Rover 800 (1986-1991): The rivals


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800 (1986-1991): the rivals
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Replacing the SD1 was always going to be a tough act, but Austin Rover worked with Honda to produce an entirely new type of executive car. Bristling with high technology features, it was a world away from the traditional SD1.

But was it any good? Was the opposition better? We decide whether the Anglo-Japanese 800 was in the same league as the cream of the European crop.

The executive set...

Alfa Romeo 164: 1987-1998 We're going to see a quintet of cars sat on the same platform in this group - but of all the 'Type Fours' the Pininfarina styled Alfa 164 was by far the prettiest. Unlike earlier large Alfas, this was front wheel drive, and shared a great deal of Fiat/Lancia hardware. The glorious 3-Litre V6 was used in the 164, and meant it possessed the most charismatic engine in the class. This one didn't rust, and wasn't too unreliable.
Audi 100 C3: 1982-1991 A major step forward when the wraps were pulled off this car in September 1982. Light weight and superior aerodynamics were allied to the efficient five-cylinder engine to produce an executive car with unrivalled pace and economy for its size. Despite its advanced specification, the Audi didn't quite earn its premium pricing here in the UK. It's an interesting classic despite anodyne styling and driving experience.
BMW 5-Series: 1988-1996 BMW's 5-Series was a quantum leap over its conservatively styled predecessor. Although the same basic engines and suspension systems were carried over, they had been considerably refined, adding to the car's 'ultimate driving machine' reputation. Sweet-sixes were always the best ones to have, with the 528i and 535i being almost unbeatable. On top of this, excellent build quality made it the car to beat in the class.
Citroen XM: 1989-1999 Replacing the CX must have been difficult for Citroen, but with the XM, the feat was managed superbly. Hydractive suspension offered superb ride comfort but reasonably roll-free cornering. Individually styled interior was interesting and huge. Two-litre engines were weak in standard form, but turbos were quick. Diesel and V6 versions were outstanding. Electrical problems dented image, and the XM never recovered.
Fiat Croma: 1985-1994 The Fiat Croma was never considered a credible force in the executive market, but that is not to say it was without merit. Interior was spacious (if low-rent) and the boot was huge. Engines delivered the goods, although the turbo version was vividly quick. The best power units were reserved for the Lancia Thema, which was much more appealing. Floppy body resulted in poor handling and ride - are there any left?
Ford Granada Mk3/Scorpio: 1985-1997 Ford's Granada went all Jellymould on us in 1985, and its grip on the executive market ebbed away from this point on. Engines were considered a weak link in four- and V6-cylinder forms, but the packaging was good otherwise. Interior was vast, and the chassis set-up was rather good. 4x4 and Cosworth versions offered sparkle at the top of the range. It was the first European car to offer ABS as standard across the range.
Honda Legend: 1985-1991 Honda's first executive car was produced with a little help from Rover - and vice versa. Considering it was a first effort, it was really quite good, and although styling resembed an Accord-on-steroids, it worked well, if not quite as successfully as Rover's incarnation. Wheelarch blisters were a late project add-on but added character. V6 engines were gems, but could you live with the interior?
Lancia Thema: 1985-1994 Lancia's version of the Type Four was elegant and understated - like the Croma and 9000, it was styled by Giugiaro, so ended up looking a bit like a giant Uno. The plush woody interior used Alcantara masterfully, and strong engines provided plenty of straight line shove. The interior was capacious and inviting. Not a sales success in the UK despite its obvious appeal - being overshadowed by more established rivals.
Mercedes-Benz W124: 1985-1994 Following hard on the heels of the aerodynamically styled 190 Series, the Mercedes-Benz W124 was a kick up the Eighties for the German manufacturer. Build quality was not up to that of the W123, but improved after customer backlash. Engines lacked BMW's sparkle, but were up to the job - excellent handling made up for the shortfall. Too pricey to compete on level terms with others in the class, but few cared.
Peugeot 605: 1989-1999 Peugeot's previous large car effort, the 604, had all the ingredients to succeed: sharp Pininfarina styling, smooth V6 engines, and a supple chassis. Despite that, its sales weren't anything to write home about. With its replacement, they decided to do exactly the same, and guess what happened... The 605 was a valiant effort, but because of its generic styling, critics said it looked to much like a 405 - or Alfa 164.
Renault 25: 1984-1993 The 25 was another large French car that failed to sell outside its homeland. Styled by Robert Opron, the genius who bought us the Citroen SM, it really should have looked more inspiring, even if it was briefly Europe's most aerodynamic car. Remembered for its digital dashboard and terrifying depreciation, the 25 actually had a lot going for it, despite its utter anonymity. V6 versions were fast and thirsty but no match for an 827.
Saab 9000: 1984-1992 Saab's first all-new car (excluding the badge-engineered 600) since the 99, and it proved a radical departure for the company, even if the turbocharged slant-four that powered it had a familiar ring. First model shown was the 175bhp T16, and it set a new class standard for performance at the time of its launch. Quality was tight, and reliability a step above its Italian cousins. CSE version stayed in production until 1998.
Vauxhall Carlton/Opel Omega: 1986-1994 The Vauxhall Carlton continued GM's obsession with aerodynamically styled saloons. Underneath the surprisingly bland (considering its smoothness) exterior, the story was a familiar one, with many engines and its layout shared with its boxy predecessor. Despite that, it was a good car to drive, and excellent news on the motorway. Rear drive layout welcome, especially in the storming 3-litre GSi versions.
Vauxhall/Opel Senator: 1987-1994 The Senator was easily outsold in the UK by the Scorpio and Rover 827, but we reckon many buyers were missing out on a bit of a gem. Although the digital dashboard took some getting useful, and the interior was a bit too flash for its own good, it was a cracking drive, with excellent performance, handling and steering. The 24V version knocked on the door of 150mph, but was civilised in everyday driving.
Volvo 760: 1982-1990 Introduced in 1982, the Volvo 760GLE was a vast improvement over the old 260. Its dynamics were significantly improved, interior was more spacious, performance from the newly enlarged Douvrin engine even stronger and the bumpers were even bigger. Styled to appease American buyers, the 760 found many fans in the UK, too - and although it looked like a tank, it drove very well - considering that live rear axle.

Verdict

When the Rover 800 was introduced, it went straight to the head of the class in terms of technology and engineering. The two-litre version boasted a 16V engine that punched well above its weight in terms of power and economy, and the V6 was a smooth powerhouse. As a driver's car, it faired pretty well too - especially in four-cylinder form, thanks to its excellent PCF power steering.

Of course the 800 was a compromise, and the suspension was never as good as it could have been. More shockingly, though, build quality was very lax on the early cars.

Despite these teething troubles, Rover buckled down and developed it into a good car - and one that in the UK at least became the best selling car in its sector. Its closest rivals in terms of sales were the Granada, Carlton/Senator and Volvo 760 - and none could hold a candle to the Rover in the 2-litre sector.

Looking overseas, the Type Fours only convinced when wearing a Saab or Alfa Romeo badge, and although both did wonders for their makers, they didn't threaten Rover in the executive car park. Either would have been a cracking choice, though - and in the right forms, could leave Rover standing still.

The Germans were still too expensive to compare directly with the 800, but for those with the extra company budget, both the Mercedes-Benz W124 and BMW 5-Series offered a range of abilities, build quality and depreciation, the Rover could only dream of.

The French cars were, by and large, nowhere. The Renault 25 and Peugeot 605 had absolutely zero prestige, despite being excellent cars to drive. Only the Citroen could offer something a little more - and that was individuality.

The most interesting comparison here would be between the Honda and Rover - and despite sharing so many components under the skin, they are so different in feel, it's hard not to admire the two companies made platform sharing work. That is, until you see how far Rover and Honda went their own ways - to the benefit of no one in particular.

In the two-litre class, a 1986 Rover 820Si would stand head and shoulders above all its price rivals, but going up a notch to the V6, the story is a little different, with many of the alternatives being better to drive - despite the current thinking that the V6s are the most desirable of all the XXs.

Buying one today, you're still looking at an interesting and well-priced large car - and one that remains surprisingly good to drive if you can find a good one. For a little extra pizzaz, you might be tempted by the Citroen XM or Alfa 164 - and let's face it, neither of these alternatives are going to be any more reliable than the Rover.

If you want dependability, you could go for the BMW, Audi or Mercedes-Benz, but you'd largely forgo character taking these options - so a safe middle option could be the Saab...

With help from Mark Mastrototaro

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