The past several years (broadly coinciding with the discovery and eventual contribution to Driven to Write) have been a period of rediscovering my enthusiasm for cars; their history, engineering, aesthetics and the experience of driving them. More recently, however, I have found myself troubled with doubts as to the potential future of such enthusiasm and increasingly, by questions regarding the moral status of our collective hobby.
If the above sounds a little melodramatic, consider the following: Whilst there are questions to which no definitive answer is possible – the value of which lying more in the discussions they prompt, rather than in finding one true solution – such as what constitutes the good life, free will versus determinism and why my smartphone came with two entirely separate SMS apps installed by default, questions relating to the environmental impact of the internal combustion engine are, to most rational persons, not amongst these.
Initial impressions of the Rover 75’s rebellious younger sibling.
Regular DTW readers may by now recognise my curious obsession with the ill-fated products of the late MG Rover company and may also recall a recent report on spending nearly a year with a 2.5 litre Rover 75 Sterling. At the time, I intimated that the Rover had been replaced with something related that was just a little bit rare and special.
Today, we feature the CityRover, a cynical and poorly executed attempt to plug a perceived gap in MG Rover’s model range.
In 2000, the newly independent MG Rover found itself without a contender in the sub-B city car segment. As the formerly BMW-owned Rover Group, it had continued to field a version of the long-running 1980 Austin Metro, subject of three major facelifts before being renamed Rover 100 in 1994.
Despite its antiquity, it remained popular, at least in the UK, where it was valued for its compact size and nimbleness. A disastrous Euro-NCAP crash test in 1997 however, where the 100 received a uniquely poor one-star rating for adult occupant safety, caused sales to collapse and the model was discontinued the following year. Continue reading “Phoenix Follies (Part Two)”
At a crucial moment, and to the detriment of their mainstream business, MG Rover’s management squandered time and money on frivolous distractions.
It had all started so well, or so it appeared. It was May 2000 and, after months of uncertainty and worry, Rover Group, the UK’s last remaining indigenous volume car manufacturer, was independent again and back under British ownership. Phoenix Venture Holdings, a consortium of businessmen led by John Towers, had secured ownership of the bulk of Rover for a nominal fee of £10 and negotiated a generous ‘dowry’ of £500 million from BMW AG. The German automotive giant was just relieved to Continue reading “Phoenix Follies (Part One)”
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.