Rover 200 Series
The
Rover 200-series / 25 is an
automobile produced by the
Austin Rover Group, and latterly the
Rover Group and
MG Rover.
There have been three distinct generations of the car, the first two of which were
badge engineered Honda models, and known as the 200 series. However, both the 200 and its sister model, the Honda Concerto were built on the same production line in Rover's Longbridge factory. The final generation was developed by Rover independently, and was initially sold under the Rover 200 name. After the sale of Rover in 2000 and a facelift, the model was renamed and sold as both the
Rover 25 and
MG ZR. Production ceased in 2005 when MG Rover went into administration.
The Rover 200 was originally a four-door sedan, based on the Honda Ballade, but in second (R8) and third (R3) generation forms, it was available in three- or five-door hatchback forms, as well as other niche versions.
This version was the replacement for the earlier
Triumph Acclaim, and was the second product of the alliance between
British Leyland and
Honda. Only available as a four-door sedan. It was intended to be more upmarket than the company's
Maestro, model which came close to the 200 in size.
Essentially, the 200 was a
Honda Ballade which sported the Civic-derived 1.3 L 12-valve engine, or BL's own S-Series in 1.6 L format, the resulting cars being badged as either "Rover 213" or "Rover 216". The Honda badged version was the first Honda car to be built in the
United Kingdom (the Honda version of the Acclaim was never sold in the UK); Ballade bodyshells were made in the
Cowley plant alongside the Rover equivalent, although they all used Honda engines.
This (original) version of the 200 series was only offered in
saloon form. This version of the 213/216 fell into the small executive saloon class. Other cars in this class included the
Vauxhall Belmont,
Audi 80,
Ford Orion, VW Jetta and the
Daihatsu Charmant.
Trim levels were:
*
base - basic trim, only available as 213.
*
S - base model, as both 213/216.
*
SE - mid-range spec, as both 213/216.
*
SX - as both 213/216.
*
Vitesse - top spec model, 216 only.
This model, codenamed R8, was the first car to be introduced by the newly privatised Rover Group (1988), and was a quantum leap in terms of technology and image. Once again, the model was designed in collaboration with Honda (who produced the new designed-for-Europe Concerto model) and both models would share production lines at Rover's Longbridge facility. Initially only available as a five-door
hatchback, this was the first application of Rover's groundbreaking
K-Series family of engines (appearing in 1.4 L (1396 cc)
twin-cam 16-valve form).
The 1.6 L (1590 cc) version used either a
Honda D16A6 SOHC or D16A8 DOHC powerplant, while the 2.0 L
Rover M-Series engine unit from the
800-series followed soon afterwards (1991) in the sporty versions. Later versions used the sturdier
Rover T-Series engine, with limited-run turbocharged Rover 220s in GTi and GSi-Turbo trims, boast a very rapid power output of 200BHP as standard. The Rover engined models drove the front wheels via
Peugeot-sourced R65 gearboxes (1.4-litre) and
Honda-designed PG1s for the 1.6- and 2-litre versions.
The R8 also sported a luxurious and well appointed interior, which was a cut above arch-rivals
Ford and
Vauxhall and allowed Rover to move upmarket, strengthening its image. In
1990, the
400-series saloon appeared, and by
1992 a cabriolet (
convertible) and three-door bodystyles were available. The range was rounded off in
1993 by a coupe and estate ('Tourer'). The coupe, cabriolet and estate continued after the rest of the range had been superseded, but without the 200 and 400 tags - known instead as the Rover Coupe, Cabriolet and Tourer repectively until production ceased in 1999.
Trim levels were:
*
i - basic trim, only available with 1.4 petrol and 1.8 diesel, hatchback only.
*
S - base model, only available with 1.4 petrol and 1.8 diesel, hatchback only.
*
Si - mid-range spec, only available with 1.4 petrol.
*
SLi - luxury model, five-door hatchback - with 1.4, 1.6 and (from 1993) 2.0 petrol and (from 1991) 1.8 turbodiesel engines.
*
GSi - top spec model, as SLi, three/five-door hatchback - with 1.4, 1.6 and (from 1993) 2.0/2.0 turbo petrol and (from 1991) 1.8 turbodiesel engines.
Note: 220 GSi was the only GSi version offered in three-door form.
*
GTi - sports model, three/five-door hatchback, 1.6 and 1.6 turbo. GTi TC was rare
twin cam version.
*
SE - 1.6 Coupe only, from 1996
*
VVC - 1.8 VVC Coupe only, from 1996
The third generation, codenamed R3, was smaller than the previous two cars. This was due to Rover's desperate need to replace the ageing
Metro, which by now was well past its sell-by date, although both cars continued in production simultaneously for several more years. Although some elements of the old 200-series were carried over (most notably the floorpan), it was by-and-large an all-new car which had been developed by Rover without input from Honda. The two companies had already been "divorced" after the
BMW takeover the previous year, and as a result the R3 only used Rover-produced
K-Series engines, most notably the 1.8 L
VVC version from the MGF.
Launched as a 1.4i 16v (103bhp) and 1.6i 16v (111bhp), the range grew later to include a 1.1i (60bhp) and 1.4i 8v (75bhp) engines and also 1.8 16v units in standard (120bhp) and variable valve formats (145bhp). Manual gearboxes were available across the range and a CVT option was available on the 1.6i 16v unit. The K series engines had and still have an alarming reputation for head gasket failure, though the design of the gasket had undergone many changes in recent years to overcome or postpone the effect of this. K-Series engines are noted for their rewarding drives and levels of performance, but require higher than average maintenance to ensure long term reliability.
This generation of Rover 200 had disappointing interiors compared to its rivals, a piece of fake wood and cheap nylon fabric on base models being two of the main let downs. However, despite this the interior of the Rover 200 still carried across the sense of luxury that Rover cars were notable for, especially with mid and high spec trim levels, even in a car as small as the 200 Series. It is noted that when compared like for like to its rivals, the interior of the 200 is both more pleasent to look at, and is made of better materials to rivals such as the Vauxhall Corsa of the same time, and even larger rivals such as the Vauhall Astra and Peugeot 306.
In 1998 a limited edition model called the 200 BRM was offered - priced at just under £18k. Using the 200Vi as a basis, changes were mainly cosmetic; this model is noticeable by its orange lower front grille and quilted red leather interior. To overcome objections to the grille colour, some Rover dealers resprayed them silver.
A facelifted version, known as the
Rover 25 was launched in autumn
1999 for the
2000 model year. This version used the similar frontal styling as the larger
75 model. The
chassis had been uprated to give sportier handling (suspension setting from 200
vi)and the front end had been restyled to give it the corporate
Rover look first seen in the range-topping
75, but the 25 was instantly recognisable as a reworked 200 Series. The 1.4 L, 1.6 L and 1.8 L
petrol engines as well as the 2.0 L
diesel were all carried over from the previous range. From late 2000, there was also an economical but powerful 1.1 L 16V petrol engine available in the 25 range, offering higher than average performance levels than with equivalent 1.2 and 1.3 litre engines.
Less than a year after the Rover 25 was launched,
BMW sold the Rover Group to the Phoenix consortium for a token £10. By the summer of 2001, the newly-named
MG Rover Group had introduced a sporty version of the Rover 25 - the
MG ZR. It had modified interior and exterior styling, as well as sports
suspension, to give the car the look of a 'hot'
hatchback. The largest engine in the range was the 1.8 VVC 160 hp (119 kW) unit which had a top speed of more than 130 mph (209 km/h).
By 2004, the age of the Rover 25/MG ZR's design was showing, so MG Rover gave the cars an exterior restyle to make them look more modern. The majority of changes however were focussed on the interior, which featured a completely new layout and fascia design. Production of both cars was suspended in April 2005 when the company went into
administration, although it could restart (possibly in a foreign country) by MG Rover's new owner,
Nanging.
Specifications for the Rover 25 design were purchased by
Shanghai Automotive Industry Corporation in early 2005, though new MG Rover Group owner,
Nanjing Automobile Group now owns the tooling for the car. Whether one company or both will produce the car in the future is a matter currently disputed in the courts in China.
*
Austin-Rover.co.uk Rover 213/216 index page*
Austin-Rover.co.uk Rover 200/400 index page*
Austin-Rover.co.uk Rover 200/25/MG ZR index page*
James Crofts' Rover 200 BRM webpage
