faded glory: Rover 827 Vitesse | auto•gaga

16 May 2015 | Author: | Comments Off on faded glory: Rover 827 Vitesse | auto•gaga

faded glory: Rover 827

The Rover SD1 was one of the most important of the nineteen seventies. Arguably not the of accolades perhaps, but it won a string of when launched in 1976 – European Car of the Year – and was a sales with six-month long lists in its early days. fair to say that – by the standards of its – there was little to touch new Rover 3500#8242; in performance, and packaging terms.

The SD1 not only onto sell in huge but it established the blueprint for nineteen cars. The idea of a large, five-door saloon held purchase before the new Rover but by the end of the decade it was ubiquitous. Likewise, the front end treatment – itself lovingly from the Ferrari – had become standard fit on from Fords to Renaults.

So successful was the SD1 that it proved a to replace for Austin Rover#8217;s planners. How to improve on a car that – in its final months – was capable, characterful and charming all its rivals? Only in ride and fuel economy did the big V8 really its copybook.

The Rover 800 that was never going to be a radical then, more of a subtle of an already winning formula.

in 1986, #8216;XX#8217; as it was known was available in both conventional saloon and #8216;fastback#8217; variants#8217;, the borrowing very heavily its predecessor stylistically. Being an design, it was edgier and fussier the SD1, using the (then) #8216;folded paper#8217;-style surfacing to whereas the SD1 had fuller, more curves. At the time, the new Rover 800 was thought a very attractive motor car.

More innovative however, was lurked underneath the crisp metalwork. Whereas the SD1#8242;s harked back to Spen and the Triumph TR7 era, the new XX was developed with Honda and followed of that company#8217;s trademark conventions. The double wishbone suspension front and rear was Honda, even down to the travel.

It gave a tactile, feel and great cornering that the SD1 simply couldn#8217;t

A change to front wheel meant it handled quite to its predecessor, but it was implemented well and from relatively little unlike many rival driven designs of the day. One that helped with was the fact that the 2,500cc V6 was a relatively torque-light design, more power than the Rover V8 despite its one litre capacity. Designed at a time Honda was at its engineering zenith, it was a sophisticated and beautifully built unit, made to ultra-high

Brilliant as it may have been on on the road the new Rover 825 felt odd – to those used to the lazy V8. More like a racing car than one purposed for a large saloon, it was fiercely fast extended, but kept out of its narrow the Honda V6 power unit felt anaemic. Going a gear, the engine would #8216;on cam#8217;, snarl and there#8217;d be a turbine-like whoosh of often when all the driver was a little extra grunt.

That the Honda V6 was a masterpiece is but it was the wrong power unit for the The C25a twenty four double overhead cam, fuel injected engine was a smaller bore, non-VTEC of the engine that powered the NSX supercar, where it made more sense. As such, started on making a larger, version – and the 1988 C27a was the

The new Rover 827 was a remarkable car in its day, BMW M5-level performance even in spec Si trim. The only to the Vitesse performance model chassis ones, giving the a better chance of coping the power. A large rear kept the back stable at while revised spring and rates helped put the power

Slightly wider, lower tyres on 15 inch rims fitted, with the option of 16 inch designs.

The result was a  fun car to drive, reaching from standstill in around 7 bags of power wherever and a beautiful engine and gearbox That Honda 2.7 V6 was creamily yet had a menacing bark when and it loved to be revved. Easily to bounce off the rev limiter in top gear, it was of a genuine 150MPH – a feat it while setting the production car speed record on the Isle of Man Tony Pond at the helm in 1990 – this stood for no than twenty years#8230;

Screamingly fast yet reliable as a train, the Rover 827 was a brilliant together of two great car companies, the best of what each had to In Vitesse trim it was better making for glorious driver#8217;s one that few ever discovered. the chassis and engine were blunted as the car received first a catalytic convertor and then a facelift, bringing extra and bulk.

That#8217;s why the late Series One is the original and best you#8217;re lucky enough to owned one, you#8217;ll why.

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