Rover 800 series – wikipedia 7 cases movie


The first product of the BL-Honda alliance was the Triumph Acclaim – and shortly after its launch electricity review worksheet 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 the Austin Maestro and Austin 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 lucrative North American market – something which it couldn’t fully do unless it had a full-size luxury saloon (at that time the Honda Accord was its biggest model) which would compete with similar large Japanese imports from Toyota and dynamic electricity examples Datsun. 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.

At launch, the 2 litre versions of the 800 used two naturally aspirated gas engine tom 2.0 L 16-valve developments of British Leyland’s stalwart O-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 gasco abu dhabi email address 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 the MG Maestro and MG Montego models. The top 2.5 litre versions (825i Sterling) used a Honda designed V6 unit in 2.5 L capacity. Initially, only a saloon body was offered; a liftback version – referred to as a fastback – became available in 1988.

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 electricity in water pipes 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 the Jaguar 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 u gas hampton version of the M series developed with help from Tickford, leading to this model often being referred to as the Tickford Turbo. [7] Utilising such enhancements as sodium-filled exhaust valves and Mahle 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 the USA, the car was branded as the Sterling, 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. [8] Sales fell in the USA gasbuddy trip as the reputation of the model deteriorated, with J.D. Power surveys and journalists noting problems with the trim, electrics, paintwork and excessive corrosion. [7] This was especially damaging as at the same time, the same core vehicle, the Acura 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 electricity bill nye 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. [7]

In February 1988, the 2.5 L engine was enlarged to 2.7 L, the Maestro-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 budget version of the 800, using an eight-valve gas bijoux soho (as opposed to the usual 16-valve) version of the O-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. Though this budget model was short-lived.

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 as Ford and Vauxhall, and prestige brands such as BMW and Audi. It directly competed with the likes of the Ford Granada/Scorpio and Vauxhall Carlton. [3] 1991: the R17 major facelift [ edit ]

In the autumn of 1991, the 800 was re-skinned and re-engineered under the R17 codename, being launched on 12 November 1991. This saw the gas buddy re-introduction 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 electricity flow direction 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 the Ford Granada which had been Britain’s best-selling car in this sector almost continuously since its launch in 1972. Although the Granada’s successor, the Scorpio, failed to sell well, the 800 was faced with stiff competition from 1994 in the shape of the Vauxhall Omega, as well as premium brand competitors including the BMW 5 series.

Following concerted efforts to learn from the problems that had hit the early model gas station near me open 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. [7]