Текст 56

ROVER

Until 1988, all models of the Rover 800 range have featured engines with fuel injection and four valves per cylinder; but with addition of a hatch-fastback range Rover deepens the choices down the price spectrum with a two-valve, carburetted, 2-litre engine - the same one used in the 2-litre Montego.

With this engine, which can run on 95-octane unleaded fuel, the Rover 800 loses some accelerative power, but for most conditions it is ade­quately lively provided the gears are used fairly freely. The power output of 100 h.p. is hardly derisory, and it is delivered at only 5.400 r. p. m. The carburetter embodies effective auto­matic mixture control for cold start­ing. The transmission ratios and final drive have been kept the same as those of the other four-cylinder models; in cruise conditions one can tell hardly any difference from the fuel-injected models.

The other hatchback Rover 800 models are parallels to the existing saloon range. There is the four-cylinder 820e with four-valves per cylinder, single-point fuel injection and 120 h. p. There is the multi-point fuel injection model with 140 h. p. In the 2.7-litre Honda V6 models there is an Si and a Sterling but not an SLi. However, there is an extra top model in the fastback range - the Vitesse, identified by a rear aerofoil and by sill mouldings, giving a slight reduction in drag coefficient, to 0.30. This makes the Vitesse slightly faster: with a five-speed manual gearbox, it can just reach 140 m.p.h. - a marketing rather than a practical statistic, perhaps, but there might be a little benefit to fuel economy, especially considering that the tyres for the Vitesse are extra-low profile 205/60 instead of the 195/65-15s on the other models.

Unlike the Sterling, which has automatic transmission as standard and a five-speed manual gearbox as a no-cost option, the five-speed is stan­dard for the Vitesse, with the Honda four-speed automatic box as the no-cost alternative.

The hatchback tail is ingeniously contrived as a direct development from the saloon, with the tail-lamp units fixed and the opening diving down to bumper level between them. The big sloping tailgate is strongly gas-strutted to counteract its weight, lifting the hinged rear part of the back shelf as it goes up. Like the boot of the saloon, the tailgate is self-locking. It can be opened either by the key or by a remote electric switch on the floor near the driver (the same electric release is now adopted for the saloon range). The sloping tail is reminiscent of the former Rover SD1, and the large back window has a wiper and washer jet, with programmed action.

Perhaps Rover is convinced that for a hatchback to be used three-up, with one section of the seat folded down and luggage overflowing forward from the load space, is rather rare, and so the rear seat is not divided. It folds as one piece for max­imum load capacity, extending the floor length to 5ft 9in. Much is sac­rificed to styling appeal; the rear slope does not provide much stacking height.

The total Rover 800 series line-up now includes 14 models, and some of the new features of the hatchback carry over to the saloon. The interior door trim is improved. The electric window switches have been repositioned in the console. Anti-lock brakes become optional for all models (they are standard on the Sterling). A revised gearbox comes in for four-cylinder versions, with first and second gears lower, and fourth and fifth slightly higher. Self-levelling suspension is optional on all 2-litre saloons, and on all hatchbacks except 820 and Vitesse (which has sports suspension).