Rover 75

Идиты

 

фуйня... интересно что под капотом. наверное 1.8Т

 

ажж афигел

Это - концепт.

 

отлично.

 

Вторая фота красяво С оптикой головной тока вот какая то непонятка

 

а чё там так темно внути?

 

сууупер, люлю купехи!

 

Такая смесь всего.... Решетка радиатора как на Ауди, линия заднего пассажирского стекла(ну как там правильно это звучит...которая на БМВ искривленна) очень мерседес SL напомнила, а так очень крутая конечно!

 

КрасотиЩЩа. Вот только передняя решетка а-ля ОООО

 

наверное, концепт поэтому. недоработанный интерьер.



симпатично.

 

Неплохая

 

купе зер гуд!!

 

Немного истории
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The History of Rover

ROVER'S ORIGINS ARE IN BICYCLE MANUFACTURE. The materials may have changed, but even the most expensive mountain bike today owes is origins to John Kemp Starley. In 1884 he was making the Rover tricycle. Two years later he made this and the Ordinary, which rendered the famous penny-farthing obsolete. You can still see his diamond-shaped frame and geared-up chain drive to the rear wheel on virtually every cycle sold today.

After a powered tricycle in 1901, the first four-wheeler appeared in 1904. Quickly the company build up a reputation for quality, especially with the Fourteen and Sixteen models built both before and immediately after the second world war. One unique Rover feature was the free wheel which gave, according to contemporary advertisements, 'silent coasting and easy-free gear changing.' The famous Viking badge was first used in the 1920s.

In 1949 came the P4, which, with various engines, would be Rover's mainstay until the arrival of the 3.0-litre P5. Rovers were large cars in what would today be called the executive sector, and by this time they were resolutely the choice of the professional middle classes. The cars' reputation was solid, reliable, well engineered, comfortable and unexiting. But the Rover company was still technically highly capable, and if its production models had achieved a rather staid 'auntie' image, the experimental ones were almost light years ahead of their rivals.

In 1945 gas turbine or jet engines had only been used in military aircraft - and they were still at early stages there. Rover had already set up a unit to see if they had a future in road vehicles. In 1950 the wraps came off JET1, the world's first gas turbine-powered car. This remarkable vehicle had a 230bhp engine fitted in a P4 chassis with an experimental convertible body. Two years later this car was timed at over 152mph. A Rover-BRM raced at Le Mans in 1963 and 1965, but the engine proved seriously uneconomical, and the problems of noise were considered to make it an uneconomic pursuit. This was to be the end of Rover's affair with the gas turbine.

A new production model, the elegant P5, was to challenge Jaguar's place in the luxury car market. But it needed a better engine. It was in 1962 when Rover's managing director William Martin-Hurst was visiting Mercury Marine's experimental department in Wisconsin that he almost tripped over a cast-aside all-aluminium V8 engine. Buick had used in it its Special, but had dropped it in favour of a new thin-wall cast iron engine more appropriate to the US market. The 3.5 weighed just 12lb more than the Rover's 3.0 in-line six, and was just half an inch longer than a typical four cylinder engine. Rover acquired it at once and it became the ubiquitous Rover V8. The basic design proved so sound that the same V8, although hugely modified, is still in use today.

The P6, launched in 1963, was an outstandingly advanced car. It used a separate 'skeleton' body-chassis frame, with non-stressed wing, door, boot and bonnet panels. de Dion location was used for the rear suspension, while the complex independent front suspension left space for the possible installation of a bulky gas turbine engine. The 2.0, later 2.2-litre four was joined by the 3.5 V8. Comfortable, fast, safe and stylish it further enhanced Rover's reputation for technically-superior, high-quality cars.

Sadly Rover, having prospered so far, was shortly to be drawn into the vortex of destructive forces that ravaged the British motor industry in the post-war period. In 1965 Rover merged with Alvis, but a year later BMC bought Jaguar, to form British Motor Holdings. At much the same time Leyland-Standard Triumph acquired Rover - and in 1968 British Leyland took charge. For Rover this meant the end for the projected mid-engined P6BS sports car.

BL designated the P6's replacement SD1 (for Special Designs). With a radically styled aerodynamic hatchback body. It came out in 1977 with the 3.5 V8 and was voted as Car Of The Year. With its extensive use of electronics it was quite, comfortable, capacious and handled well. Unfortunately it was bedevilled by build- quality problems. Though later models were much improved and fuel-injected Vitesse models were fast, British Leyland was in trouble though the SD1 made money it was to be the last all-British Rover.

At this time, Honda was seeking a way round the European restrictions on the imports of Japanese cars. In 1979 a collaboration deal was signed with BL, by now renamed Austin-Rover. The British company urgently needed a replacement for the Triumph Dolomite, which it did not have. The answer was for Rover to build a version of the Honda Ballade at Cowley, using bought-in engines and transmissions, calling it the Triumph Acclaim.

Austin-Rover now consolidated its brands. Land-Rover remained largely self-contained, though some components were shared. The MG name was dropped in 1982 while the Austin name was used for the mid-market Maestro and Montego models and the small and cheap Metro and Mini. Meanwhile, the Rover name was used for more up-market cars developed in conjunction with Honda. For the first time, the Rover name appeared on smaller cars.

The joint program went from strength to strength during the 1980s. The first jointly developed car was the 1989 Rover 200/400Honda Concerto. Project XX resulted in the Rover 800 and Honda Legend, which replaced the SD1. By 1992 Austin-Rover had metamorphosed into Rover Group and was owned by British Aerospace, but the links with Honda continued. The Rover 600 and Accord, as well as the Civic and second generation 200/400 models were joint developments. While Rover learned how to improve quality and run its production lines efficiently, Honda gained access to Rover's highly creative technical and styling abilities and its European markets.

Launched in the new 200 in 1989 was Rover's lean-burn K-series engine. Something of a technical triumph, these all-alloy engines are fastened together with just four bolts running from sump to head. Initially a 1.1 or 1.4 4-cylinder, the engine range later included larger options including V6s and versions with variable valve timing mechanisms, and like Rover's perennial V8 has proved popular with other car manufacturers.

The evergreen Mini, inherited from Austin, has been unaffected by all these upheavals, and Rover restored dignity to the MG initials by launching an all-new MGF model, rather than simply using them for badge engineering purposes. Later the Austin models were not replaced as they became obsolete.

The Honda tie-up came an unpleasant end in 1994 when BMW made a pre-emptive strike and bought Rover from British Aerospace. Honda was taken by surprise - and its strategy was upset. It did not want to buy out the British company but would have been prepared to deepen co-operation further. As it was BAe preferred a quick sale. This meant the end of technical co-operation with the Japanese, although production agreements were honoured for the lifetime of the existing models.

Under BMW, all did not go smoothly for Rover. The German company had bought a subsidiary with production larger than its own. While BMW was more of a niche manufacturer than Rover, its products were largely competing in the same market segments. To make matters worse, BMW's management strategy for the new company was confused and the subject of internal conflict in Munich. Over the following years, a number of senior BMW and Rover employees left.

In contrast to its early 1990s resurgence, Rover under BMW conspicuously failed to meet the challenges facing it. 1995's new Rover 400 (a Honda joint project) set new standards of ride comfort for a car of its size and was well received. Rover developed its new 200 series entirely in-house. Though lacking space, the car was praised for its engineering.

But there was no replacement for the old Metro, now renamed 100, and dropping it hurt sales volumes significantly. Meanwhile the large 600 and 800 series were showing their age. While Rover worked on anew model to replace them, rivals caught up with the 400 series, leaving it and the 200 overpriced. Sales dropped further, while weak European currencies damaged export profitability. The models were facelifted, renamed 25 and 45, and prices reduced, while a project to replace them was begun.

When it was finally launched in 1999, the new Cowley-built Rover 75 (to replace the 600 and 800) was praised. Awkwardly, What Car? Magazine declared the 1.8 version better than its BMW rival. But the launch of the car was undermined by the appalling timing of BMW's public wrangling with Rover's major problem.

To keep going, Rover's antiquated Longbridge plant would need major investment. A highly unproductive facility, it could make cars well enough, but not cheaply enough. The low and dropping value of the euro made matters worse, hurting exports and increasing the costs to BMW of investment. BMW threatened to close it and move production to Hungary - but a public outcry and promise of money from the British government made it change its mind. Within months, however, BMW had lost its nerve, and with losses continuing to mount it decided in short order to give up the idea of making Rover cars anywhere by to breaking up and selling off the Rover Group.

Land-Rover, with its strong US sales was easily sold to Ford, but the original deal for Rover cars with venture capital group Alchemy spelled the end for Rover: the name was to be dropped, leaving just MG-branded cars to be produced in much reduced numbers. Much to the delight of unions and political commentators in Britain this deal collapsed. Eventually a consortium known as Phoenix inked a deal with BMW in May 2000. Phoenix, including former Rover senior management figures, was formed to challenge the Alchemy bid and worked up a business plan and extensive international financing in a few short weeks. BMW, having lost money on Rover's operations, then effectively had to pay Phoenix to take the less attractive parts of the business off its hands by providing cash and guarantees. It strategy having manifestly failed, the German company was glad simply to wash its hands of the problem.

Nevertheless, BMW has retained the new Mini and the Cowley factory near Oxford. Mini, whose engines will be made in joint-venture factory with DaimlerChrysler in south America, is seen as a premium product, while Cowley's future may well also have something to do with BMW's other major British asset: the Rolls-Royce name.

For Phoenix, starting afresh, the challenge is to prove that they can make a new commercial strategy work at Rover. Importantly, the highly regarded new Rover 75 model was transferred to Phoenix at Longbridge. Rover, like other manufacturers, is highly unlikely to remain independent in the long term. Its immediate problem will be to provide replacement models for its ageing 25 and 45 models, and after that to update the MGF. Given Rover's sales volumes, this will only be financially viable in partnership with another maker, in much the pattern of the old Rover Group's former association with Honda. This time, the tie-up is likely to run deeper - and be harder to unravel.

 

Уже почти 2 года езжу на 75 зелененьком
И ничего доволен, конечно это не 540 их и сравнивать даже нельзя..... Совершенно разные машины как по классу так и по езде, но у Ровера тоже есть свои приятные моменты. Для своих 2.5 движечек крутится очень весело.... Хотя все портит тормознутый автомат от Джатко..... НА БМВ этот агрегат выше всяких похвал , но зато расход бензина около 12 в городе и 8 на трассе !!!!! против 15-11 у БМВ

 

купе ни че! цвет правда не очень