We recently explored the matter of how long it takes to align two ranges of cars when one company takes over another or there is an administrative merger. In the cases of Ford and GM, covered earlier, the process seems to take under a decade. Are there counter examples?
Today I will take a look at the case of Rover, which marque came under the control of BMW in 1994. Rover (when under BL) had already been part of a co-operative venture with Honda. That process began under the Triumph brand when BL decided to use a slightly modified version of the Ballade as the basis of the Acclaim. The cooperation changed tracks slightly when Triumph was shuttered and Rover began to Continue reading “Mercury White Moonlight Makes Landfall on the Littoral”
It’s now autumn, a time to reflect. Recently, DTW has been driving Lancias and we have discussed the decline of this once noble marque. It is not the only brand to have faded away.
In the diagram I have marked the timelines of two other defunct brands: Rover and Saab. Rover closed in 2005 and Saab shut up shop in 2011. You’ll notice that while Rover had no new models in the Phoenix years (I don’t count the MG versions), Saab had new product in the pipeline right until the last minute. Lancia’s demise is more muddled.
First, the badge engineering of Fiat cars increased and then swapped around 2011 to the relabelling of Chryslers. The Lybra (1998) and Thesis (2002) count as the last proper Lancias. The Delta (2008) is a superficially restyled Bravo but nowhere near the quality of the 1998 Lybra. The latest Ypsilon is a reworked Fiat 500. As of 2014 FCA gave up rebadging Chrysler (I left one out – which?). And perhaps Alfa Romeo could be added to this chart… Continue reading “Leaving Off The Saws”
Today we explore alternative realities – one where perhaps Rover didn’t necessarily take the fork in the road marked ‘SD1’. What would that have looked like?
Counterfactuals are for the most part, exercises in futility, or at best, wishful thinking. When it comes to the products of what used to be British Leyland, added layers of poignancy come as standard. Few cars embody this like the Rover SD1 series; a car of enormous visual promise, fatally undermined by Continue reading “Altered Images”
We attempt to remain aloof to the SD1’s visual appeal, but like the car itself, we fall at the final hurdle.
When it comes to legacies and reputations, has sufficient time elapsed to talk about the Rover SD1 without falling into the usual narrative tramlines? It’s a tricky one isn’t it? After all, the big Rover remains a deeply likeable car with much to commend it. Yet at the same time, although it didn’t quite attain Lancia Gamma levels of customer toxicity, it became the living embodiment of British Leyland’s genius for snatching defeat from the very cusp of victory. Continue reading “Fastback Flashback – 1976 Rover SD1”
Intended to signpost the crucial 800 saloon, Rover’s CCV concept could be said to have eclipsed it entirely.
Why Austin Rover chose to display CCV at the Turin motor show a matter of weeks before the launch of their highly anticipated Rover 800 saloon seems a curious one in retrospect. For although it gained them a good deal of column inches and the approbation of the design community, it also ramped up anticipation for the new saloon model – which was dashed slightly when the 800 was revealed later that year. Continue reading “Stolen Thunder – 1986 Rover CCV Concept”
Recently it’s been pointed out that, whatever his past achievements, such as a surprisingly admirable commitment to gay rights, David Cameron, British Prime Minister at the time of writing, will be defined by history as the man primarily responsible for Britain leaving the European Union and, conceivably, of causing irreparable damage to the EU itself. Whether you deserve it or not, posterity can be a harsh judge. Continue reading “Misposted in Posterity’s Pigeonhole : Rover P6”
Happy 20th anniversary, Rover 200. Or is 21st anniversary?
Around about this time 20 years ago Rover enjoyed the beginnings of renaissance. We all know where that ended. It ended in a story that classic car journalists like because they can rake over and ask “what if” as they swirl madeira in their glasses.
This image is from the front cover of Autocar, January 17, 1996. It’s one of the first reviews, perhaps. Either way. Water. Bridge. Under. A lot of. The article pitted the Rover 214 against the new Fiat Bravo. I’d like to say which one won but in the end Continue reading “20 Years of the Rover 200”
After a bit of a hiatus a Photo for Sunday returns with an old favourite of Driven To Write, the Rover V8 engine in its original UK application, the Rover 3.5 Litre.
This one was not seen in my local neighbourhood, but in the midlands of Ireland. Normally I do as little editing as possible with these images. As there was a person sitting in this car I promised to anonymise the photos. Hence the blockular incongruities.
The Rover isn’t relatively big compared to most modern cars. It’s probably smaller than a VW Polo. You can measure it and yet still not believe your eyes. It still looks enormous and incredibly imposing without having the massive, stately-home inertia of a Rolls-Royce Silver Shadow which manages to Continue reading “A Photo for Sunday: 1967-1973 Rover P5B”
Regular readers of this site know that there are only three natural positions for a product in the car market: luxury, sporting and economy. And?
And don’t get pushed too far from them. That’s the no-man’s land of not very sporty, not very cheap and not very luxurious. The unmarked graves of Lincoln (unfilled at the moment), Saab, Oldsmobile and Lancia are all in that bourne from which no car maker returns. Apart from Saab and Borgward.
Today there are quite a few contenders for that dubious accolade, possible exemplified best by the Mercedes CLS Shooting Brake. The idea of tacking a glassy, generous box onto the boot of a saloon, maybe even lengthening it a bit, in order to make something supremely useful just isn’t sexy in the 21st Century. People don’t want to be thought of as saddoes, who are only at their happiest bustling around B&Q with a groaning trolley of timber flooring. No, their lifestyle choices are better and, whilst they might need a bit of added loadspace for windsurfer accoutrements, old school golf clubs or just to fit in an extra Louis Vuitton hatbox, it’s important that the car doesn’t look in the least bit practical. Continue reading “Theme : Evolution – The Missing Links 7”
The Mercedes CLS is rightly cited as the direct production inspiration for today’s coupe saloons, but can we look back to the Rover P5 as being the first car to offer the option of less headroom for more money? Today, I agree it looks quite good but, at the time, as a rather dogmatic kid, I found it rather illogical. It’s not as if the high-sided P5 was ever svelte, but I suppose its appeal is a slight one of menace, more akin to that of a chopped Mercury. Continue reading “Theme : Evolution – The Missing Links 2”
The story of how the Buick aluminium 215 engine became the Rover V8 is often-enough told so I will use this little posting mostly as a short guide to some of the most entertaining versions.
Sold to Rover, the engine powered Range Rovers, Rovers, MGs and TVRs along with Morgan. Jalopnik has a good short version of the story here In a nutshell, Buick wanted a lightweight, small capacity V8. They decided to use aluminium which led to a chain of problems that were still being dealt with 40 years later. Among those problems are slipping liners and porosity. If you scroll down the comments at the Jalopnik article you’ll find a neat list of V8 engines used by GM in the late 60s. Continue reading “Theme: Secondhand – The Rover V8”
In 1993 the Rover 620i faced the BMW 318i, the Citroen Xantia 2.0 and Ford Mondeo 2.0.
All of these cars had something going for them. Car magazine judged all four to be “formidable”. Car estimated the BMW to cost €17,000 with a few options thrown in to make it habitable; ditto the Rover though it came with more features as standard. The Mondeo cost only £14,000 in GLX trim (I miss trim designations like that). Citroen wanted £17,500 for their car. So what are these cars worth now?
“Roverpowering!” Archie Vicar describes his impressions of the new Rover V8-S.
The text is what appears to be a transcript of an article from “Today’s Motoring Magazine”, July 1980 (pages 45-46). Original images by Nigel Rollister-Hyde. Due to reproduction problems, archive photos have been used.
That the Rover 3500 is a remarkable car goes without saying. Since its launch in 1976 it has won a firm following and has set a new benchmark in the large hatchback class. But the 1976 car was far from perfect, some say. It lacked a height-tilt adjustment for the driver’s seat cushion and a rear screen wiper, for example. Furthermore, the rear seats were set far too low and the passenger’s vent seldom functioned reliably. The steering wheel also obscured the minor instruments too and the lights’ master switch was hard to see. But there were compensations such as Continue reading “1980 Rover V8-S Roadtest”
In Simon’s introduction he mentions the original P6 Rover dashboard, and I think this merits more scrutiny. The P6 Rover ceased production in 1977, ending its life as a British Leyland product built in 2.2 and 3.5 litre forms, and viewed as a rather staid design with a latterly gained reputation for poor build quality. Continue reading “Theme : Dashboards – The Rover P6”
How bad were Jaguar’s quality problems in 1987? And what was Car magazine thinking when the XJ6 won a giant-test against the Rover Sterling and Vauxhall Senator? The Jaguar was rusting before their eyes.
It was the year 2000 and according to the predictions from 1970 we’d have been traveling on hover-speeders and wearing metallic-nylon bodysuits. Somehow that didn’t pan out. For Rover, it was still 1959 though.
For your education and general knowledge, today’s item on advertising is an example of exploiting the customer’s worst instincts and distracting them from the selling point. This was done not only by the form of the ad as conceived, but simply by ensuring the message was concealed by the centre fold of the magazine. ‘Rime eef’, it reads. Continue reading “Theme: Advertising – Rover’s RIME EEF.”
It’s hard to tell. The seller of this particular orphan has only just learned to use a camera. Two out of the three photos (twelve are allowed for free) at the car-sales website are taken with the sun light coming from behind the car. Thus in two out of three photos the image is mostly a Honda Accord silhouette with some Rover 600 chrome here and there. The third photo shows the front rear three-quarter with no shadow. Continue reading “Something Rotten In Denmark: 1996 Rover 2.0 Ti”
The quality of the interior has held up better than the quality of the concept of the Rover 827.
Given the depredations of the Danish climate and the fact this car was assembled in the UK, today’s discovery, a Rover 827 coupe, has held up rather well. Goodness, the leather interior is even developing a patina which I used think was only possible on cars made before I was born. Continue reading “Something Rotten in […] Denmark: The Baby Bentley”