxhall/Opel Agila, VW Lupo and the Fiat Seicento.
CityRover's value-for-money pricing structure will position it against some 90% of the products available in this entry-level sector. In addition, because of its generous space and power, it will be an attractive alternative to small cars in the next category, such as the Renault Clio, Toyota Yaris and Fiat Punto. Since there is minimal overlap with Rover 25 pricing, and a substantial difference in size (nearly 300 mm shorter), the CityRover complements the 25 and emphasises its positioning in the upper quartile of the small car sector.
Analysis of the city car market shows that there are a number of target customer groups who require a budget size car and/or cost, from first time motorists to multi-car families. There are considerable differences in the buyer profiles for existing products in this sector, but a key pointer for the overall class is that a majority of main drivers are female, and there is a fairly even distribution of age bands. Approximately half of the cars in this sector are purchased as second cars in a household and buyers tend to be open-minded with around 60% of purchasers having no loyalty to specific brands.
Generous Space and Specification
The key to CityRover's class leading interior space is its long 2400 mm wheelbase and tall build. Getting in and out is easy, with doors opening to 90° and high mounted seating, which also gives a commanding driving position. The rear seats are slightly higher than the front ones to optimise the rear passenger viewpoints; they also feature the classic 60/40 split with jack-knife folding giving a flat load floor and flexible load carrying configurations between 220 litres and 610 litres. Rover-specified interior trim uses a variety of high grade woven or knitted fabrics according to model, and there is a full-leather option for the top 'Style' model.
The lowest-priced 'Solo' model is well equipped, with standard features such as driver's airbag, front seat belt pre-tensioners, radio/cassette with four speakers, clock, lockable glovebox, variable intermittent wipe, rear wash/wipe, tinted glass with shadeband, cigar lighter, load space lamp, courtesy lamp delay, 4-speed heater/ventilation fan with recirculation setting, alloy gearknob, remote releases for tailgate and fuel filler, and many others.
Sporting features of the 'Sprite' model include alloy wheels, leather sports style steering wheel and gearknob, front fog lamps and a rear spoiler. Luxury features on the 'Select' model include front and rear electric windows plus air conditioning as standard. Both 'Sprite' and 'Select' have power steering, remote central locking, a tachometer and a CD/Tuner. All these features are standard on the top model, the 'Style', which also benefits from anti-lock braking and a passenger airbag._Paint choices include two solid colours and eight optional metallic shades.
Technicalities
At launch, all CityRover models will be powered by a 1405cc petrol engine, with an alloy cylinder head, single overhead camshaft and multi-point fuel injection. It develops 85Ps at 5500rpm, and a solid 115Nm of torque at 3000rpm. There is a five-speed manual transmission. Rover engineers have tuned the chassis, which has all-independent coil sprung suspension (McPherson strut front, semi-trailing arms at the rear), specifying larger 14 inch by 5J wheels and 175/60R 14 tyres, a lower ride height and revised damper and spring rates to give a good ride and handling balance. Steering is by rack and pinion, with power assistance standard on Sprite, Select and Style models, optional on Solo versions. Powerful servo-assisted braking is via 231mm diameter ventilated front discs and 200mm diameter rear drums.
Giving the first public indication of Rover's future product design thinking, the Rover TCV Concept (Tourer Concept Vehicle) forms the centrepiece of the company's stand at the 2002 Geneva Show. Rover TCV Concept is shown as an external full size model, combined with a dynamic virtual-reality demonstration of the ingenious interior package capabilities. It has been created to show the company's styling and design vision for its new vehicles. Although this concept is innovative and free-thinking, it has been designed for genuine production feasibility.
The Rover TCV Concept features a highly adaptable seating plan. The rear three seat squabs all fold individually to lie flush with the normal rear load floor, and the front passenger seat squab also folds to this plane. This allows several combinations of passengers and loads, and any folded seats can also be used in 'table-top' mode for business or leisure purposes. Very long items of up to 3.1 metres can be accommodated. The centre rear seat squab can be replaced with various 'slot-in' modules, including a child seat, an entertainment centre, a fridge/food warmer and a business desktop unit.
The Rover 75 started life as a project for the complete re-skin of the Rover 600, under the control of Rover Group designer Richard Woolley, but following the BMW takeover it was quickly decided that the Rover 600 would not be re-skinned but replaced by an entirely new model. Work on the new model, codenamed "R40" progressed well with little operational interference from BMW, with the basic design having received an enthusiastic response from BMW management and both BMW and Rover believing that a retro design would be the ideal choice for Rover. At the same time it offered a distinct marketing separation from the E46 BMW 3 Series in the executive segment.
Under the skin, there was a first attempt at considerable component and concept sharing with BMW to replace the input of the previous partner Honda. To replace the previously employed Perkins-developed engines that were efficient, but noisey, BMW provided its own common rail motor (known in the Rover 75 as the M47R). This diesel engine was a mildly de-tuned BMW 2.0 litre turbodiesel, the same core engine being used at the same time in the 3 & 5-Series, and the Land-Rover Freelander.
Petrol engines provided were Rovers own K series in 4 cylinder form, of 1.8 litre displacement, with DOHC 16 valve form with Rover/ Motorola MEMS engine management. The quad cam KV6 was provided in 2.0 and 2.5 litre displacement with 24 valves and Siemens engine management. The 2.0 litre was dropped on introduction of the 1.8 litre turbo as these were more favourable to the UK company fleet market (company cars are taxed by the UK Government according to carbon dioxide emissions). Gear boxes on all manual cars were Getrag 5 speed fed via a hydraulic clutch, and automatic cars were fitted with a 5 speed Jatco unit.
Press speculation at the launch that the 75 was based on the BMW 5 Series thanks to its large size and especially the central tunnel in the chassis (normally only found on rear wheel drive cars) and the BMW Z-Link suspension from the rear wheel drive BMW 3-Series, was misinformed. The central tunnel was built into the chassis to increase structural rigidity, using a BMW-developed floorpan concept that had explored front wheel drive but which had been rejected and remains unused by the BMW brand up to the present day. As the 75 took shape, this core engineering was passed over to Rover and evolved into the Rover 75 structure. The tunnel concept with a front wheel drive chassis & Z-axle was subsequently also used by BMW for its new Mini, and remains in production, due to its extreme stiffness and resultant excellent chassis control.
The car quickly attracted praise for its characteristics, including its ride quality, interior, and traditional looks. Critics of the car labelled its styling too "retro", suggesting it had been designed with an older buyer in mind, was not 'sporting' enough when compared to the competition. However, the 75 won a series of international awards including various "most beautiful car" awards, including one in Italy.
Assembly originally took place at Cowley, but in 2000, following the break up of the Rover Group and the split with BMW, production was moved to Longbridge. 2001 saw the introduction of the Rover 75 Tourer (developed alongside the saloon but never authorised for production by BMW), swiftly followed by the MG ZT and MG ZT-T, more sporting interpretations of the model, differentiated by modified, sporting chassis settings and colour and trim derivatives. Between 2000 and 2003, there were few changes to the range, the biggest being the 2.5 litre V6 engine being joined by a low pressure turbocharged 1.8 litre, 4-cylinder engine. The introduction of the "greener" 1.8 litre turbo greatly benefited British company car drivers who are taxed on carbon dioxide emissions. A customisation programme, Monogram, was launched, allowing buyers to order their car in a wider range of exterior paint colours and finishes, different interior trims and with optional extras installed during production.
The Rover 75 Tourer is the first all-new product from the new MG Rover Group and made its eagerly-awaited sales debut in July 2001. The Rover brand continues to represent the mainstream market for the Group with 75% of sales, with the Tourer itself expected to account for one in every four Rover 75s sold.
Derived from the highly-successful Rover 75 saloon - itself a international multiple award-winner and the fifth placed car in the 2001 JD Power customer satisfaction survey - the Rover 75 Tourer reaffirms the ability of the Rover brand for producing distinctive and stylish cars of great originality.
The lavish specification combines with an energetic engine range to produce spirited and engaging driving experiences, that rewards the driver with long-distance comfort and performance. This combination of feature specification, value through ownership and attention to detail, define the Rover's success and strengths in the fiercely competitive car market.
John Sanders, Group Marketing Director, commented: "We already have indications that the Rover 75 Tourer will be a very popular addition to the Rover car range and I am confident that this product will contribute greatly to the future success of the Rover brand here in the UK and in markets around the world. It is a product of great originality and style, and the driving pleasure of the saloon has been augmented by even greater functionality."
The Rover 75 Tourer is the first production Rover estate car in the upper-medium sector and expands the Rover range, drawing on the class-leading features that have positioned the Saloon at the top of its sector. The combination of style, comfort, flexibility and a capacious load carrying potential of over 1200 litres, will ensure that the Tourer matches the success of the saloon. The flexibility of the Tourer's load-carrying capacity will give owners greater access and functionality for their daily business and leisure.
The wide 1.1m aperture lift-up tailgate incorporates a separate opening rear window for extra convenience and easy access for smaller loads, up to a metre in width and 250 mm in height, that do not require the full tailgate aperture. By lowering the 60:40 split-folding rear seat backrest, the flat loadspace area extends to over two metres length.
The Rover 75 Tourer has an outstanding body rigidity of around 20,000Nm/o, making it one of the strongest. This body rigidity provides an excellent foundation for optimising suspension tuning, giving the Tourer a consistent and controlled ride characteristic. Self-levelling rear suspension is available as an option.
High levels of detail features are standard on all Rover 75 Tourers. Additional stowage compartments are built into the sides and underfloor, accessed by an assisted hinged floor panel. Four robust chrome-lashing points are sited in the floor behind the back seat, with each side of the loadspace including a retractable push-push hook, for added stowage and security.
The standard roller blind loadspace cover has an innovative optional integrated load restraint net. The net sits behind the top of the rear seat backrest and can be lifted and latched into sockets located in the roof (two positions behind the rear seats or when folded behind the front seats).
Bootspace is recorded at 400-litres and 680-litres if filled to the roof when the loadspace cover is removed. Maximum capacity with seats folded is 1222-litres.
The Rover 75 Tourer range structure mirrors the current saloon line up. The same engine and transmission availability exists and the specification differences between Classic - Club - Connoisseur remain (including Classic SE, Club SE and Connoisseur SE in UK specification).
In addition to the standard saloon specification, all Tourer models feature:
- Black satin-finish roof rails
- One piece top hinged tailgate with separate opening tailgate glass section
- 60:40 spilt folding rear seat (genuine fold flat system)
- Rear wash wipe (with automatic feature when reverse gear is selected)
- Roller blind loadspace cover
- Underfloor stowage compartment with gas strut support
- Four load lashing points
- Innovative flush fitting loadspace side securing push-push hooks
Body style and structure
The close integration of the design processes for the 75 Saloon and Tourer shows in the sleek, well-proportioned shape of the Tourer. There have been none of the common estate car 'short-cuts', such as using the rear door windows of the saloon; unique rear door windows follow the smooth sweep of the roof line, providing optimum rear seat access and vision.
The Tourer bodyshell is slightly longer than that of the saloon, with an extra 45mm of rear overhang bringing the vehicle length up to 4792 mm. The extra length enhances the load space and helps to accommodate a 'ring of steel' continuous box section, which frames the tailgate aperture and is very firmly 'rooted' into the floor structure.
This substantial rear frame, which incorporates very complex corner pressings, combines with the massively strong floor pan of the 75 to help produce a torsional stiffness of over 20,000 Nm per degree. This is far higher than that of most equivalent saloon bodies and really standard-setting for an estate car. Such strength is important in achieving the overall refinement and accurate suspension geometry that are central to the driving appeal of both saloon and Tourer versions of the 75.
Robustness is also a feature of the tailgate itself. It is deep, opening well down into the bumper section for a low loading lip. In order to provide a rigid housing for the independently opening tailgate glass, there is an inner frame reinforcement pressing sandwiched between the main inner and outer pressings of the tailgate.
The roof structure has been designed to handle an unusually high allowable roof rack/box loading of up to 100 kg, via the integrated mountings of the standard fit roof rails.
Powertrain
All the comprehensive Rover 75 engine and transmission options are available in Tourer form. The only powertrain-associated changes made for the Tourer in each case are uprated radiator cooling capacities to allow for operation with increased laden weights, and modifications to the exhaust system to suit the slightly longer bodyshell.
Chassis
Careful attention was paid to developing the suspension characteristics of the 75 Tourer models, in order to achieve the optimum blend of ride and handling with higher load carrying capability. Compared with the equivalent saloon models, the spring and damper rates have been uprated. The low velocity damping in particular has been increased by up to 30% to give improved roll control, but with a minimal effect on the excellent ride quality. Rebound springs have been added to the front dampers, and the relevant rear subframe mounts have been stiffened for greater steer control. Even with a full load, the 75 Tourer retains good steering feel and straight line stability.
A self-levelling rear suspension option is available on Rover 75 Tourer, using the well-proven Boge Nivomat self-pumping rear dampers in their latest, most efficient form. The installation on the 75 Tourer provides a consistent ride height at all loads, with good resistance to static sinkage to avoid grounding issues. The Nivomat units automatically stiffen in response to increased loading, and operate effectively under all climatic conditions.
Again with the higher load capacity in mind, the braking system of all 75 Tourers has been uprated, with an increased-displacement master cylinder, while the 2.5 litre V6 Tourer models also gain vented rear discs.
Special Rover Tourer Features
Thoughtful attention to detail is the keynote of the Rover 75 Tourer. It has been designed for maximum versatility and convenience of use, adapting readily to a wide variety of lifestyle activities.
One of its most attractive features is the 'double hatch' arrangement, whereby the tailgate glass can be opened independently of the tailgate. This allows easy access for smaller loads (up to a metre in width and 250 mm height) that do not require the full tailgate aperture, or else access to items in the upper loadspace when loaded above the glass line. A further advantage is that the opening arc of the glass is entirely within the plan area of the car - it can be fully opened when there is little or no clearance behind the car, as when backed right up to a garage wall or another vehicle. (The full tailgate requires the normal clearance of 400mm behind the bumper line to swing open). To avoid potential conflicts with the roof panel, there is an interlock arrangement, which prevents the tailgate from opening if the glass is already open (and vice versa).
Ergonomically designed central pressure pad releases for glass and tailgate are positioned so that releasing and opening either is a smooth and continuous one-hand action - useful when carrying items to be loaded.
Hand grips are recessed into the lower edge of the internal tailgate trim to assist closing without handling dirty external surfaces in bad weather. The loading sill height is a conveniently low 544mm (21.4 inches), with full-width mouldings protecting the upper bumper rebate and the sill edge, while the flat, fully carpeted load floor is flush with the inner sill.
To allow a variety of loading configurations, the folding rear seat squabs are split 60/40, with a central load-through hatch in the larger squab. When folded, the seat backs are flush with the rear load floor, and they are trimmed with matching carpet. Each of the squabs can be released and folded down in an easy one-handed movement, and the three lap and diagonal rear seat belts are arranged to avoid any obstruction or tangling.
Useably spacious
In the normal seats up condition, the space available behind the seat is 400 litres to the glass line and 680 litres to the roof. Seats folded, the maximum capacity is 1222 litres. The maximum load floor length is 2060 mm, and the width varies between 960mm and 1480mm.
For access to the underfloor stowage area, the entire loadfloor panel is hinged at its forward edge, with a central gas strut to lift and then support the panel in the open position. The spare wheel well is flanked by moulded foam with shaped pockets for items such as tools, jack and wheel chocks, providing tidy and rattle-free stowage.
In order to achieve 75 saloon levels of interior quietness, special arrangements for cabin air extraction were developed. The extractor vents are positioned each side at waist level behind the rear seats, and hence are close to rear occupant ear level. To give quiet air flow, the extractor vent mouldings incorporate labyrinths lined with foam and spun polyester acoustic deadening materials.
Safety and convenience features
Special attention has been paid to ensuring that the main rear seat squab is correctly latched in the upright position before the centre lap and diagonal belt can be used. This is important because the upper anchorage of the centre belt is built into the squab. So, in addition to the familiar 'red stub' warning indicator that remains conspicuously proud of the squab top until the latch is engaged, there is also an interlock between the latch and the centre belt reel, which prevents the webbing from being pulled out of the reel if the latch is not fully engaged.
Where a warning triangle is required by law (or carried at the owner's discretion, as in the UK), the Rover 75 Tourer has a convenient stowage box built into the tailgate behind a quick-release carpeted panel. This can be accessed quickly even when the vehicle is fully loaded.
A roller-blind type vinyl security cover for the bootspace is standard equipment.
Four chrome flush-fitting hinged lashing eyes are provided, one at each corner of the main load floor, for tying down loads securely. In addition there is a load restraint net system available as an option. This is integrated with the loadspace cover unit, with the net stowed behind the top of the squabs when not required. It can either be pulled out from this position to latch into the roof sockets to act as a barrier above the waistline when the rear squabs are upright, or it can be re-positioned on the backs of the squabs when they are folded down, allowing the net to extend right from load floor to roof. This restraint system has been designed and tested to meet DIN safety standards.
A retractable push-push hook is provided on each side of the loadspace, suitable for hanging items such as shopping bags that need to remain upright. Full rough road/hard cornering dynamics tests were carried out to ensure that these hooks perform satisfactorily. Also on each side of the loadspace are oddment stowage compartments which, where appropriate, provide protected installations for the satellite navigation computer and/or the harman/kardon hi-fi amplifier and sub-woofer.
Navigation-equipped Tourers have a small 'shark's dorsal fin' type GPS aerial on the rear section of the roof. The basic audio aerial is built into the rear right-hand side window, and an additional aerial is included on the left-hand window when the Alpine ICE upgrade is fitted. Other electronic adaptations made for the Tourer include the re-tuning of ICE amplifiers and the intruder-detection ultrasonics to suit the changed size and shape of the cabin. In addition, the optional ultrasonic parking aid has been revised to suit the rear bumper profile.
The rear wash-wipe facility incorporates the familiar Rover benefit of automatic operation if reverse gear is engaged when the windscreen wipers are in use, and has an intermittent setting. It is controlled via the steering column stalk. Although the rear wiper blade is parked below the lower sight line of the rear window, the heater element is extended to de-ice the park area.
Impact safety
The Rover 75 saloon offers very high standards of crash impact protection, and the Tourer was required to maintain these, with particular attention naturally being paid to the impact absorption characteristics of the new rear end structure. During the Tourer's development, safety engineers even had to deliberately reduce the strength of specific items to enhance energy absorption and crash safety. One such item was the one-piece pressing around each rear side window.
The load floor board, made of substantial plywood (chosen for its excellent strength/weight ratio and acoustic qualities), has two break-initiator grooves in its top face so that it safely 'concertinas' under severe rear impact. Comprehensive crash testing has shown that the Tourer readily meets or exceeds world wide safety criteria.
Full accessory range
In parallel with the Tourer development programme, a comprehensive range of specific Tourer accessories has been engineered and tested to Rover standards, to complement the general accessories already available. The new accessories, designed to maximise the versatility of the Tourer, include dog guard/load retainers in plastic-coated steel that can be positioned behind either the front seats or the rear seats as required. There are also flexible loadspace liners for full length or boot length protection, plus a rigid liner for the boot space. A luggage net set, including a floor net and two side nets helps maximise effective use of the cargo area. Fitting neatly above the spare wheel in the underfloor compartment, an accessory plastic storage tray is designed to house a First Aid Kit and similar loose items.
Roof cross bars are available to slot into the standard-fit roof rails, and these harmonise with all the existing Rover 75 saloon roof carrying accessory systems, such as ski clamps, luggage boxes and cycle carriers. Purpose-designed fixed or detachable tow brackets make towing easy and safe. The detachable swan-neck bracket can be stowed in a moulded space already provided in the underfloor stowage area.
There is a rear cycle carrier frame, which attaches to either the fixed or detachable tow brackets and has a tailgate/number plate lighting board, which plugs into the towing electrics socket. A tilting mechanism allows opening of the tailgate when the carrier is fitted. The basic capacity is two cycles, and there is an extension kit to carry a third cycle. New accessory rear mudguards have been designed to suit the different tailgate configuration of the Tourer.
The Rover 75 started life as a project for the complete re-skin of the Rover 600, under the control of Rover Group designer Richard Woolley, but following the BMW takeover it was quickly decided that the Rover 600 would not be re-skinned but replaced by an entirely new model. Work on the new model, codenamed "R40" progressed well with little operational interference from BMW, with the basic design having received an enthusiastic response from BMW management and both BMW and Rover believing that a retro design would be the ideal choice for Rover. At the same time it offered a distinct marketing separation from the E46 BMW 3 Series in the executive segment.
Under the skin, there was a first attempt at considerable component and concept sharing with BMW to replace the input of the previous partner Honda. To replace the previously employed Perkins-developed engines that were efficient, but noisey, BMW provided its own common rail motor (known in the Rover 75 as the M47R). This diesel engine was a mildly de-tuned BMW 2.0 litre turbodiesel, the same core engine being used at the same time in the 3 & 5-Series, and the Land-Rover Freelander.
Petrol engines provided were Rovers own K series in 4 cylinder form, of 1.8 litre displacement, with DOHC 16 valve form with Rover/ Motorola MEMS engine management. The quad cam KV6 was provided in 2.0 and 2.5 litre displacement with 24 valves and Siemens engine management. The 2.0 litre was dropped on introduction of the 1.8 litre turbo as these were more favourable to the UK company fleet market (company cars are taxed by the UK Government according to carbon dioxide emissions). Gear boxes on all manual cars were Getrag 5 speed fed via a hydraulic clutch, and automatic cars were fitted with a 5 speed Jatco unit.
Press speculation at the launch that the 75 was based on the BMW 5 Series thanks to its large size and especially the central tunnel in the chassis (normally only found on rear wheel drive cars) and the BMW Z-Link suspension from the rear wheel drive BMW 3-Series, was misinformed. The central tunnel was built into the chassis to increase structural rigidity, using a BMW-developed floorpan concept that had explored front wheel drive but which had been rejected and remains unused by the BMW brand up to the present day. As the 75 took shape, this core engineering was passed over to Rover and evolved into the Rover 75 structure. The tunnel concept with a front wheel drive chassis & Z-axle was subsequently also used by BMW for its new Mini, and remains in production, due to its extreme stiffness and resultant excellent chassis control.
The car quickly attracted praise for its characteristics, including its ride quality, interior, and traditional looks. Critics of the car labelled its styling too "retro", suggesting it had been designed with an older buyer in mind, was not 'sporting' enough when compared to the competition. However, the 75 won a series of international awards including various "most beautiful car" awards, including one in Italy.
Assembly originally took place at Cowley, but in 2000, following the break up of the Rover Group and the split with BMW, production was moved to Longbridge. 2001 saw the introduction of the Rover 75 Tourer (developed alongside the saloon but never authorised for production by BMW), swiftly followed by the MG ZT and MG ZT-T, more sporting interpretations of the model, differentiated by modified, sporting chassis settings and colour and trim derivatives. Between 2000 and 2003, there were few changes to the range, the biggest being the 2.5 litre V6 engine being joined by a low pressure turbocharged 1.8 litre, 4-cylinder engine. The introduction of the "greener" 1.8 litre turbo greatly benefited British company car drivers who are taxed on carbon dioxide emissions. A customisation programme, Monogram, was launched, allowing buyers to order their car in a wider range of exterior paint colours and finishes, different interior trims and with optional extras installed during production.
The Rover 600 Series is a compact executive car produced by the British car maker Rover from 1993 to 1999.
The Rover 600 exterior was designed by Rover, a complete re-skin of the Tochigi-developed Honda Accord, also built in the UK by Honda in Swindon. The core structure and vast majority of the engineering content was sourced from Honda but the vehicles were designed at the same time, with a small Rover team on-site in Japan. Colour and trim derivatives were also used to help separate the Rover from the Honda in the marketplace. The 1.8, 2.0 and 2.3-litre straight-4 petrol engines were all provided by Honda. However, the 2.0-litre turbodiesel and turbocharged petrol engines were developed by Rover itself, evolutions of units already available elsewhere in the Rover model range.
The 600's interior included wood and chrome trim, as well as relatively high equipment levels, although rear legroom was criticised as rather constrained. The interior was derived from the Japanese-built Honda Ascot Innova, the only difference being the added passenger airbag on certain models. Carpet was also not evident along the bottom trim of the dashboard, although it did feature there on the Innova.
The Honda-derived chassis was reported to give a comfortable but unsporting ride. Given the Rover's equipment, prices were reasonably competitive in the large family car segment and considerably lower than the price of such compact executive cars such as the BMW 3 Series and Mercedes-Benz C-Class.
After six years, Rover 600 production ceased in the Spring of 1999; it was replaced with the retro-styled Rover 75 developed under BMW's stewardship. The 75 also replaced the larger 800 Series.
In early 1992, the Rover 800 was reskinned and re-engineered under the R17 codename This saw the re-introduction of the traditional Rover grille and more curvaceous bodywork. The scope of the design change was restricted by the need to retain the core XX structure, including the door structure and skin design.
The redesign was a partial answer to major press and market criticism of the 'folded paper' school of design and the quest for better aerodynamics that had led to many cars appearing very similar, especially from the front. The redesign found much favour and as a result the car's sales enjoyed a renaissance, the 800 series becoming Britain's best selling executive car in the early to mid 1990s.
Following concerted efforts to learn from the problems that had hit the early model years, especially under the more extreme American market and climatic conditions, quality in general had improved dramatically by this stage, but the decision to leave the US market had already fallen.
The 2.0L T16 replaces the M16 found in pre 92 cars and comes in NASP and Turbo forms, the 2.0 turbo was fitted to the "Vitesse" and the later "Vitesse Sport" (1994-1996)
Notable differences between the sport and non sport models were: Vitesse Sport came with 17" six spoke alloys (non sport was 16" 7 spoke), a power increase from 177 bhp (132 kW/179 PS) to 200 bhp (149 kW/203 PS) and revised stiffer suspension to aid handling.
A facelift in 1996 provided few exterior changes, the most noticeable being the painting of previously black rubbing strips on all models except the coupé and the revision of the suspension system. Grille fins became silver in colour, instead of their former black. Climate control, passive immobilisation and a passenger airbag became standard, and a 6-disc CD auto-changer was fitted to all models apart from the entry 'i' model. Security technology was upgraded with a change from infra red to radio frequency for the remote door key. Wood finishes were expanded, with a coachwork line and 'ROVER' on the door cards, accentuating the new, pleated seat finishes and deep pile rugs. Unusual pleated door card leather and fabric finishes capped off a comfortable interior, much of which was hand-made with what Rover called "the craftsman's touch".
Post 1996 Vitesses were all "Sport" specification so the sport badge was dropped, also from 1996 the 2.0L T16 engines used wasted spark ingnition instead of ditributor.
Although the 800 had fallen behind the opposition considerably (few mechanical changes were made, apart from the introduction of the Rover KV6 Engine which replaced the Honda 2.7 V6 in 1996), it was a steady seller until 1999, when it was replaced by the Rover 75.
Coupé
A two-door ("three-box", booted) coupé version followed later that year. This had been originally developed with the American market in mind but was never sold there, Rover having pulled out of the US market before the coupé's launch. It was, however, sold to other export markets. Eighty percent of the interior and exterior of the 800 coupe was finished by hand.
In early 1992, the Rover 800 was reskinned and re-engineered under the R17 codename This saw the re-introduction of the traditional Rover grille and more curvaceous bodywork. The scope of the design change was restricted by the need to retain the core XX structure, including the door structure and skin design.
The redesign was a partial answer to major press and market criticism of the 'folded paper' school of design and the quest for better aerodynamics that had led to many cars appearing very similar, especially from the front. The redesign found much favour and as a result the car's sales enjoyed a renaissance, the 800 series becoming Britain's best selling executive car in the early to mid 1990s.
Following concerted efforts to learn from the problems that had hit the early model years, especially under the more extreme American market and climatic conditions, quality in general had improved dramatically by this stage, but the decision to leave the US market had already fallen.
The 2.0L T16 replaces the M16 found in pre 92 cars and comes in NASP and Turbo forms, the 2.0 turbo was fitted to the "Vitesse" and the later "Vitesse Sport" (1994-1996)
Notable differences between the sport and non sport models were: Vitesse Sport came with 17" six spoke alloys (non sport was 16" 7 spoke), a power increase from 177 bhp (132 kW/179 PS) to 200 bhp (149 kW/203 PS) and revised stiffer suspension to aid handling.
A facelift in 1996 provided few exterior changes, the most noticeable being the painting of previously black rubbing strips on all models except the coupé and the revision of the suspension system. Grille fins became silver in colour, instead of their former black. Climate control, passive immobilisation and a passenger airbag became standard, and a 6-disc CD auto-changer was fitted to all models apart from the entry 'i' model. Security technology was upgraded with a change from infra red to radio frequency for the remote door key. Wood finishes were expanded, with a coachwork line and 'ROVER' on the door cards, accentuating the new, pleated seat finishes and deep pile rugs. Unusual pleated door card leather and fabric finishes capped off a comfortable interior, much of which was hand-made with what Rover called "the craftsman's touch".
Post 1996 Vitesses were all "Sport" specification so the sport badge was dropped, also from 1996 the 2.0L T16 engines used wasted spark ingnition instead of ditributor.
Although the 800 had fallen behind the opposition considerably (few mechanical changes were made, apart from the introduction of the Rover KV6 Engine which replaced the Honda 2.7 V6 in 1996), it was a steady seller until 1999, when it was replaced by the Rover 75.
Coupé
A two-door ("three-box", booted) coupé version followed later that year. This had been originally developed with the American market in mind but was never sold there, Rover having pulled out of the US market before the coupé's launch. It was, however, sold to other export markets. Eighty percent of the interior and exterior of the 800 coupe was finished by hand.
The second generation Rover 400 Series, codenamed Theta or HH-R, was launched in the summer of 1995 as a hatchback and later a saloon. This time it was based on the Honda Domani, which had been released in Japan in 1992, as was the European Honda Civic five-door hatchback. It was no longer closely related to the 200 Series, which was revised independently by Rover but still shared many components with the 400. Power came from 1.4 and 1.6-litre K-Series, 1.6-litre Honda D series SOHC (Automatic gearbox only) and 2.0 L Rover T Series petrol engines, as well as a 2.0-litre turbodiesel from the more luxurious 600 Series.
The Rover 400 may have been marketed as a small family car, due to its similarities in size and engine range with models such as the Ford Escort and Volkswagen Golf, but Rover inserted some wood trim in the dashboard and priced the car in the large family car segment. A subsequent Rover-only saloon with a huge boot was developed for the Rover 400, this was to help expand the appeal of the model up-market into the executive car segment and away from the perceived 'family-car' stigma in parts of the market where resistance to hatchbacks was and remains considerable. This was however not available at the initial launch of the HH-R family.
Launched with 1.4i 16v (105 bhp) and 1.6i 16v (111 bhp) petrol engines and 2.0 turbodiesel (86 bhp and intercooled 105 bhp (78 kW) versions) engines, the range grew later to include a 1.1i (60 bhp) and 1.4i 8v (75 bhp) engines and also 1.8 16v units in standard (120 bhp) and variable valve formats (145 bhp). Manual gearboxes were available across the range and a CVT option was available on the 1.6i 16v unit.
