THE 500-MILE TEST ROVER 75: On the high road back to the 1950s, Michael McAleer was somewhat impressed (and by times bemused) by the thoroughly decent Rover 75
Dominating the Rover logo is a Viking ship sailing directly into view. It couldn't be a more appropriate symbol to affix to the Rover 75, a car which offers a ride quality only matched by a large cruiser.
Sports fans need not apply. Rubber-burners and tyre squealers will be sorely disappointed. But then the Rover 75 has absolutely no pretensions towards being a sports saloon.
The ride and handling act as a stimulant to relaxation. Traffic congestion is immaterial and endless lane-hopping are another world. Cruise control is the order of the day.
This is the world of Horlicks and warm milk before bed. The shipping forecast and BBC Radio 4. Slippers, perhaps a pipe.
Think middle England and Rover will be the car of choice. The image association harks back to the 1950s and Rover doesn't go out of its way to dispel such connotations.
Certainly the retro cream-coloured oval dials that dominate the dash are designed to give such a traditional old-English feel to the car. Yet, while the blue-rinsed world of middle-class England populated by thousands of Hyacinth Buckets may not be your cup of tea, set aside your prejudices. This is a 21st century motor.
With its trip computer, cruise control and smooth diesel engine, the cabin design is clearly aimed at weaning the more traditionalist drivers to accept the new world technology, provided it is encapsulated in this old world cocoon of wood and analogue dials.
Its lines have a certain familiar feel to them, and during the time we had the test car it was frequently mistaken for a Jaguar by less motor-wise colleagues. Not something that would make the boys and girls at Ford's premier British marque jump for joy.
The best thing about this car is its engine. Many firms advertise their diesel units as being indistinguishable from petrol engines, but we experienced it for real with this car. The rumbling of the diesel unit was well muffled and we had to listen hard to note the difference in tone.
If it didn't say diesel on the fuel gauge we may have been spluttering our way from the forecourt of a petrol station in search of a hosepipe and that terrible taste of petrol as we drained the tank.
Perhaps it's my rural upbringing but diesels are synonymous with a cacophony of rattling, the odd shuddering and an asphyxiating cloud of black smoke. While this is totally unfair to diesels of the time and particularly of today, I continually approach diesel cars with a deal of scepticism and dread. However, this common-rail diesel is a charmer. For those who haven't been keeping up with our jargon patrol, common-rail technology delivers fuel at a much higher pressure giving greater refinement, lower consumption and lower emissions levels.
This engine fits the bill. It pulls strongly, and runs sweetly. It's an award winner as well. The magazine Diesel Car, awarding the 75 the compact executive winner in 2001 wrote: "From inside or out, there is really no way of knowing you are listening to a diesel power plant, this sweet motor taking on a deceptive note more like that of Rover's own, smooth K-series petrol units."
Credit where it's due, however. Like the British monarchy, beneath the flag-waving there's a strong German lineage influencing this particular model. Former owner BMW sold the firm off to a consortium of management, employees and dealers.
While the marriage lasted only six years, the single fruit born from the alliance was the Rover 75. As part of the divorce the German marque agreed to let the new owners install BMW's 2-litre common-rail turbodiesel engine in the one car the Germans really had any influence in making.
However, not only the engine originates from the Germans. The refined ride and comfort comes from MacPherson struts up front. But at the back an adaptation of BMW's renowned Z-axle is used - the same configuration used in the 3-series and MINI. Although designed for rear-wheel drive cars, it proves itself on a non-driven axle too.
Ride comfort is exemplary and on smooth roads, if you can find any in Ireland, you are taken aback by the Rover's suppleness. The price for the Rover's supple ride comes in a rather lifeless steering and when driving over undulating roads the softly sprung car reveals a tendency to float, and around corners it exhibits bodyroll. This is a price that many would find too expensive, particularly those who prefer to take a more active role in their movement from A to B.
Inside, and the cabin is quite spacious with the soft cushioned seats offering good lumbar support and a very comfortable driving position. The boot space, at 328 litres is not terribly commodious, but with the rear seats folded down, capacity is increased to a very useful 928 litres.
And there is plenty of cubby-hole space. On the Club Elite version we drove, the specification was quite high, with ABS and the "electronic eye" parking assistance as part of the package, and our test car came equipped with a power operated sunroof. All the controls are close at hand and feel solid and well-finished. One problem we noted was the over-sensitivity of the parking assistance, which seemed to fear coming within two metres of anything to the rear.
Colleagues are suggesting we are getting fixated on car dials, but it would be remiss to comment on the Rover 75 and not mention them. They are the first feature that strikes you when you sit behind the wheel.
The oval dials have cream faces and black upright graphics, rimmed by chrome and swept by black pointers.
A classically styled analogue clock is set into the centre part of the facia. They all resemble the barometers that once seemed standard issue in every grandmother's house in Ireland. Hanging within line of sight of the Sacred Heart, meteorological conditions were scientifically graded into rain, fair, and sunshine.
The comparison with a barometer sticks in our minds and as we motored down the M1, frequently glancing down to see if our future conditions would be fair or foul. The four-headlamp design at the front also falls slightly flat. Both are an acquired taste and some may never acquire it.
Exterior noise levels are kept down by window glass that is 40 per cent thicker than normal, and a double insulated bulkhead. Only a slight wind rustle around the A-pillars intrudes at speed.
So, overall a smooth and relatively silent drive - if not the most invigorating car we've driven. The saviour of the British motor industry and the MG-Rover marque? Unlikely.
We've been reminded by a reader that this year marks the 50th anniversary of the takeover by Austin of its rival Nuffield organisation, with the Morris, MG, Riley and Wolseley marques. The resulting firm, BMC, was to seal the fate of the British motor industry. The remnants left behind by BMW means MG-Rover faces an extremely challenging future.FACTFILE
Engine/Transmission: 1950cc, four cyclinder DOHC, turbo-charged, inter-cooled diesel with common rail direct injection coupled to a five-speed Getrag manual gearbox.
Performance: A top speed of 119 mph and a 0-60 mph of 11.7 seconds.
Specification: Club Elite model comes with ABS, cruise control, 6-CD box stereo, air conditioning, driver and front passenger airbag, electric sunroof, front and rear fog lamps.
THE COMPETITION
Rover 75 2-litre diesel Club Elite 1,950cc 11.7 (0-60mph); 119 max speed, 114 BHP, 48.8MPG (combined) €35,245
Alfa Romeo 156 2.4 JTD 2,387cc, 9.8 (0-60mph), 132 max speed, 150 BHP, 42.2 MPG, €35,500
BMW 32Od 1,995cc, 8.9 (0-60mph); 130 max speed, 150 BHP, 51.4 (MPG) €38,399
Saab 9-3 2.2 TiD Arc 2,171cc, 11 (0-60mph); 124 max speed, 125 BHP, 44 MPG, €40,900
Audi A4 1.9 TDi (130) 1,896cc, 10.1 (0-60mph); 129 max speed, 130 BHP, 50.4 MGP, €40,060