Rover 200 makes the 95 news December 13, 2009
Posted by richard in : History , trackbackROVER’S unveiling of the 200 made for a fascinating news report by Julian Rendell back in ’95.
He was reporting from the London Motor Show, at which he spoke to the car’s designer, David Saddington. There, the Rover man explained the internal soul-searching that had been preoccupying all at Longbridge for months.
Apparently, it was a question of grille or no grille. They tried all sorts, eventually setting on a body-colour version of the chrome grille. This would appeal to the younger buyers Rover was targeting – while remaining ‘recognisably Rover’.
‘We’re stretching the perceptions of Roverness so the grille is very important to establish the Rover credentials.’
Younger buyers? Apparently, then-boss John Towers wanted 20s and 30s, rather than 40, 50 and 60 year olds. People like me, then: had I been older, I’d have been receptive to this ‘significant message in a new era of Rover products’.
People such as me are the reason why Rover fitted extra-long seat runners: boosting it for those up front, and sacrificing rear space. Mind you, a properly shorter wheelbase than the 306 Rendell compared it with was also a factor here. Also led to a small boot.
As we know, the R3 project cost £200 million, through using bits from the parts bin, and making sure 3dr and 5dr use lots of common bits: front end, roof, rear hatch and glass are the same for both. Only the side pressings and doors are different.
Rendell also pointed out the front bulkhead forwards was the same as the R8; new press tools built an all-new floorpan.
Suspension, he explained, was modified 200 struts at the front, and a H-frame rear torsion beam we now know is from the Maestro. Despite grannies driving that, the firm tuned it for handling: project chief Bill Owen told Rendell it ‘just turns in and grips.’
Neutral rear steer tuning for the rear combined with ride comfort ’very similar’ to the 400 over smaller bumps. Over bigger bumps, it was just behind. Roll bars make an interesting comparison, tool
• Standard: 19mm f, 16mm r
• Diesel: 23mm f, 16mm r
• Vi: 25mm f, 18mm r
Why the big jump for diesels? To counter the extra weight of the engine: unlike the all-alloy K Series, the then-new L-series was decidedly ferrous. Diesels came in 86hp or 105hp: electronic control for the injection system gave the more powerful one its boost.
More tech: the 1.6-litre got a CVT, from Belgians VCST – the same chaps who made it for the Metro CVT. Impressive example of scaling-up here: indeed, it would also later appear on the 1.8-litre MGF Steptronic.
Overall, Rendell was most impressed with the 200. Should see queues forming outside dealers, he reckoned. See: even as late as ’95, Rover could still do it.
A decade later, alas, it would be no more.
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