Rover 827 index page

1 Dec 2014 | Author: | Comments Off on Rover 827 index page

Rover 827

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to the Rover 800

The Rover 800 was first in 1986, and was a replacement for the much SD1 range. It was initially available in form only with a 2 ‘M’ series engine (of own design) or a 2.5 litre 24 valve V6 was sourced from Honda. The 2.5 was by the torquier 2.7 a couple of years the fastback version being at about the same time.

The and running gear for the car was all of Honda being used also in Legend model. The bodywork was by Rover, and the 1986 car was a very design which although looking at the time now looks dated and tacky.

1991 year saw a major facelift, most of the panels being in a better looking roundier The ‘M’ series engine was with the much improved still rather less perfect) ‘T’ series. In an to save money, Rover decreed that the doors be retained in order to minimise changes.

This of course compromised the restyling excercise, and ironically, it transpired (once the development had the point of no return) that the pressing tools were out and needed replacement anyway. the stylists could have had way after all!!

The 2.7 Honda was much loved by all (esp. the and the fact that Rover had no warranty problems with engine is testament indeed to its But it was an expensive engine to buy in and in 1996 launched the in-house designed 2.5 KV6. It is possible also with the mid 90’s BMW takeover the engine became a poor for reasons of corporate politics.

On the KV6 looked brilliant, 24 valve, cam with variable length tracts, multipoint sequential injection and distributorless (DIS) Fuel economy was better the Honda unit as well, I 31 mpg in a prototype (manual transmission) about 500 miles of reasonably touring type driving. were, unfortunately, one or two flies in the

First was the fact that part of the engine was built on the new line (built for the original 4 K series), the remainder being on the rather ancient machinery used to make the T series. The one was that the tiny K series seemed to be being stretched way its orginal design capacity.

As have turned out, the re. the KV6 have been vindicated, and in contrast to the unburstable reputation of the V6, the KV6 is regarded as an expensive breakdown to happen. Interestingly, the larger 4 cylinder K’s (e.g. 1.8 seem to suffer similar i.e. head gasket cylinder blocks warping etc.

Even when the KV6 was the 800 was long in the tooth with a image problem, which with the reliability issues above, means late 825’s can be had for peanuts. They are a very risky buy though, if V6 is your bag then what you want is an 827. The 2.0 litre T is gutsy enough but is rough and whereas the silky Honda V6 than compensates for some of the other flaws.

On the plus side, the 800 handles is very roomy, and well my late 1995 car is a basic (ex. police) yet has ABS, airbags, 16inch alloys, windows front and rear, as as remote central locking a decent factory fitted

The bottom line though, is the are worth having, if nothing they are cheap, reasonably to service and in the case of the 2.7 V6, rapid and Also, now that the Rover 75 has firmly established, prices of are on their knees, and the earlier of models can now be bought for little than bargain banger You can’t help feeling that if the designers of the Rover P6 had been able to look the future and see the shape of things to they would have rather disappointed.

Brief Description


At the there are double wishbone telescopic shock absorbers and bar. Rack and pinion with speed sensitive assistance. The rear suspension transerse links and struts anti-roll bar.

Probably one of the things about the 800 is the vari-PAS which is one-finger light at speeds but firms up as the speed thus presenting the driver plenty of solid feel cornering. As mentioned above the is not brilliant good compared to cars in the same class, but on the side its quite straightforward to on and replacement parts are reasonably


This is steel jointly developed with the floorpan being used on legend model. Four saloon, Five door or two door coupe bodies Whether down to japanese NVH techniques, or overly low profiles but on later models with 16 and 17 rims there is quite a lot of road noise inside the

That said the later on cars had a very expensive deadening pack, so these be better in this area.

the car is very roomy although it is narrow for its class; I’ve this had something to do with a tax law relating to vehicle width! is shallow on pre-facelift saloons but saloons are much deeper and have folding rear


These are discs all with ABS on later models. feel on the ABS cars is a little even new cars are like maybe this is due to the longer runs needed for this

At least the pedal feel is though, and their is plenty of power available when As with many other disc equipped cars, the is a complete pain, and if the self mechanism fails then the solution is to replace the rear


Early 2.0 litre had the M series which was developed the T series on facelifted vehicles. are pretty gutsy although all 2.0 cars are a bit rough. Common seems to be oil leaks from the head gasket, and it sounds as lasting fixes for this are to achieve.

The V6 honda engine far more suited to the character of an exec. class car and these smooth and effortless performance almost unburstable reliability. V6’s are the Rover designed 2.5 KV6; sadly these to be an altogether unworthy successor to the unit, although they are economical.

Manual gearboxes are of design and are all OK, but can lose synchro on 5th as as going a bit whiney in the lower Auto gearboxes are a 4 speed ZF or unit, these of course use petrol and cost mega-bucks if fail.

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