Rover 75 (1999 - to 2005)
6 petrol 2.0 diesel [Classic (SE), Connoisseur (SE), Club (SE)])
BY ANDY ENRIGHT
Rover has produced so many last chance saloons that by now theyve become rather good at it. The 75 range is the product of Rovers disastrous spell under the governance of BMW, and if you were expecting the cars abilities to mirror the organisational fiasco that overwhelmed Rover, youd be quite wrong. The 75 is arguably the best Rover model to date, ruthlessly aimed at a specific target audience and offering good value. As a used proposition, the 75 fares well, with high demand despite fairly strong resale values.
| Build |  |
| Comfort |  |
| Depreciation | |
| Economy |  |
| Equipment |  |
| Handling | |
| Insurance | |
| Performance | |
| Styling | |
| Value | |
Set a 75 alongside any of these and it seems a classier proposition altogether. So much so in fact that youd think it competed in the next class up against BMW 5 Series and Audi A6 opposition. This is entirely intentional, of course, for the 75 must, at a stroke, replace not one but two complete ranges the 600 and 800 Series line-ups. In order to do so, theres an impressive range of engines on offer including a diesel unit courtesy of BMWs 2.
0-litre Common Rail unit, the same as that used in the Bavarian companys 320d. Developing 116bhp, the marketeers hope that the 2.0 CDT models will convert diesel doubters, combining as they do sparkling performance (0-60mph in 11.0s en route to 120mph) with an achievable consumption average not far off 50mpg.
The V6s arent the fastest engines of their kind, but theyre certainly among the most refined. However, they produce a lovely six-cylinder burble that really will put Rover enthusiasts in mind of some of the classic models from the 40s and 50s. The same is true of the interior, complete with its oval steam engine binnacle dials that look like theyve been lifted from one of HG Wells time machines. Other lovely detail touches also take you back: the chrome-plated door pulls and wing mirrors, the satisfying clunk as the doors shut even the wood fascia, designed into the cabin rather than added on as an afterthought. It isnt really wood of course, but who cares? Its the ambience that matters and ambience is something the 75 has in abundance. Accommodation is one area where those glorious junior Bentley looks flatter to deceive. The 75 may be somewhere between a 3 and a 5 Series in exterior length but inside, theres no more room than youd find in the smaller Three.
This is surprising when you consider the natural packaging advantages that the front wheel drive Rover enjoys over its rear wheel drive German counterparts. In compensation, the boot is a reasonable size though you have to pay extra for a folding rear seat. Standard equipment levels really depend upon the size of your chequebook and your choice between three main trim levels Classic, Club and Connoisseur. Either way, however, expect to find ABS, powered front windows and mirrors, a six-speaker stereo and an alarm fitted across the range.
One of the factors which served to slow the sales of new 75s was the models high pricing. Broadly equivalent to the price of a new BMW 3 series, the Rover seemed to have priced itself out of the Vectra and Mondeo market, and many buyers reasoned that if they were going to buy a BMW, they wanted one with a blue and white badge on its bonnet. The Rover hasnt been able to match the residual values of the 3 series, and for those used buyers who appreciate the 75s blend of qualities, this can only be a good thing. Prices start at £3,200 for a 1999 T-plate 75 1.
8 Classic SE. Youll need to budget another £100 for the Club SE version, and automatics tend to retail at around £150 more than their manual counterparts. The 75 2.0-litre V6 engined cars start at £3,475 for a Classic SE, £3,525 for a Club, £3,850 for a Club SE Automatic and £3,650 for a Connoisseur, all on a 1999 T-plate.
Prices for equivalent 2.5 V6 cars are £3,700 for a Club model, £3,950 for a Connoisseur SE and £4,200 for a Connoisseur SE Auto. The 2.0-litre CDT turbo diesel cars start at £3,500 for a manual Classic SE and range up to £9,975 for a 2003 53-plated Connoisseur SE model.
Insurance for the 75 is pretty reasonable, starting at Group 9 for the 1.8 and turbodiesel cars, through Group 11 for the 2.0-litre V6 engined models up to Group 14 for the 2.5-litre flagships.
The Rover 75 has proved to be a reliable offering, and despite its executive pretensions has been bought by a large number of more mature customers. Given that this clientele are less likely to drive the 75 in the manner in which an Alfa Romeo 156 or a BMW 3 Series are often driven, this is good news for the used buyer. One thing to check is that the specification sheet matches the date of first registration. There are continued rumours of large numbers of 75s that Rover pre-registered to artificially inflate sales figures.
These cars may have been standing in a field or car park for weeks on end, so check for water ingress, signs of surface corrosion on suspension parts. Aside from this, its pretty clear with the 75 so far.
(approx. based on 75 1.8) Nothing too scary here. For most parts the prices are quite reasonable and worth the money.
Expect to pay around £230 for a full clutch assembly, around £90 for a headlamp and about £195 for an alternator. Brake pads should cost about £55 for the front and £50 for the rear, whilst a starter motor is around £185.
Its hard to believe the 1.8-litre models share an engine with the Lotus Elise. Not that the Rover disgraces itself over a series of bends, just that in this guise, its noticeably more refined. It can still develop a useful 120bhp which means sixty in 10.
9s on the way to 121mph. Even the diesel can manage the sprint from rest to sixty in 11.0 seconds en route to 120mph. With an achievable consumption average not far off 50mpg, its an impressive unit, as drivers of the similarly equipped BMW 320d have testified.
The 2.5-litre V6 cars manage sixty in 8.2s on the way to 137mph, and have an impressively relaxed nature, especially when mated to the automatic gearbox. The 1.
8T offers the best compromise between performance and affordability whilst those with plenty of money to spend may well prefer the mighty V8. On the road, that emphasis on luxury continues. The Rover sails over surfaces that would, quite frankly, be unpleasant in equivalent BMWs and Audis. Its quieter too in every area save that of wind noise.
True, a 3 Series or an Alfa 156 is more fun to drive on a twisting country road, but a well-driven 75 wouldnt be that far behind: in every other circumstance, its the car youd rather be in, capable yet undemanding. Theres the usual choice of five-speed manual or a new five-speed automatic transmission which curiously, given this Rovers Bavarian parentage, isnt available with the Steptronic self-shifter that works so well on rival BMWs. Even so, this is the one to choose, the shift quality of the manual box, though adequate, not being one of the Rovers strongpoints.
The Rover 75 is a British-built car to be proud of. Currently riding on a wave of goodwill, the 75 is a car that can be bought with head as well as the heart. If you want a car thats refined, sophisticated and which has more of a presence and sense of occasion than any of its rivals, take a look at a Rover 75. Theres not a bad choice across the entire range, though the 2.
0-litre V6 automatics are particularly smooth. With quite a few examples now landing in the used network, take your time to track down a good one. Its worth the effort, as the 75 will still look good on your drive ten years down the line.
