| Rover 800 Series | |
|---|---|
_(cropped).jpg) 1991 Mk2 Rover 820i Saloon | |
| Overview | |
| Manufacturer | Austin Rover Group (1986–1988) Rover Group (1988–1999) |
| Also called | Rover 820 Rover 825 Rover 827 Rover Sterling[1] Rover Vitesse Sterling 825[2] |
| Production | 1986–1999 |
| Designer | Gordon Sked (1983) |
| Body and chassis | |
| Class | Executive car (E) |
| Layout | TransverseFF layout |
| Related | Honda Legend (1st gen.) Acura Legend (1st gen.) |
| Chronology | |
| Predecessor | Rover SD1 |
| Successor | Rover 75 |
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TheRover 800 series is anexecutive car (E-segment in Europe) range manufactured by theAustin Rover Group subsidiary ofBritish Leyland, and its successor theRover Group from 1986 to 1999.[3] It was also marketed as theSterling in the United States. Co-developed withHonda, it was a close relative to theHonda/Acura Legend and the successor to the decade-oldRover SD1.[3]
The first product of the BL-Honda alliance was theTriumph Acclaim – and shortly after its launch the two companies mapped out an advisable strategy for future collaborative projects. Plans for a midsize car were investigated, but were dropped because BL already had theAustin Maestro andAustin Montego in the final stages of development. However both BL and Honda had a pressing need for a full-size executive car in their lineups. BL had to start planning for a successor to the Rover SD1,[4] whilst Honda was keen to expand its presence in the lucrativeNorth American market – something which it couldn't fully do unless it had a full-size luxury saloon (at that time theHonda Accord was its biggest model) which would compete with similar large Japanese imports fromToyota andDatsun. Joint development of the car began in 1981 under the "XX" codename; the corresponding Honda version was known as the Honda Legend, and was codenamed as "HX".[3] The development work was carried out at Rover's Cowley plant and Honda's Tochigi development centre. Both cars shared the same core structure and floorpan, but they each had their own unique exterior bodywork and interior. Under the agreement, Honda would supply the V6 petrol engine, both automatic and manual transmissions and the chassis design, whilst BL would provide the 4-cylinder petrol engine and much of the electrical systems.
Honda andAustin Rover agreed that Legends would also be built in theCowley plant for the British market.[5] The US-market (Acura) Legends were built in Japan. Early Japanese models were built at the Honda Sayama Factory.
It was finally launched on 10 July 1986, taking the place of the decade-oldRover SD1.
Rover's Special Vehicle Division considered building anestate version in 1992 as the 800 'Shooting Break'.[6]
| Mark I | |
|---|---|
_(cropped).jpg) 1989 Rover 820 E hatchback | |
| Overview | |
| Manufacturer | Austin Rover Group (1986–1988) Rover Group (1988–1991) |
| Production | 1986–1991 |
| Assembly | Cowley,Oxford,England |
| Body and chassis | |
| Body style | 4-doorsaloon 5-doorfastback/hatchback |
| Powertrain | |
| Engine | PETROL: -Rover 2.0LL4 8v (O-series) -Rover 2.0LL416V (M-series) -Rover 2.0LL416VTurbo (T-series) -Honda 2.5LV624V (C25A) -Honda 2.7LV624V (C27A) |
| Transmission | 5-speedmanual 4-speedautomatic |
| Dimensions | |
| Wheelbase | 2,760 mm (108.7 in) |
| Length | 4,694 mm (184.8 in) |
| Width | 1,946 mm (76.6 in) |
| Height | 1,398 mm (55.0 in) |
At launch, the 2 litre versions of the 800 used two naturally aspirated 2.0 L 16-valve developments of British Leyland's stalwartO-series engine, dubbed the M series.[3] However, in 1988 an 820 Fastback (no letter after the 820 badge), with a single carburettor version of the O series was launched for the fleet market. The M series was divided into two versions; the M16e fitted to the 820e/se, with single point injection, and the M16i which was fitted to the 820i/si with multi-point injection, i.e. 4 injectors – the engine management system derived from that used in theMG Maestro andMG Montego models. The top 2.5 litre versions (825i & Sterling) used a Honda designedV6 unit in 2.5 L capacity. Initially, only a four-doorsaloon body was offered; a five-doorliftback/hatchback version – referred to as afastback – became available in 1988.
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There were no V8 versions of the Rover 800 series, in contrast to earlier Rover saloons of this size including its immediate predecessor, the SD1.[3] Unlike its rear-wheel drive predecessor, it had front-wheel drive. Later, adiesel version of the car was launched in 1990 using a 2498 cc engine fromItalian companyVM Motori,[7] which was related to the slightly smaller engine used in the 2400 SD Turbo model of the Rover SD1, andRange Rover Turbo D.
The Sterling badge was used in Europe and most global markets to denote the top saloon luxury version and the Vitesse badge used to denote the top fastback sporting version. The Vitesse became available at the same time as the 2675 cc Honda V6. Both of these top of the range models were initially only available in the UK with the V6. In some European markets, in particular Italy, the 2.0-litre petrol was badged as Sterling and later available (in turbo form) as Vitesse to avoid punitive duties that made engines over 2.0 litres non-viable for volume sales. At the time of the launch, the Sterling provoked controversy as it overlapped in price with the entry level versions of theJaguar XJ40 which was launched at the same time, and had been developed largely when Jaguar was still part of British Leyland.
Towards the end of Mark 1 production the Vitesse had nearly as many "luxury" features as the Sterling (for example, electric front seats). There was also a brief run of just over 500 820 Turbo 16v cars using a turbocharged version of the M series developed with help fromTickford, leading to this model often being referred to as the "Tickford Turbo".[8] Utilising such enhancements as sodium-filled exhaust valves andMahle forged pistons the car produced 180 bhp (134 kW), although there is much speculation about this figure being severely held back by the electronics as not to step on the toes of the 177 bhp (132 kW) V6-engined models as well as to preserve the reliability of the gearbox.
In theUSA, the car was branded as theSterling, not a Rover and was only available with the Honda V6 petrol engines. Initial sales in America were strong, and the design was well received. However, early vehicles were soon found to have build quality and reliability problems.[9] Sales fell in the USA as the reputation of the model deteriorated, withJ.D. Power surveys and journalists noting problems with the trim, electrics, paintwork and excessive corrosion.[8] This was especially damaging as at the same time, the same core vehicle, theAcura Legend was doing well in America. Many mechanical parts for the Sterling 825/827 are still readily available as it was similar to the Acura Legend in these areas, save for braking systems. However, electrical, body, and interior parts are quite difficult to locate in the US now. Despite the problems in America, it was the best selling executive car in the UK for 8 years.[8]
In February 1988, the 2.5 L engine was enlarged to 2.7 L, theMaestro-derived instrumentation had been changed to gauges sourced from a different component-builder (losing the oil pressure gauge and voltmeter in the process) and build quality had vastly improved. A short-lived base model of the 800, using an eight-valve (as opposed to the usual 16-valve) version of theO-series engine was introduced. This was called M8, it differed from the O-series engine as the water pump was driven by the timing belt.
The original version of the Rover 800 was one of the most popular cars in Britain's full-sized executive car market, which at this stage was effectively split into two strong sectors – mainstream brands such asFord andVauxhall, and prestige brands such asBMW andAudi. It directly competed with the likes of theFord Granada/Scorpio andVauxhall Carlton.[3]
| Mark II | |
|---|---|
.jpg) Rover 800 Saloon (post-R17 facelift) | |
| Overview | |
| Manufacturer | Rover Group |
| Production | 1991–1999 |
| Assembly | Cowley,Oxford,England |
| Body and chassis | |
| Body style | 4-doorsaloon 5-doorfastback/hatchback 2-doorcoupé |
| Powertrain | |
| Engine | PETROL: -Rover 2.0LL416V (T-series) -Rover 2.0LL416VTurbo (T-series) -Rover 2.5LV624V (KV6) -Honda 2.7LV624V (C27A) DIESEL: -VM Motori 2.5LL4 8vTurbo (425 OHV) |
| Transmission | 5-speedmanual 4-speedautomatic |
| Dimensions | |
| Wheelbase | 2,760 mm (108.7 in) |
| Length | 4,882 mm (192.2 in) |
| Width | 1,965 mm (77.4 in) (Saloon & Fastback) 1,900 mm (74.8 in) (Coupé) |
| Height | 1,363 mm (53.7 in) (Saloon & Fastback) 1,400 mm (55.1 in) (Coupé) |
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In the autumn of 1991, the 800 was reskinned and reengineered under the R17 codename, being launched on 12 November 1991. This saw the reintroduction of the traditional Rover grille and more curvaceous bodywork.[3] The scope of the design change was restricted by the need to retain the core XX structure, including the door structure 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, overtaking theFord Granada which had been Britain's best-selling car in this sector almost continuously since its launch in 1972. Although the Granada's successor, theScorpio, failed to sell well, mainly due to its controversial exterior design, the 800 was faced with stiff competition from 1994 in the shape of theVauxhall Omega, as well as premium brand competitors including theBMW 5 series.
Following concerted efforts to learn from the problems that had hit the early model years, especially under the more extreme United States market and climatic conditions, quality in general had improved dramatically by this stage, but the decision to leave the US market had already been taken. However build quality problems such as trim rattles and electrical faults still remained.[8]
The 2.0 L T16 replaced the M16 found in pre-1992 cars, and came in both normally-aspirated and turbocharged forms. The 2.0 L turbo was fitted to the Vitesse and the later Vitesse Sport (1994–96), taking the place of the former 820 Turbo.
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A two-doorthree-boxnotchbackcoupé version was launched in early 1992, having debuted at the 1991 Motor Show. This specification had originally been developed with the American market in mind but was never sold there, with Rover having pulled out of the US market before the Coupé's launch.[8] It was, however, sold to other export markets. Eighty percent of the interior and exterior of the 800 Coupé was finished by hand.[8][10] The original Rover 800 had also formed the basis for the coupe version of the Honda Legend after its 1986 launch, but at the time Rover had decided against launching a coupé version of the 800 series. At the time there had been much press speculation that the coupé would be influenced by theMG EX-E concept car that had been shown the year before the 800's launch, but what eventually appeared was a much more conservative design.
From February 1992 until 1996, the Rover 800 Coupe came exclusively with the 2.7 Honda V6 engine and 16" Rover 'Prestige' alloys. A four-speed automatic transmission came as standard, and the car was capable of well over 130 mph.
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 passengerairbag became standard, and a 6-discCD auto-changer was fitted to all models apart from the entry-level ("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 along with pleated leather door cards, much of which was handmade with what Rover called in its advertising "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 usedwasted spark ignition instead of distributor. Non-sport Vitesse models have approx 180 bhp (130 kW), whilst the sport has 197 bhp (147 kW).
Although the 800 had fallen behind the competition considerably (few mechanical changes were made, apart from the introduction of theRover KV6 Engine which replaced the Honda 2.7 V6 in 1996), it was a steady seller until the spring of 1999, when it was replaced by theRover 75.
The Rover KV6 and M-series engines in the 800 series was hampered by reliability problems and head gasket failures.[7][11] Rover at the time, with no understanding of the problems, simply replaced the engines. In many cases repair would not have been an option due to liner problems. The KV6 engine was in most cases mated to a JATCO gearbox which also in some cases suffered from reliability issues.[11] This was sometimes due to incorrect gearbox fluid changes.
The Rover 820 Vitesse in most guises suffered from problems with gearbox bearings because of the large amount of power from the 2-litre turbo engine. The bearings can be replaced with more durable steel caged bearings.
Unlike many other manufacturers who used numerical model naming systems, Rover never settled on a permanent standard for the majority of their cars. However, for the following designations are an approximate guide:
Following the 1992 R17 facelift, the convention was simplified to:
The 800 was a keystone of the British government's car fleet throughout its life, following a tradition of using British-made Rover andJaguar models.Tony Blair owned an early 800 soon after its launch, just a few years after becoming anMP. The car was also used by manyBritish police forces aspolice cars. The fictional radio DJAlan Partridge drives an 825 saloon in the sitcomI'm Alan Partridge.[12]
On 6 June 1988, rally driverTony Pond became the first person to complete a lap of theTT motorcycle course at an average speed of over 100 mph (160 km/h) in a car – a Rover 827 Vitesse, standard apart from safety features and racing tyres.[13] Pond's record remained unbeaten until 2011.
Rover 800 production peaked in 1987, its first full year, but had dipped sharply by 1991 as a result of therecession and the fact that it was being replaced by a facelifted model towards the end of the year. By 1998, yearly production figures had fallen to just over a tenth of its 1987 peak.
| 1986 | 15,609 |
| 1987 | 54,434 |
| 1988 | 48,634 |
| 1989 | 35,387 |
| 1990 | 29,460 |
| 1991 (pre-facelift) | 10,007 |
| 1991 (post-facelift) | 2,961 |
| 1992 | 28,136 |
| 1993 | 28,354 |
| 1994 | 21,802 |
| 1995 | 13,311 |
| 1996 | 11,400 |
| 1997 | 11,131 |
| 1998 | 6,500 |
| 317,306 were built in total |
