Rover 45 (1999 - to 2005)
0 petrol 2.0 diesel [E, L, S, XL, XS, Classic, Club, Connoisseur]) CO2 [G/KM] / EMISSIONS BANDS: 150-259 / A-D
BY ANDY ENRIGHT
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Propping up the 45 range is the 103PS 1.4 and a 1.6-litre engine carried over from the 400 which have accounted for the majority of sales. For buyers with a little more to spend, there's also a 1.8-litre petrol option, plus of course that 2.0-litre V6. Models with the 1.
8-litre engine get the option of the Continuously Variable (CVT) 'Steptronic' automatic transmission system as seen on the MGF: this is standard on V6 variants. Some of the most significant under-bonnet changes have been reserved for the 2.0-litre turbo diesel that a fair few 45 buyers have chosen. It features a new high pressure injection system that does little for the 98bhp power output but much for the crucial torque curve, giving extraordinary pulling power through the gears.
Inside, the changes are relatively minor, though there's a three-spoke rake-adjustable steering wheel with remote audio controls and a larger 45-litre airbag. Extra storage spaces are welcome, as are the redesigned seats (with optional side airbags at the front) fitted with height adjustment for the driver in most models. At the back, there are rear head restraints and three-point seat belts for all three passengers. Much of these improvements are carried over from the smaller 25 and like that car, the 45 has redefined its role in life.
Although aimed at the family hatch market, the saloons start at a more luxurious level than their hatchback cousins and include air conditioning, heated seats and a CD player in a long list of standard fitments. There's a new confidence about the product too, highlighted by a 3-year warranty and longer 15,000-mile service intervals on most models which can only be good news for the used buyer. The emphasis for the 45 range is on quality and image, features not always readily on offer in this area of the market. This is why the dashboard plastics are a grade above what you would normally expect for a car of this class. It's why there's wood trim in the cabin of even the cheapest models. It's why the interior trim has been styled with such care (a choice of two-tone fabric or fabric/leather combinations). There's a range of pretty alloy wheels too, plus a selection of fresh colours, with availability depending on your choice between mainstream trim levels that vary in hatchback form from i to plushest iXL and, for saloons, from Classic to Connoisseur, grades first introduced for the 75. On the safety front, there are seatbelt load limiters and new airbag deployment sensors, plus larger door mirrors. Moreover, the new headlamps provide 60% more illumination and the new, bigger bumpers offer much better impact absorption. All round crash integrity is also said to be improved and ABS is standard on all 1.
6 and 1.8-litre models to stop you losing control in the first place. Compared to its mainstream rivals, this car serves up more halcyon fare. It may not be at the cutting edge of technology but its a distinguished and surprisingly likeable proposition.
In relative terms, the Rover 45 hasnt been as successful as its 25 and 75 siblings. Therefore, if you have a very specific requirement regarding model/specification/colour etc, you may have to hunt long and hard. Since BMW sold Rover, residual values have remained quite strong, the Rover range being buoyed by a wave of goodwill. Opening values are around the £2,150 mark for a 1.
4i E five door or around £2,400 for a five-door 1.6i XS . Insurance for the 45 series is eminently reasonable, starting at Group 8 and topping out at Group 12 for the four-door V6-engined cars.
The Rover 45, being largely based on proven Rover 400-series mechanicals has yet to show any significant failings. Its a truism that it has also been bought by a large number of more mature customers. At the cars launch, industry wags were heard to wonder whether the 25, 45 and 75 range designations were denoted the target age groups for each car. Given that this clientele are less likely to drive the 45 in the manner in which a Ford Focus or Peugeot 306 is often driven, which might waste the chassis development work that BMW undertook, but means good news for the used buyer.
Check that the servicing work has been done, that theres no accident damage and you should be able to land a decent car.
(approx. based on 45 1.4 E) For most parts the prices are quite reasonable and worth the money. Expect to pay around £95 for a full clutch assembly, £160 for a starter motor, around £85 for a headlamp and up to £135 for a radiator.
Brake pads should cost about £55 for the front and £50 for the rear.
The 45 drives with a greater air of authority, thanks to a whole series of BMW-engineered under-the-skin changes intended to imbue a sportier feel. Rover reckons the entire 45 range should provide a sharper drive than the sportiest of the old 400s. This is quite a claim, particularly when you bear in mind that the engine line-up is virtually unchanged. Still, uprated springs and dampers, revised chassis settings and a power steering rack with faster gearing all give grounds for optimism.
Not that Rover buyers tend to have sporting priorities. For them, the relatively minor tweaks under the bonnet will be of limited interest.
The Rover 45 isnt the most technologically impressive or dynamically able car in its class. It doesnt have bold styling or a slick interior. Compared to a Ford Focus, the 45 feels about seven years older not surprising given its 400-series roots. If you feel that this makes it a bad car, then think again.
The 45 has a very specific blend of qualities which appeal to those with an appreciation of value and presence. On any objective measure you wouldnt call the 45 class-leading, but as a used buy it scores in terms of value for money, charm and ease of use. Youre getting a lot of metal for your money and it those conservative lines will date better than many more extremely styled rivals. Given that many owners keep their 45s for a number of years, perhaps thats no bad thing.
