| Manufacturer | Rover |
|---|---|
| Production | 1992-1998 |
| Assembly | Longbridge, United Kingdom |
| Class | Coupe |
| Body style | 2-door Coupé |
| Layout | FF layout |
| Wheelbase | 2,550 mm (100.4 in) |
| Length | 4,270 mm (168.1 in) |
| Width | 1,680 mm (66.1 in) |
| Height | 1,370 mm (53.9 in) |
| Related | Honda Concerto Rover 200 |
The Rover 200 Coupé was a car produced by the Rover Group, based on the Rover 200 Mark II, with most of the body panels and the bumpers unique in the range. The car was launched on 6 October 1992 at the Paris Motor Show.
It was given the project code name 'Tomcat' when in development. Although the car was never badged as 'Tomcat' the name was used on some of the parts, and can be found on the reverse side of some of the interior trim panels.
When introduced, the range flagship - the Rover 220 Turbo Coupé - was the most powerful production Rover made yet. Its powerful engine and front wheel drive drivetrain configuration was complemented by cornering traction assistance achieved through a Torsen torque sensing limited slip differential (LSD). The differential is a completely mechanical device so by most manufacturer's standards this would not have been considered to be a 'Traction Control System'. However the LSD was the reason why the Rover was marketed as having traction control. Anti-lock braking (ABS) was standard on the 2.0 litre models.
The Rover 200 Coupe's distinctive road presence was created by smooth, flowing lines and a versatile, removable split glass roof which also resists solar heat. The range gave Rover an entrant into the medium sector coupé market at home and abroad. In 2.0 litre turbocharged form, it was the fastest accelerating production Rover ever built.
For the time, the Coupé had a wide range of standard features such as a Targa-Top UV resistant Glass roof (often wrongly referred to as a T-Bar style roof), power assisted steering, ABS on 2.0 litre models, electric front windows, infra-red remote control central door locking, comprehensive alarm system and alloy road wheels with locking wheel nuts.
A specially developed version of the established 'Torsen' torque-sensing traction control system - previously only applied to four-wheel-drive vehicles - was developed to help optimise handling. It was standard on the 220 Turbo Coupé, and optional for the first year of production on the naturally aspirated 220 version. Critics at the time reported that the handling was marred by the power being rather clumsily transmitted through the front wheels. As a result the handling dynamics fell short of its rivals.
Across the range, revisions to the suspension settings used on the Rover 200 also contributed to handling and comfort.
The sporting contours of the Rover 200 Coupé were enhanced by a specially shaped split glass roof system, with a central T-Bar. The twin panels could be tilted or detached independently, and the bar itself could also be removed and stored in the boot in a special protective cover.
The glass was an advanced, semi-reflective material, coated with titanium. Transmission of solar heat was restricted to only six per cent, eliminating the need for a sun blind.
The lines of the 200 Coupé resulted from a completely new monoside and front and rear roof panels, new front and rear bumpers and a deep front spoiler extension with large intake grille.
The interior was designed to accommodate four people, with rear seats individually styled.
With the application of burr walnut veneer and quality fabrics, the interior was in the best Rover traditions of elegance and refinement. Optional leather trim was also available.
The Rover 200 Coupé featured infra-red remote central door locking as standard. It also saw the application of the award winning ultrasonic alarm system developed originally for the Rover 800 executive range, giving both perimetric and volumetric protection.
At the release, three engine types gave the Rover 200 Coupe a broad appeal - 1.6 litre (111 PS, 82 kW), 2.0 litre (136 PS, 100 kW) and 2.0 litre turbo (200 PS, 147 kW). The 2.0 litre versions saw the debut of Rover's T Series engine in the 200 Series range. All versions had manual transmission as standard, with an automatic option on the 216 Coupe. The 216 Coupe used Honda's D series Single Over Head Camshaft power unit.
The 1.6 litre model was designed to appeal to the cost conscious Coupé buyer. Priced at £14,495, the 111 PS (82 kW) version achieved a 0-60 mph time of 9.5 seconds and a maximum speed of 120 mph (193 km/h).
Seating four passengers, the 216 offered genuine 16 valve performance and a comprehensive feature specification including:
Automatic transmission was available as a cost option on this model only.
This model featured the T series 2.0 litre 16 valve engine, later introduced in to the rest of the 200/400 range in 1993. It replaced the M16 unit used in previous models. The 220 Coupé was priced at £16,670.
In naturally aspirated form, the 16-valve T Series produced 136 PS (100 kW; 134 bhp) at 6000 rpm and a top speed of 127 mph (204 km/h). 0-60 mph came up in 8.2 seconds and offered customers more of a balance between competitive performance and elegant sporting lines.
Low down torque also ensured good driveability and through-the-gears performance without the need for constant gear changing.
Over the 216 Coupé, the 220 featured:
The flagship of the range, the 220 Coupé Turbo's performance came from the T Series 2.0 litre 16-valve engine with turbo-charging producing 200 PS (147 kW; 197 bhp) at 6000 rpm. The fastest-ever production Rover achieved 150 mph (241 km/h) and a 0-60 mph time of only 6.2 seconds.[1]
Torsen torque sensing traction control, uprated suspension and anti-lock brakes as standard.
The car was priced at £18,315
Features of the Rover 220 Coupé Turbo over the naturally aspired 220 included:
Ash Grey was the standard trim colour on all derivatives, but the optional full leather trim set could be specified in either Ash Grey or Sand Stone Beige.
Exterior colours initially were:
Tahiti Blue was a new colour exclusive to the Rover 200 Coupé, later introduced to other cars in the Rover range.
In 1994 changes were introduced to the 200 Coupé range. Nordic Blue and Quicksilver were replaced with British Racing Green, Platinum Silver and Charcoal. Cost saving changes were also seen, such as a reduction in the amount of leather used, ignition barrel light removed and dash light dimming deleted. The Rover Coupé also gained a chrome grille to bring in line with the rest of the 200 series. The alarm system also received several changes to keep up with current security requirements.
In 1995, the Rover Group were preparing to update the coupé and refresh the range, bringing it in line with the new 200 and 400 hatchback range. Excessive stock of the 216 Coupé led Rover to bring out a new model, the 216SE. This was dressed up with the rear body coloured spoiler and front fog lamps, aimed to generate additional sales to clear the way for the new models.
In 1996, the Rover Group announced revisions to the Rover 200 Coupé. Three, all new, models were introduced to replace the previous models. The 216 Coupé had the Honda power unit replaced with Rover Group's own K series 16 valve double overhead camshaft power unit. The popularity of the SE model ensured it continued in to the new range and again featured a body coloured rear spoiler and front fog lamps over the standard 216 Coupé. The K Series 1.6 litre engine again produced 111 PS (82 kW) and identical speed. The automatic transmission was again available for the 216 and 216 SE Coupé models only.
The flagship of the range, the 218 VVC Coupé again used Rover Group's K series engine with the addition of variable valve control. The 218 VVC Coupé produced 145 PS (107 kW; 143 bhp), reached 131 mph (211 km/h) and a 0-60 mph time of 7.8 seconds. The alarm system on all models was again changed and now featured Thatcham approval.
Outside, the paint could be specified in 7 colours, including one all new colour:
Near the end of production, Diamond White again became available and another new colour, Anthracite was also available, although this is exceptionally rare.
Inside, the interior was completely revamped and featured the new rounder dash as fitted to the newer shape Rover 200, commonly referred to as the 'bubble' shape. The interior trim was lightened from the dark Ash Grey to a lighter Picadilly Grey. The 216 and 216 SE Coupé was fitted with cloth trim in either red or Ash Gray centres whilst the VVC came with the leather side boulsters as seen in previous models. All three models had the option of full smokestone leather.
The 216 Coupé was fitted with steel wheels with plastic trims or could be specified with a cost option 6 spoke 'turbo' alloy road wheels. The 216SE and 218 VVC Coupé both came with an all new 5 spoke alloy road wheels.
At the end of 1998, Rover Group ceased production of the 200 Coupé, bringing the R8 range to an end. The Rover Coupé body shape was never revamped to bring into line with the new shape 200 and 400 and with the Rover Group later going into administration, the coupé story came to a sad end.
The 200 Coupé was sold throughout Europe, Japan and even in New Zealand. The 216 Coupé sold outside the UK home market came fitted with double over head camshaft Honda power unit, rather than the single over head camshaft unit fitted to the UK cars.
Whilst the Rover 200 Coupé ceased production in 1998, there have been several sightings of newer models. S and T registered cars can be found and even a very late registered V registration. Some of these are the newer updated range, sold late by the dealerships but there are also several 220 Coupe Turbo models registered late. These tend mostly to be export models that returned to the UK unsold.
In particular, a batch of approximately 330 220 Coupé Turbo models were shipped off to Japan in 1995. There are many stories surrounding these vehicles, but the facts below are thought to be true:
The batch of vehicles left the UK, bound for Newmill, Keith. The vehicles were specified with all the optional extra, such as the full leather trim set and air conditioning. They were built to Japanese regulations so featured kilometre per hour clocks, a flare in the passenger foot well, and wheel arch extension trims. Emissions regulations changed whilst these vehicles were in transit and the cars could not be sold without alterations so they returned to the UK. It is not known for sure if they returned immediately as there was a three year gap from leaving to them appearing again.
However, once back in the UK, Rover Group were left with few options. The new range of 200 Coupé models had been introduced, so these were now obsolete. Cost to ship back to Japan would have meant massive losses so the cars were converted back to UK specification and all registered in August 1998 by the Rover group. The cars had to be treated as being imported so the cars could not be sold on for a further six months due to importing laws. Rover then finally sold the cars off cheap to staff and selected car dealerships. A number of the vehicles are N plate registered with the last three letters as FDH.A lot of FDH models are sold with missleading information,such as,more power than a normal u.k 220 coupe turbo which is not the case, as they all have the same amount of BHP.
In 1993, Rover Group produced 36 specifically modified 200 Coupé Turbo models. The cars were not undersealed and were seam welded and fully race prepared. The code name Tomcat from the project days was used to create a new race series, the Dunlop Rover Tomcat Race Series. The cars competed against each other around the UK and Europe for two years until Rover dropped their backing. The series was renamed the Stafford Landrover Super Coupé Cup and the cars continued to battle it out against each other. Many of the cars are still in existence and some still compete competitively against similar cars that have fallen fate of the end of single make series racing.
| Type | 1980s | 1990s | 2000s | 2010s | ||||||||||||||||||||||||||||
| 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | |
| Ownership | BL plc / Rover Group | British Aerospace | BMW | Phoenix Venture Holdings | Nanjing Auto / SAIC | |||||||||||||||||||||||||||
| Group name | BL Cars | Austin Rover Group / Land Rover Group | Rover Group | MG Rover | NAC MG / MG Motor | |||||||||||||||||||||||||||
| City car | Mini | |||||||||||||||||||||||||||||||
| Supermini | Austin Metro | Rover Metro | Rover 100 | CityRover | MG 3 | |||||||||||||||||||||||||||
| Small family car | Austin Allegro | Austin Maestro | MG ZR | MG 3SW | ||||||||||||||||||||||||||||
| Triumph Acclaim | Rover 200 (SD3) | Rover 200 (R8) | Rover 200 (R3) | Rover 25 | ||||||||||||||||||||||||||||
| Large family car | Morris Ital | Austin Montego | MG ZS | |||||||||||||||||||||||||||||
| Rover 400 (R8) | Rover 400 (HH-R) | Rover 45 | MG 6 | |||||||||||||||||||||||||||||
| Princess | Austin Ambassador | Rover 600 | MG ZT | |||||||||||||||||||||||||||||
| Rover 75 | MG 7 | |||||||||||||||||||||||||||||||
| Executive car | Rover SD1 | Rover 800 (XX) | Rover 800 (R17) | |||||||||||||||||||||||||||||
| Coupé | Rover 200 Coupé | |||||||||||||||||||||||||||||||
| Sports car | Triumph TR7 | MG RV8 | MG F | MG TF | MG TF | |||||||||||||||||||||||||||
| MG SV | ||||||||||||||||||||||||||||||||
| Off-road and SUV | Land Rover SIII | Land Rover 90/110 | Land Rover Defender | (Land Rover acquired by Ford in 2000) | ||||||||||||||||||||||||||||
| Range Rover | ||||||||||||||||||||||||||||||||
| Land Rover Discovery | ||||||||||||||||||||||||||||||||
| Land Rover Freelander | ||||||||||||||||||||||||||||||||