Rover - marque/manufacturer information
List of all Rover cars
Rover was a British automobile manufacturer originating in Coventry, moving to Solihull after World War Two, and latterly a marque based at the former Austin Longbridge plant in Birmingham.
In recent years it was part of BMW and the MG Rover Group. However, in April 2005, production stopped when the company became insolvent. In July 2005 the Nanjing Automobile Group acquired physical assets/tooling, although SAIC already owned certain intellectual property, with plans to resume production in China and at Longbridge, in 2007. On September 18, 2006 Ford bought the rights to the Rover name from BMW for approximately £6 million. Ford had acquired an option of first refusal to buy the Rover brand as a result of its purchase of Land Rover from BMW in 2000. Rover was in the 1960's was a very desirable car to own especially in the UK. With wealthy excecutives often boasting about their performance figures
History
Before cars
The first Rover was a tricycle manufactured by Starley & Sutton Co of Coventry, England in 1883. The company was founded by John Kemp Starley and William Sutton in 1878. Starley had formerly worked with his uncle James Starley (father of the cycle trade) who began in manufacturing sewing machines and switched to bicycles in 1869.
In the early 1880s the cycles available were the relatively dangerous penny-farthings and high-wheel tricycles. J. K. Starley made history in 1885 by producing the Rover Safety Bicycle - a rear-wheel-drive, chain-driven cycle with two similar-sized wheels, making it more stable than the previous high wheeled designs. Cycling Magazine said the Rover had 'set the pattern to the world' and the phrase was used in their advertising for many years. Starley's Rover is usually described by historians as the first recognisably modern bicycle. The words for "bicycle" in Polish (Rower) and Belarusian (Rovar, Ро́вар) are derived from the name of this company.
Early Rover cars
In 1888 Starley made an electric car, but it never was put into production.
In 1889 the company became J. K. Starley & Co. Ltd and in the late 1890s, the Rover Cycle Company Ltd. Three years after Starley's death in 1901, the Rover company began producing automobiles with the two-seater Rover Eight to the designs of Edmund Lewis who came from Daimler. During the First World War they made motorcycles, lorries to Maudsley designs and not having a suitable one of their own, cars to a Sunbeam design. Bicycle and motorcycle production continued until the Great Depression forced the end of production in 1925. The business was not very successful during the 1920s and did not pay a dividend from 1923 until the mid 1930s. In 1929 when there was a change of management with Spencer Wilks coming in from Hillman as general manager. He set about reorganising the company and moving it up market to cater for people who wanted something "superior" to Fords and Austins. He was joined by his brother Maurice, who had also been at Hillman, as chief engineer in 1930. Spencer Wilks stayed with the company until 1962 and his brother until 1963.
World War II and gas turbines
In the late 1930s, in anticipation of potential hostilities which would become World War II, the British government started a re-armament programme and as part of this "Shadow Factories" were built. These were paid for by the government but staffed and run by private companies. Two were run by Rover, one at Acocks Green, Birmingham started operation in 1937 and a second larger one at Solihull started in 1940. Both were employed making aero engines and airframes. The original main works at Helen Street, Coventry was severely damaged by bombing in 1940 and 1941 and never regained full production.
In early 1940 Rover were approached by the government to support Frank Whittle in developing the gas turbine engine. Whittle's company, Power Jets had no production facilities and the intention was for Rover to take the design and develop it for mass production. Whittle himself was not pleased by this and did not like design changes made without his approval but the first test engines to the W2B design were built in a disused cotton mill in Barnoldswick, Lancashire, in October 1941. Rolls-Royce took an interest in the new technology and an agreement was reached in 1942 that they would take over the engines and Barnoldswick works and in exchange Rover would get the contract for making Meteor tank engines which actually continued until 1964.
After the Second World War, the company abandoned Helen Street and bought the two Shadow Factories. Acocks Green carried on for a while making Meteor engines for tanks and Solihull became the new centre for vehicles with production resuming in 1947 and would become the home of the Land Rover.
Experimental cars
In 1950, designer F. R. Bell and Chief Engineer Maurice Wilks unveiled the first car powered with a gas turbine engine. The two-seater JET1 had the engine positioned behind the seats, air intake grilles on either side of the car and exhaust outlets on the top of the tail. During tests, the car reached top speeds of 88 mph (140 km/h), at a turbine speed of 50,000 rpm. The car ran on petrol, paraffin or diesel oil, but fuel consumption problems proved insurmountable for a production car. It is currently on display at the London Science Museum. Rover and the BRM Formula One team joined forces to produce a gas turbine powered coupe, which entered the 1963 24 hours of Le Mans, driven by Graham Hill and Richie Ginther. It averaged 107.8 mph (173 km/h) and had a top speed of 142 mph (229 km/h).
Golden years
The 1950s and '60s were fruitful years for the company, with the Land Rover becoming a runaway success (despite Rover's reputation for making up-market saloons, the utilitarian Land Rover was actually the company's biggest seller throughout the 1950s, '60s and '70s), as well as the P5 and P6 saloons equipped with a 3.5L (215ci) aluminium V8, the design and tooling of which was purchased from Buick, and pioneering research into gas turbine fuelled vehicles.
British Leyland years
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In 1967, Rover became part of the Leyland Motor Corporation (LMC), which already owned Triumph. The next year, LMC merged with the British Motor Holdings (BMH) to become British Leyland. This was the beginning of the end for the traditional Rover, as the Solihull based company's heritage drowned beneath the infamous industrial relations and managerial problems that beset the British motor industry throughout the 1970s. At various times it was part of the Specialist Division (hence the factory designation SD1 for the first - and in the event, only - model produced under this arrangement), Rover-Triumph, and Jaguar Rover Triumph.
In 1970, Rover combined its skill in producing comfortable saloons and the rugged Land Rover 4x4 to produce the Range Rover, one of the first cars (albeit possibly inspired by the earlier Jeep Wagoneer and IH Bronco) to combine off-road ability and comfortable versatility. Powered by the ex-Buick V8 engine, it had innovative features such as a permanent 4 wheel drive system, all-coil spring suspension and disc brakes on all wheels. Able to reach speeds of up to 100 mph, yet also capable of extreme off-road use, the original Range Rover design was to remain in production for the next 26 years.
As British Leyland struggled through financial turmoil and an industrial-relations crisis during the 1970s, it was effectively nationalized after a multi-billion-pound government cash injection in 1975. Michael Edwardes was brought in to head the company.
The Rover SD1 of 1976 was an excellent car, but was beset with so many build quality and reliability issues that it never delivered its great promise. Following the closure of the Triumph factory at Canley production of the Triumph TR7 and Triumph TR8 was moved to Solihull but soon after a savage programme of cutbacks in the late 1970s led to the end of car production at the Solihull factory which was turned over for Land Rover production only. The TR7/8 model was discontinued while SD1 production moved to Cowley. All future Rover cars would be made in the former Austin and Morris plants in Longbridge and Cowley, respectively.
Rover and Honda
In 1979, British Leyland began a long relationship with Honda Motor Company of Japan. The result was a cross-holding structure where Honda took a 20 percent stake in the company while the company took a 20 percent stake in Honda's U.K. subsidiary. The deal was thought to be mutually beneficial: Honda used its British operations as a launchpad into Europe, and the company can pool resources with Honda in developing new cars.
Austin Rover Group was formed in 1982 as the mass-market car manufacturing subsidiary of BL. In the 1980s, the slimmed-down BL used the Rover badge on a range of cars co-developed with Honda. The first Honda-sourced Rover model, released in 1984 was the Rover 200, which, like the Triumph Acclaim that it replaced, was based on the Honda Ballade. (Similarly, in Australia, the Honda Quint (known in Europe as the Quintet) and Integra were badged as the Rover Quintet and 416i.)
In 1986, the Rover SD1 was replaced by the Rover 800, developed with the Honda Legend. By this time Austin Rover had moved to a one-marque strategy and its parent BL was renamed simply the Rover Group with the car division becoming Rover Cars. The Austin range were now technically Rovers, though the word "Rover" never actually appeared on the badging — there was instead a badge similar to the Rover Viking shape, without wording. These were replaced by the Rover 400 and Rover 600, based on Honda's Concerto and Accord.
Rover imported Rover 800s, badged as Sterlings, into the United States from 1987 to 1992.
In 1988, the firm went back into private hands when it was bought by British Aerospace.
BMW takeover
The Honda partnership proved to be the turn-around point for the company, steadily rebuilding its image to the point where once again Rovers were seen as upmarket alternatives to Fords and Vauxhalls. The 1994 takeover by BMW, who had begun to see Rover as a potential major competitor, saw the development of the Rover 75, before the infamous sell-off in 2000. BMW retained the rights to the Rover name (and the associated portfolio of brands such as Riley, Mini, Triumph and Austin-Healey) after it sold the business, only licensing it to the Phoenix consortium while it was in control of Rover.
One thing that is believed to have led to BMW's sale of Rover due to unprofitability and its subsequent demise at the hands of the Phoenix Consortium was the use of retro styling. In contrast to BMWs at the time in the 1990s (the 3-Series and 5-Series) Rovers were marketed as unsporty premium vehicles, similar to Lancia. Rover under BMW made the decision to have the Rover 75 designed to be a retro car influenced by the Rover P4 and P5. Sales of the 75 were disappointing (only 20% of original planned volumes) throughout its lifespan. Even though it had the engineering and quality potential to return Rover to the status of a premium brand, the design let it down. Some critics of BMW-Rover management in the 1990s have said that if Rover and BMW had positioned it as a vehicle that actually was between the 3- and 5-Series and marketed as sporty and dynamic like its BMW sisters then it might have succeeded, keeping Rover in the hands of secure BMW ownership. However these assumptions disregard the weak economical basis and limited international brand identity the company had at this time.
It should also be considered that under British Aerospace, Rover was never given the investment it required to allow it to develop an extensive range of its own new models, forcing it to keep ageing cars like the Metro in production for too long, and rely increasingly on badge-engineering Honda designs. Whilst British Aerospace escaped the consequences of their underinvestment by selling the Group to BMW, the new owners would suffer badly and witness Rover's newly found profitability disappear and market share decrease.
The BMW management knew that Rover needed a new product lineup to be competitive with Opel/Vauxhall, (GM), Volkswagen, Ford and the other leading mainstream volume manufacturers. The 75 was the first part of this lineup. The MINI was the second. After some prevarication, to replace both the 200 and the 400 with a more direct successor to the 1980s 200 was the Rover 55 (R30 project) intended to combat the Opel Astra, Ford Focus, and Volkswagen Golf in the competitive and lucrative European small family car segment. This high volume semi-premium vehicle was cancelled in 2000, just as the Rover group was sold.
MG Rover
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In 2000, Rover was split into three parts: the MINI marque was retained by BMW (the first generation of which had sold over one million worldwide and more than 200,000 in the U.K.); Land Rover was sold to Ford for an estimated sum of £1.8 billion (which included various other parts of the business); the rest became MG Rover, and was bought for a nominal £10 in May 2000 by a specially-assembled group of businessmen known as the Phoenix Consortium. The consortium was headed by ex-Rover Chief Executive John Towers.
The year before BMW sold MG Rover, it had made losses of an estimated £800million. The four business men who took control of the newly-formed MG Rover Group (previously named Rover Group) are reported to have received around £430million in a dowry from BMW which included unsold stock.
Nanjing Automobile and Ford
The first new car to be launched after the formation of MG Rover was the estate version of the Rover 75, which went on sale later in 2000. In 2003, MG Rover launched the CityRover - an entry-level model which was produced in a venture with Indian carmaker Tata, but failed badly to sell as it was overpriced for the level of equipment if offered. Had MG Rover re-engineered and 'Roverised' the Indica to a higher degree and priced it more sensibly, it may have been much more sucessful. Several concept cars intended as eventual replacements for the Rover 25 and 45 were shown in the early 2000s, but never went into production.
The company continued as MG Rover but production ceased on April 15th 2005, when it was declared insolvent. On 22 July 2005, the physical assets of the collapsed firm were sold to the Nanjing Automobile Group for £53m, who indicated that their preliminary plans involved relocating the Powertrain engine plant to China while splitting car production into Rover lines in China and resumed MG lines in the West Midlands (though not necessarily at Longbridge), where a UK R&D and technical facility would also be developed. On May 30, 2007, Nanjing Automobile Group claimed to have restarted production of TF sports cars in the Longbridge plant; with sales expected to begin in the Autumn.
Shanghai Automotive Industry Corporation, who held the intellectual property of Rover 75 (bought for £67m before Rover collapsed) and was also bidding for MG Rover, announced their own version of the Rover 75 in late 2006. On July 2006, Shanghai Automotive announced their intent to buy the Rover brandname from BMW, who owned the rights to the Rover marque. However, due to Ford's contract with BMW (as it relates to the Rover name), Ford took up their option on the company name and bought it on 18 September 2006, in part to protect their right to the use of the name Land Rover. The Rover name will become part of Ford's Premier Automotive Group (PAG), but Ford has no immediate plans for producing any cars with the Rover badge.
Due to Shanghai's inability to gain the Rover name, they created their own brand with a similar name and badge, known as Roewe. Roewe was eventually launched in early 2007.
Rover models
- Pre-War
- 1904-1912 Rover 8
- 1906-1910 Rover 6
- 1906-1910 Rover 16/20
- 1912-1923 Rover 12
- 1919-1925 Rover 8
- 1924-1927 Rover 9/20
- 1925-1927 Rover 14/45
- 1927-1932 Rover Light Six
- 1927-1947 Rover 10
- 1929-1932 Rover 2-Litre
- 1930-1934 Rover Meteor (16HP/20HP (12/15 kW))
- 1931-1940 Rover Speed 20
- 1932-1933 Rover Pilot/Speed Pilot
- 1932-1932 Rover Scarab
- 1934-1947 Rover 12
- 1934-1947 Rover 14/Speed 14
- 1937-1947 Rover 16
- Small
- 1989-1990 Metro - Called Metro for a year when Austin was dissolved in 1989.
- 1990-1994 Rover Metro
- 1994-1998 Rover 100 (111/114/115)
- 1986-2000 Rover Mini - Originally called the Austin Seven/Morris Mini Minor in 1959, but renamed Rover Mini in 1986.
- 2003-2005 CityRover
- Compact
- 1989-1994 Maestro - Never branded a Rover but sold through brand.
- 1984-1999 Rover 200 (211/213/214/216/218/220)
- 1992-1998 Rover 200 Coupe (216/218/220/220 Turbo)
- 1999-2005 Rover 25
- 2003-2005 Rover Streetwise
- Midsize
- 1948-1949 Rover P3 (60/75)
- 1949-1964 Rover P4 (60/75/80/90/95/100/105/110)
- 1963-1976 Rover P6 (2000/2200)
- 1976-1986 Rover SD1 (2000/2300/2400/2600)
- 1989-1994 Montego - Never branded a Rover but sold through brand.
- 1985-1989 Rover 416i - Australian Market
- 1990-2000 Rover 400 (414/416/418/420)
- 2000-2005 Rover 45
- Large
- 1958-1973 Rover P5 (3-Litre/3.5-Litre)
- 1963-1976 Rover P6 (3500)
- 1976-1986 Rover SD1 (3500/Vitesse)
- 1993-1999 Rover 600 (618/620/623)
- 1986-1998 Rover 800 (820/825/827) and Sterling
- 1998-2005 Rover 75
- Van
List of all Rover cars
Source: Wikipedia
