If an ordinary car is not enough ...

Press, 15 December 1983, Page 33

If an ordinary car is not enough ...

By

PETER GREENSLADE

There has always, in New Zealand as in Britain, been a group of motorists for whom an ordinary car is not enough. Even top-of-the-range models from major American, European or Japanese design sources cannot satisfy the discerning tastes of those who demand traditional luxury combined with flawless performance. Those are not my words. They are, I expect, the literary pearl of some public relations minion of NZMC, Ltd, written in a “positioning statement” headed: “Latest generation of Rovers fill unique market slot.” Don’t ask me what a “positioning statement” is in this particular context, and don’t hold me responsible for that heading. Purple prose apart, one cannot help wondering if the aforesaid PR minion was sufficiently equipped to discern the discerning tastes of those who demand traditional luxury. I have just been driving the Rover 35005 E, New Zealand assembly of which NZMC, Ltd, revived recently. Carrying a price tag of $44,138, it has to be a luxury car. All I would question is whether it is accurate to describe it as a traditional luxury car. The Rover SDI series, of which the 35005 E is a product, has been around for quite a time. Unlike so many other makes that, unfortunately for the United Kingdom, fell into the clutches of BL, Ltd, as it is now known, it is one of the survivors, but there have been occasions during its lifetime when its demise seemed imminent. There was a time when it was said that anyone in the

intermediate executive class and above was encouraged by the largely State-owned company to pluck a brand new SDI out of stock and use it for a month or so before replacing it with another. That was one way of ensuring that the model did at least feature on the monthly new car registration list in Britain and was also seen by people as they browsed in the used-car lots. Things have changed since those days and the SDI series is said to be faring rather better now, although there have been no reports that it is likely to set the automotive world on fire. The popularity of the Rover SDI has increased since the Austin Rover division of BL, Ltd, has been aggressively and successfully campaigning specially prepared Vitesse versions in British and European saloon car racing. On first acquaintance with the 35005 E I felt it was rather a cumbersome car for use in motor sporting events, but I soon came to appreciate that it is surprisingly agile, goes quite quickly and handles really well. Bear in mind the car I sampled was fitted with a Borg Warner automatic gearbox and lacked the performance goodies that are fitted to the fleeter Vitesse version. Even at the thick end of $44,000 it is a good car and one that, I imagine, will sell in this country in the limited numbers NZMC is assembling without too much pushing. All the same it does have

some rather unfortunate shortcomings. The dashboard top reflects almost blindingly in the windscreen. For almost 20 years Rovers have been produced with instrument panels seemingly designed by people with magnificent eyesight and untidy minds. In other words, instruments are so small as to be virtually useless by anyone other than an astronaut and Boeing 747 crew. Moreover, they tend to be located anywhere but in the most convenient places. This NZMC-assembled SDI is a little — but not much — better and would be lucky to score five out of ten in my book. Owners of the earlier Austin Allegro will recall that it was fitted, paradoxically, with a steering wheel which was not round. Not unexpectedly, it was not liked and so it was replaced by a wheel that was shaped as the inventor of this useful device originally designed it. Inexplicably, BL, Ltd, has revived this steering wheel that is not a wheel, probably in the vain hope of providing clearance for the driver’s thighs if the car is driven with the adjustable steering column in its lowest position. On reflection that is probably the best position, because it is the most comfortable, although the rim partially conceals vital instruments such as the speedometer and tachometer. Several acquaintances have complained about lack of headroom in the SDI, but this was not evident to me in the latest 35005 E, although one sits rather low in this high-waisted hatchback and one feels almost engulfed by the surroundings sometimes, although it must be admitted one feels well protected by all the sheet metal extending beyond shoulder height. As would be expected in a car of this price, the interior furnishings are in good taste. My version was' upholstered in a rather sombre dark-blue velour that appeared to be of good quality. The carpet, deeppiled, also looked good. Polished walnut strips help create the illusion that the vinyl trim on the doors may be something else, but serve no useful purpose, unlike the wooden door cappings that finished and protected the leather door trim that so many of the

older among us regard today as “traditional luxury” which is, unfortunately, seldom seen. There are, however, two luxury features in this car that could not be described as traditional. One is a magnificent audio system which is pure delight and the other is an excellent, uncomplicated air-condi-tioning system which turns a typical Christchurch nor’ west day, or any other for that matter, into a heavenly one. NZMC is also producing a 2.6-litre in-line six-cylinder version of the SDI. It retails for $34,889, has a five-speed manual gearbox, but lacks the electrically adjustable exterior door mirrors which are also electrically heated, the alloy wheels with 195/70 HR 14 Michelin tyres and the air-conditioning system of the 35005 E. The expensive model is fitted with an aluminium alloy 3528 cu cm pushrod V 8 engine with hydraulic tappets. Power output is 115 kW (154bhp) at a lowly 5200 rpm. This is a spacious saloon that gobbles up the kilometres as if it wears sevenleague boots. It also tends to gobble up the petrol. During town and some fairly brisk country running, that included a circuit of the regular test course, it .averaged around 17 litres/ 100 km, or about 16.5 m.p.g. Obviously, thrift-conseious owners will do a lot better 'than that, but that invites the inevitable question: will thrift-conscious people buy the 35005 E? As I have said already, this is a superb road car. Although it is large, it can be positioned with great accuracy and its steering, power-assisted rack and pinion, is excellent, although .rather light at high speeds. : I thought the brakes, discs and drums and servo-as-sisted, were not up to scratch until an emergency cropped up and they slowed the car in a straight line from an unmentionable speed, albeit with more than a suspicion of lock-up. To all intents and purposes, this is a very smooth and quiet car and it is only when it is really pressed that the wind noise level rises to not intolerable levels. A lot of folk will brush aside my criticisms of the Rover 35005 E as minor, but they are shortcomings that I would not be prepared to endure in any car costing more than $40,000. The more’s the pity. Here is a mighty good ship spoiled, and all for the want of a ha’p’orth of tar. If BL’s Austin Rover division is not aware of these faults already, companies such as NZMC and owners who really care should do something about it. To borrow once again from that PR person’s “positioning statement” (this time with apologies): This is no ordinary car, but it is still not good enough.