ATL : British Leyland - Rover Group

Prt I

This is an ATL timeline of Rover Group models regarding an alternate break up of British Leyland.
This will start out as an OTL until 1984 when BMW signs an agreement with Rover to produce a range of saloons then continuing to 1986 when Ford Motor Company buys the Rover Group.
It will also encompass the 2008 Financial Crisis when Ford has to sell Rover & MG to BMW and Austin to Mazda



In 1980 apart from the long lived Allegro 3, Princess 2, Maxi 2, Mini, Rover SD 1 and the new Honda based Triumph Acclaim, British Leyland Motors (Car Division) had very little in the way of modern offerings to sell to the British public. With the successful launch and reception of the Triumph Acclaim it was decided to split British Leyland into seperate groups to hopefully save the UK motor industry. Daimler Group encompassing Daimler, Jaguar and Triumph, Wolesley Group encompassing Morris and Wolesley and Rover Group. Leyland Truck & Bus will encompass all the groups commercial vehicles.


Rover Group : Rover / Austin / Land Rover / MG (based at Castle Bromwich, Longdridge & Soilhull)

Land Rover.jpg

Mini Mk IV

The Mark IV was introduced in 1976, though by this stage British Leyland was working on a new small car which was widely expected to replace the Mini before much longer. It had a front rubber-mounted sub frame with single tower bolts and the rear frame had some larger bushings introduced, all intended to improve the car's mechanical refinement and to reduce noise levels. Twin column stalks for indicators and wipers were introduced, as were larger foot pedals. From 1977 onwards, the rear light clusters included reversing lights.

In July 1979 the lower end of the Mini range was altered. The basic Mini 850 (which had featured in various forms since the original launch 20 years before) was withdrawn. Its place was taken by two models at slightly lower and slightly higher price points. The new base model was the Mini City, with black-painted bumpers, an untrimmed lower facia rail, part-fabric seats and wing mirror and sun visor only on the driver's side, plus unique 'City' body graphics and boot badge. Above the City was the new 850 SDL (Super Deluxe), which had the same specification as the standard Mini 1000 but with the smaller engine.

For August 1979 the Mini's 20th anniversary was marked by the introduction of the first true limited-edition Mini, which was the Mini 1100 Special. This was a 5000-car run with the 1098 cc engine, broadly to the specification already in production for the European market as a standard model with the same name. However this was the first time a UK-market 'round-nose' (i.e. non-Clubman) Mini had been available with the 1098 cc engine, and the UK limited edition was also fitted with unique Exacton alloy wheels – the first time these were fitted to a factory-produced Mini – and plastic wheel arch extensions. Inside was the 1275 GT's three-dial instrument cluster and a leather-rimmed wheel with a rectangular centre from the Innocenti Mini hatchback.

The 1100 Special and 850 City models were phased out by 1980, and during the same year the engine was upgraded to the improved A-Plus unit from the new Metro in 998 cc form, which was now the only engine available in the Mini. This was then followed by a number of incremental developments.

In 1978, the Mini was one of the key cars made available to disabled motorists under the new Mobility scheme.

Reports of the Mini's imminent demise surfaced again in 1980 with the launch of the Austin Metro (badging with the word "mini" in all lowercase). Faced with competition from a new wave of modern super minis like the Ford Fiesta, Renault 5 and Volkswagen Polo, the Mini was beginning to fall out of favour in many export markets, with the South African, Australian, and New Zealand markets all stopping production around this time. Buyers of small cars now wanted modern and practical designs, usually with a hatchback.

Although the Mini continued to be produced after the Metro's launch, production volumes were reduced as British Leyland and its successor Austin Rover Group concentrated on the Metro as its key super mini. The original Mini's last year in the top ten of Britain's top selling cars was 1981, as it came ninth and the Metro was fifth. The arrival of the Metro also had production of the larger Allegro pruned back before it was finally discontinued in 1982. In 1982, BL made 56,297 Minis and over 175,000 Metros. During the early 1980's, the Mini received many mechanical upgrades which were shared with the Metro, such as the A Plus engine 12-inch wheels with front disc brakes, improved soundproofing and quieter, stronger transmissions. This not only modernised the Mini but, because many of its major sub assemblies were now shared with the Metro, made it very cost-effective to produce despite falling sales volumes. The Mini's 25th anniversary fell in 1984 and British Leyland produced a 'Mini 25' limited edition model, both to mark the occasion and to publicise the recent upgrades to the model. This marked the start of a turnaround in the Mini's fortunes. Basic models such as the City and the City E (using the economy-tuned drive train from the Metro HLE) filled in the bottom of the Austin-Rover range and still found buyers who wanted a compact city car that was easy to park and cheap to run. Low purchase and running costs also made the Mini continually popular as a first car for younger drivers, and Austin-Rover introduced a steady stream of limited editions with bright paint colours, body graphics, and trim to appeal to this market. The Mini was also becoming prized as a characterful and nostalgic car in its own right, and the London Edition of limited-edition models was more upmarket and luxurious and named after affluent or fashionable parts of London. These marketing strategies proved very successful; Mini production actually had modest increases through the mid-1980's, from 34,974 in 1985 to 35,280 in 1985 and 39,800 in 1986. By 1990, with the reintroduction of the very popular Cooper model, Mini production passed 40,000. In 1988, Rover Group decided to keep the Mini in production for as long as it was viable to do so, putting an end to reports that it would be discontinued by 1991, by which time the original Metro would also be replaced.

Land Rover Series III

The series III had the same body and engine options as the preceding IIa, including station wagons and the 1 Ton versions. Little changed cosmetically from the IIA to the series III. The series III is the most common series vehicle, with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward (ostensibly to comply with Australian, American and Dutch lighting regulations) and remained in this position for the series III. The traditional metal grille, featured on the series I, II and IIA, was replaced with a plastic one for the series-III model. The 2.25-litre engine had its compression raised from 7:1 to 8:1, increasing the power slightly (the high compression engine had been an optional fit on the IIa model for several years). During the series-III production run from 1971 until 1985, the 1,000,000th Land Rover rolled off the production line in 1976.

The series III saw many changes in the later part of its life as Land Rover updated the design to meet increased competition. This was the first model to feature syncromesh on all four gears, although some late H-suffix SIIA models (mainly the more expensive Station Wagons) had used the all-synchro box. In keeping with early 1970's trends in automotive interior design, both in safety and use of more advanced materials, the simple metal dashboard of earlier models was redesigned to accept a new moulded plastic dash. The instrument cluster, which was previously centrally located, was moved to the driver's side. Long-wheelbase series-III vehicles had the Salisbury rear axle (the differential housing and axle case are one piece) as standard, although some late SIIA 109-inch (2,800 mm) vehicles had them too.

In 1980, the 2.25-litre petrol and diesel engines received five main bearing crankshafts to increase rigidity and the transmission, axles and wheel hubs were strengthened. This was the culmination of a series of updates to the transmission that had been made since the 1960's to combat the all-too-common problem of the rear axle half-shafts breaking in heavy usage. This problem was partly due to the design of the shafts themselves. Due to the fully floating design of the rear wheel hubs, the half shafts can be removed very quickly without even having to jack the vehicle off the ground. The tendency for commercial operators to overload their vehicles exacerbated this flaw which blighted the series Land Rovers in many of their export markets and established a reputation that continues in many markets to the present day. This is despite the 1982 re-design (mainly the increase of driving-splinesfrom 10 to 24 to reduce stress) that all but solved the problem.

Also, new trim options were introduced to make the interior more comfortable if the buyer so wished (many farmers and commercial users preferred the original, non-trimmed interior).

These changes culminated in April 1982 with the introduction of the "County" spec. Station Wagon Land Rovers, available in both 88-inch (2,200 mm) and 109-inch (2,800 mm) types. These had all-new cloth seats from the Leyland T-45 Lorry, soundproofing kits, tinted glass and other "soft" options designed to appeal to the leisure owner/user.

Of more interest was the introduction of the High Capacity Pick Up to the 109-inch (2,800 mm) chassis. This was a pick-up truck load bay that offered 25% more cubic capacity than the standard pick-up style. The HCPU came with heavy-duty suspension and was popular with public utility companies and building contractors.

Stage One V8

The first Prototype V8 Land Rover the creation of Bruce McWilliams, then President of the Rover Motor Company of North America Limited. Bruce thought that the newly acquired all alloy V8 from GM would be perfect for the Land Rover. Early 1966 the project was given to then Service Manager and newly appointed Product Development Engineer, Richard F Green of Rover Motor Co of NA Ltd based in South San Francisco, CA (373 Shaw Rd). Richard's past was from year on the GP & Sports Car Racing with teams like Aston Martin & MG/BMC. Green came to America in Feb 1956 after the Monte Carlo Rally, his sponsor was Ken Miles, another Brit, Ken had driven 1 of 3 of the EX182 (to later be the MGA) at LeMans 1955. Project was named "BOP" (Buick-Olds-Pontiac). McWilliams listed specifications he wanted in addition to the V8 such as Primrose Yellow pant, Black upholstery, Side pipes from a Corvette, a Hurst Shifter, making a hot rod in the California sense of the word. Richard Green had other ideas... A new 1966 88" Station Wagon was pick-up at the SF Docks and taken to British Sports Car Service in Hayward, CA for teardown. Rochard designed and draw out a blue print for the engine adapter plate (the same one the Factory would go on to use for 3 other V8's they build some later). In Addition to the increased horsepower, Green would up-rate the 10" SLS drum brakes to 11" x3" wide DLS from the new NADA 109" they would soon be testing; Increase fuel capacity; Relocate and fit adjustable drivers seat; and with the help of Moeller Bros Body Shop they modified the rear bulkhead, and then painted the 88" Golden Rod Yellow... which would then become the new project name. "Golden Rod". By d the Golden Rod, then drove it to NY City for McWilliams to see, then it was shipped to Southampton where Green would later collect it and drive it to Solihull. Some of the guys still remember it coming through the front gate one wet Sept day in 1966.

From 1979 until 1985, the Stage 1 was built using some of the same components as the Range Rover and 101 Forward Control, such as the LT95 gearbox and 3.5-litre Rover V8 petrol engine. The engine was detuned to 91 hp (68 kW) from the 135BHP of the contemporary Range Rover. The vehicle came about because the competing Toyota Land Cruiser and Nissan Patrol vehicles, fitted with powerful and durable 6-cylinder engines, were making considerable inroads into the market, particularly in Australia and Africa. A V8-powered Land Rover with the Range Rover's constant 4WD system was a considerable technological advancement on the part-time 4WD and 4-cyl engines of previous variants, though the Stage 1 still used the Series III's leaf springs.

The Stage 1 was normally available only in LWB 109-inch (2,800 mm) form but 24 examples were built with the SWB 88 in (2,235 mm) wheelbase.

"Stage 1" refers to the first stage of investment by the British Government in the company to improve the Land Rover and Range Rover product offerings to counter the aforementioned market challenges, and were a transitional development on the way to the coil-sprung Land Rover 90 and 110. The use of the Range Rover engine and drivetrain made it the only Series III vehicle to have permanent four-wheel drive.

Most of the V8 Stage 1 vehicles were exported, as the larger engine was not really sought-after by UK owners, for whom the 4-cyl 2286 cc engine seemed to be sufficient and somewhat more economical. A small number may have been used by the British armed forces. However, the New Zealand Army bought 566 Stage 1 V8 Land Rovers which entered service over the period 1982 - 1986. The New Zealand Army standardised on the type, retiring the previous mixture of British- and Australian-built 88" and 109" Series 2 variants. All the V8 vehicles were 109" configuration and were supplied with a plastic-coated canvas canopy with bodywork in Deep Bronze Green. All had 24v electrics with Fitted For Radio (FFR) vehicles having a larger 100 amp generator supplied by Milspec Manufacturing Pty Ltd of Australia. Variants included a hard-top fitted vehicle used for specialist signals tasks (some of which had dual rear wheels for lateral stability to counteract the weight of additional equipment carried). There was also a white-painted 300 TDI conversion of approximately 20 vehicles, including a hard top and locally-devised disc brake conversion, for peacekeeping service with New Zealand's UNPROFOR contingent in Bosnia-Herzegovina from 1994 to 1996. The retirement of New Zealand V8 Stage 1 vehicles started from 2000, with the last examples taken out of service in 2006 once sufficient numbers of the Pinzgauer replacement vehicle became available. The vehicles were sold off in a series of disposal auctions, and many are now cherished by private owners in New Zealand.

UK Miltitary

The British used series Land Rovers in large numbers (and continues to use the modern Defender versions). The British Army tested the 80-inch (2.03 m) series-I Land Rover almost as soon as it was launched in 1948. At that time, the Army was more interested in developing a specially designed military utility 4×4 (the Austin Champ). However, the Champ proved too complex, heavy and unreliable in battlefield conditions so the Army looked to the Land Rover. In the late 1940s the Ministry of Defence was keen on the standardisation of its vehicles and equipment. Part of this plan was to fit Rolls Royce petrol engines to all its vehicles (even though most were not actually built by R-R). A batch of series-I Land Rovers were fitted with Rolls-Royce B40 four-cylinder engine, which required modification to an 81-inch (2.06 m) wheelbase). However, the engine was too heavy and slow-revving, which stunted performance and produced torque that the Rover gearbox could only just cope with. Rover convinced the MOD that, considering the quantities of Land Rovers they were considering ordering, that the standard 1.6-litre engine would suffice. The MOD started ordering Land Rovers in batches from late 1949. The initial batches were for 50 vehicles, but by the mid-1950s the Army was buying Land Rovers 200 vehicles at a time.

Land Rovers were deployed to the Korean War and the Suez Crisis and became standard light military vehicles throughout the Commonwealth.

However, as the 1960's progressed, more and more specialised versions were developed. As well as the standard 'GS' (General Service) vehicles, a common variant was the 'FFR' (Fitted For Radio', which had 24-volt electrics and a large engine-powered generator to power on-board radios. There were also Ambulances on the 109-inch (2.77 m) series-II and series-III chassis. A well-known version was the LRDPV (Long-Range Desert Patrol Vehicle), commonly called the 'Pink Panther', on account of their distinctive light pink sand camouflage. These 109-inch (2.77 m) series IIs were converted by Marshalls of Cambridge by being stripped of doors and windscreens and fitted with grenade launchers, a machine gun mounting ring and long-range fuel tanks and water tanks. They were used by the SAS for desert patrol and special operations.

By the late 1970's, the British Army had acquired around 9,000 series-III models, which were mainly a special "heavy duty" version of the 109-inch (2.77 m) soft top. These models had improved suspension components and a different chassis cross-member design. These were produced in 12-volt 'GS' models and 24-volt 'FFR' versions. A small number were 88-inch (2.24 m) GS and FFR models, but in general the Army used the air-portable half-ton, 88-inch (2.24 m) “lightweight” version. The lightweight was in service by many armies all over the world. In Europe also the Royal Dutch Ground Forces and the Danish Army used the Land Rover lightweight. Instead of the petrol engine the Dutch and Danish lightweights had diesel engines. Instead of the canvas top the Dutch ones had PVC tops like the modern Land Rover "Wolf".

In addition, there were also 101-inch (2.57 m) Forward Control models, 109-inch (2.77 m) FV18067 ambulances built by Marshalls of Cambridge.

The RN and RAF also acquired and maintained smaller Land Rover fleets during the 1960's and 1970's. The RAF used 88-inch (2.24 m) models for communications, liaison, personnel transport and airfield tractor duties. The Royal Navy's fleet was, understandably, small and consisted mainly of GS-spec and Station Wagon versions for personnel and cargo transport.

All British military Land Rovers used the 2.25-litre four-cylinder petrol engine, except the forward control 101 which used the 3.5 litre Rover V8 engine . However, some overseas customers (such as The Netherlands) specified the 2.25-litre diesel unit instead.

The Land Rover is also the basis for the Shorland Internal Security Services developed by Short Brothers.

Range Rover Series I

Introduced to the public in June 1970, the new "Range Rover" was launched as "A Car For All Reasons", boasting a top speed of around 100 mph (160 km/h), a towing capacity of 3.5 tons, spacious accommodation for five occupants, hydraulic disc brakes on all wheels, and a groundbreaking four-speed, dual-range, permanent four-wheel drive system.

To much critical acclaim, it appeared that Rover had succeeded in their goal of making a car equally capable both on and off-road – arguably better in both environments than any other four-wheel-drive vehicle of its era. With a top speed of 95 mph (153 km/h) and acceleration from a standstill to 60 mph (97 km/h) in less than 15 seconds, performance was stated as being better than many family saloon cars of its era, and off-road performance was good, owing to its long suspension travel and high ground clearance. The 1995 Classic Range Rovers would reduce the 0 to 60 mph (0 to 97 km/h) time to around 11 seconds, and increase the top speed to approximately 110 mph (180 km/h).

Chassis & suspension

The Range Rover broke from the Land Rovers of its time by using coil springs instead of the then-common leaf springs. Because of its hefty weight, it also had disc brakes on all four wheels. Originally, it had no power steering though this was added a few years after its introduction.

One problem with the Range Rover chassis was that it suffered considerably from body roll. Because of this, the suspension was lowered by 20 mm (0.8 in) in 1980, and later gained anti roll bars and was introduced in late 1992 for high-end 1993 models.

Most Range Rovers had a 100-inch (2,540 mm) wheel base. However, 1992 saw the introduction of a more luxurious model, branded the LSE in the United Kingdom and County LWB (long wheelbase) in the United States, providing expansive rear-passenger legroom absent from the 100-inch wheelbase models. These had a 108-inch (2,743 mm) wheelbase, air suspension and 4.2-litre engines.

The 100-inch Range Rover chassis became the basis for the Land Rover Discovery introduced in 1989.


Originally, the Range Rover was fitted with a detuned 135 hp (101 kW) version of the Buick derived Rover V8 engine. The 3,528 cc (3.5 L; 215.3 cu in) engine was increased to a displacement of 3,947 cc (3.9 L; 240.9 cu in) for the 1989 model year, and 4,197 cc (4.2 L; 256.1 cu in) in 1992.

Petrol-fuelled Range Rovers were fitted with carburettors until 1986, when they were replaced by Lucas electronic fuel injection improving both performance and fuel economy. The Lucas injection system continued to evolve over the next several years, culminating in the 1990 to 1995 Lucas CUX.Some export markets retained carburettors, with the original Zenith Stromberg manufactured units being replaced by Skinners Union (SU)-manufactured items.

From 1979 onwards, Land Rover collaborated with Perkins on Project Iceberg, an effort to develop a diesel version of the Range Rover's 3.5-litre V8 engine. Both naturally aspirated and turbocharged versions were built, but the all-alloy engine blocks failed under the much greater pressures involved in diesel operation. The project was, therefore, abandoned. The effort to strengthen the Rover V8 for diesel operation was not, however, completely wasted; the 4.2-litre petrol variant of the engine used crankshaft castings developed in the Iceberg project.

Because of the Iceberg failure, it was not until 1986 that Range Rovers gained diesel engines from the factory. The more efficient 2,393 cc (2.4 L; 146.0 cu in) inline four VM diesel from Italy was made available as an option for the heavily taxed European market as the 'Turbo D' model, and were increased to 2,499 cc (2.5 L; 152.5 cu in) in 1989. The VM engines were highly advanced and refined diesel engines for their time but were received poorly by the UK press due to their inconsistent torque delivery compared to the V8 models. To counter these criticisms Land Rover used a Turbo D Range Rover to set several speed and endurance records for diesel vehicles during 1987, including a continuous run over 24 hours at over 100 mph (160 km/h). The VM were replaced by Land Rover's own 200 Tdi turbocharged diesel engine in 1992. and 300 Tdi at the end of 1994.


The Range Rover used permanent four wheel drive, rather than the switchable rear-wheel/four-wheel drive on Land Rover Series vehicles, and had a lever for switching ratios on the transfer box for off-road use. Originally, the only gearbox available was a four-speed manual unit, until Fairy overdrive became an option after 1977. A three-speed Chrysler Torgue Flite automatic gearbox became an option in October 1982, after years of demands from buyers.This was upgraded to a 4-speed ZF box in 1985, coupled to an LT 230 transfer box.

The other major transmission upgrade in the Range Rover's lifetime was the switch from the LT95 combined four-speed manual gearbox and transfer box to the LT77 five-speed gearbox and separate LT 230 transfer box in 1983. The LT 230 was later used on both the Defender and Discovery models, but was replaced on the Range Rover by a Borg Warner chain-driven transfer box incorporating an automatic viscous coupling limited slip differential – earlier transmissions had a manual differential lock (operated by a vacuum servo on the LT95 and mechanically on the LT 230). The LT 77 had two major design changes: first an upgrade to larger bearings for the layshaft and new ratios around 1988, then a newly designed synchro hub for third and fourth gear and double synchros for first and second. This is also known as the suffix H gearbox or LT 77s.

Rover SD/1


In 1971, Rover, at that time a part of the British Leyland (BL) group, began developing a new car to replace both the Rover P6 and the Triumph 2000 / 2500. The designers of both Triumph and Rover submitted plans for the new car, of which the latter was chosen. David Bache was to head the design team, inspired by exotic machinery such as the Ferrari Daytona and 265 GTC/4 and the late 1960s design study by Pinninfarina for the BMC 1800 which also guided the design of the Citroen CX Spen King was responsible for the engineering. The two had previously collaborated on the Range Rover. The project was first code-named RT1 (for Rover Triumph Number 1) but then soon changed to SD1 (for Specialist Division Number 1) as Rover and Triumph were put in the new "Specialist Division" of British Leyland.


The new car was designed with simplicity of manufacture in mind in contrast to the P6, the design of which was rather complicated in areas such as the De Dion type rear suspension. The SD1 used a well-known live rear axle instead. This different approach was chosen because surveys showed that although the automotive press was impressed by sophisticated and revolutionary designs the general buying public was not unless the results were good. However, with the live rear axle came another retrograde step – the car was fitted with drum brakes at the rear.

Rover's plans to use its then fairly new 2.2 L four cylinder engine were soon abandoned as BL management ruled that substantially redesigned versions of Triumph's six-cylinder engine were to power the car instead. The Rover V8 engine was fitted in the engine bay. The three-speed automatic gearbox was the Borg Warner 65 model.

The dashboard of the SD1 features an air vent, unusually, directly facing the passenger. The display binnacle sits on top of the dashboard in front of the driver to aid production in left-hand drive markets, since it avoided the expense of producing two different dashboard mouldings for LHD and RHD versions. The air vent doubles as a passage for the steering-wheel column, and the "podular" display binnacle can be easily fitted on top of the dashboard on either the left or right-hand side of the car. This concept was not entirely new; it had also been used on the Range Rover and was used again on the Mk.1 Austin Metro both of which were also designed by David Bache. The interior of the Series 1 was notable for its lack of wood embellishment in comparison to previous Rover saloons, with an extensive use instead of modern soft-feel plastics, and a new "skeletal" version of the Rover badge would appear on the bonnet - Bache was keen that the SD1 should make use of the latest industrial design trends and be a clean break from the past.

An estate body had been envisaged, but it did not get beyond the prototype stage. Two similarly specified estates have survived, and are exhibited at the Heritage Motor Trust and the Haynes International Motor Museum respectively. One was used by BL chairman Sir Michael Edwards as personal transport in the late 1970s. The two cars as befit prototypes differ in the detail of and around the tailgate. One car has a recessed tailgate, while the other has a clamshell arrangement, where the whole tailgate is visible when closed.

The SD1 was intended to be produced in a state-of-the-art extension to Rover's historic Soilihull factory alongside the TR7. It was largely funded by the British government, who had bailed BL out from bankruptcy in 1975. Unfortunately, this did nothing to improve the patchy build quality that then plagued all of British Leyland. That, along with quick-wearing interior materials and poor detailing ensured that initial enthusiasm soon turned to disappointment.

SD/1 Series I​

This car was launched on its home market in June 1976 in hatchback / fastback form only, as the V8-engined Rover 3500: SOHC 2.3 L and 2.6 L sixes followed in November 1977, when the Rover P6 and Triumph 2000 were finally discontinued. Although there was no four-cylinder version of the SD1 at this point, British Leyland produced 1.8, 2.0 and 2.2 versions of the smaller Princess in order to compete with the entry-level versions of the Ford Granada, as well as more expensive versions of the Ford Cortina.

The car was warmly received by the press and even received the European Car Of The Year award for 1977. Its launch on the European mainland coincided with its appearance at the Geneva Motor Show in March 1977, some three months after the Car of the Year announcement. Dealers had no left-hand drive cars for sale, however, since production had been blocked by a tool makers' strike affecting several British Leyland plants and a "body shell dispute" at the company's Cowley plant. Closer to home, the car and its design team received The Midlander of the Year Award for 1976, because they had between them done most in the year to increase the prestige of the (English) Midlands region.

Poor construction quality was apparent even in the company's press department fleet. The British magazine Motor published a road test of an automatic 3500 in January 1977, and while keen to highlight the Rover's general excellence, they also reported that the test car suffered from poor door seals, with daylight visible from inside past the rear door window frame's edge on the left side of the car, and a curious steering vibration at speed which might (or might not) have resulted from the car's front wheels not having been correctly balanced. Disappointment was recorded that the ventilation outlet directly in front of the driver appeared to be blocked, delivering barely a breeze even when fully open; the writer had encountered this problem on one other Rover 3500, although he had also driven other cars of the same type with an abundant output of fresh air through the vent in question. Nevertheless, in March 1977, Britain's Autocar was able to publish an article by Raymond Mays – a famous racing driver and team manager during (in particular) the 1930s, 1950s and 1960s – in which Mays explained why, after driving it for 12,000 miles, he considered his Rover 3500 was "the best car he [had] ever had", both for its many qualities as a driver's car and for its excellent fuel economy even when driven hard. Similar ventilation problems persisted until 1980 and were reported in tests of the V8-S version.

Another area of concern was flaking paint on early models, forcing British Leyland to spend a lot of money on repainting cars.

In television shows John Steed in The New Avengers and George Cowley in The Professionals both used yellow Rover 3500 models

Cosmetic tweaks and range expansion

Between 1976 and 1981 there were some very minor updates to the car including new badging (front and rear) and chrome backed door mirrors - the traditional-style Rover Longship emblem returned for the 1981 model year, thus replacing the 'skeletal' version, although the latter continued to be used on the hubcaps, and indeed a variant of this Rover logo was later used as a hubcap emblem on both the later SD3 Rover 200 and Rover 800 models as late as 1989. The saw the introduction of the then range-topping V8-S model with no mechanical alterations, available in a rather bright metallic "Triton" green amongst others with either gold or silver-painted alloy wheels depending on the body color. Interior specification included air-conditioning, thick luxurious carpets, velour seats and a headlamp wash/wipe system. This now very rare model was replaced in late 1980 with the Vanden Plas (VDP) model, which came with a leather interior as standard.

US market

In 1980 Rover obtained US type approval for the SD1 and re-entered the American market after a ten-year absence. The car was only made available as a single variant, using a modified version of the V8 engine and badged simply as "Rover 3500". The equipment and trim levels were similar to that of the UK market's then top-of-the-range V8-S model. The main differences were a smaller steering wheel, the manually operated sunroof being a cost option and rear passenger head restraints were not available at all. Small Union Jack badges were fixed to the lower section of each front wing, just ahead of the doors, to promote the car's British origins. Canadian market cars had V8 badges instead of the Union Jack.

The five-speed manual gearbox was supplied as standard, with the three-speed automatic version being a cost option.

US safety legislation (that first applied to the Citroen DS) demanded that the headlamp arrangement excluded the front glass panels. Also larger, heavier bumpers were required, increasing the overall length to 191 inches (4850 mm).

American emissions regulations necessitated other differences including replacement of the carburettors with Lucas’s L Jetronic fuel injection system and the fitting of dual catalytic converters a modified exhaust manifold and de-smogging equipment. The engine's compression ratio was modified to 8.13:1. Publicity material claimed it was capable of reaching 148 hp (SAE) at 5100 rpm but the car as sold actually peaked at 133 hp (at 5000 rpm). A desmogged carburetted engine had already been on sale in Australia since August 1978, with 102 kW (137 hp). Australia received a version of the fuel injected federalized engine with 106 kW (142 hp) beginning with the 1981 model year.

Despite the necessary modifications, Rover chose not to set up an assembly plant in the US but built and shipped the cars from the Solihull factory.

The SD1 gained positive reviews in the American press and was competitively priced against rivals such as the BMW 5 Series and corresponding Mercedes Benz’s. Nevertheless, the car achieved just 480 sales between its launch in June 1980 and the end of that year. The whole of 1981 attracted 774 sales, although most of these cars had actually been built and stockpiled the previous year.

Rover ceased the supply of American market SD1s at the end of 1981, although unsold cars remained available from dealers well into the following year.

Reasons for the commercial failure of the SD1 in the US are open to speculation. The weak value of the American dollar against European currencies at the time rendered imports relatively expensive in comparison to a home-built product. A significant rise in oil prices during 1979 led to many motorists opting for more fuel-efficient cars. Public awareness of the SD1 may have been low as the dealership network across America was small, while Rover's expenditure on the aforementioned modifications, testing, and approval for the US market left limited budget for publicity and advertising. (To save money the official press launch was combined with that of the Triumph TR 7/8)

Austin Maxi II

The Hydrolastic suspension was replaced by Hydragas and in doing so, the Maxi was brought into line with the rest of the Moulton-suspended range. Finally, in 1980, the Maxi was further, cosmetically face lifted – new bumpers, wheel trims and interior trim brightened the car, but did not significantly improve it.


1485 cc - E Series - 55 kW (74 hp)
1748 cc - E Series - 62 kW (84 hp)

Austin Princess II

In July 1978, the Princess was given a revamp and renamed the Princess 2. The main change was the replacement of the 1800 cc B Series engine with the new O Series engine. The new engine was offered in two sizes: 1695 cc and 1993 cc. Since there was an 1800 cc tax barrier for company cars at the time, the 1700 cc O-series engine was developed to take advantage of that, whilst the 2000 cc engine was developed for the private motorists who wanted something different from the hugely popular Ford Cortina. The car had perhaps reached its pinnacle when the prestigious Motoring Which publication described the Princess 2200HLS automatic model as "An excellent car, marred only by poor reliability".
Production of the Princess ceased in November 1981.



1700 L - 1978 - 1981 - 1695 cc O Series I4
1700 HL - 1978 - 1981 - 1695 cc O Series I4
1700 HLS - 1979 - 1980 - 1695 cc O Series I4
2000 HL - 1978 - 1981 - 1993 cc O Series I4
2000 HLS - 1979 - 1981 - 1993 cc O Series I4
2200 HL - 1978 - 1979 - 2227 cc E Series I6
2200 HLS - 1987 - 1981 - 2227 cc E Series I6


1700 L - 4 speed manual / 3 speed automatic
1700 HL - 4 speed manual / 3 speed automatic
1700 HLS - 4 speed manual / 3 speed automatic
2000 HL - 4 speed manual / 3 speed automatic
2000 HLS - 4 speed manual / 3 speed automatic
2200 HL - 4 speed manual / 3 speed automatic
2200 HLS - 4 speed manual / 3 speed automatic

Austin Allegro III

The Allegro 3, introduced at the end of 1979, used the "A-Plus" version of the 1.0-litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated, and was now up against high-tech opposition in the form of the Ford Escort Mk III and Vauxhall Astra Mk I / Opel Kadett D both launched within a year of the Allegro's face lift. The cosmetic alterations were fairly minimal; the Allegro 3 gained a new grille with the revised Leyland badge; it carried the 'Allegro 3' name, bore a larger bumper and gained additional side indicators. The interior was modernised with new components such as a new round four spoke steering wheel. By now, however, British Leyland was working on an all-new car to replace the Allegro and Maxi during the early 1980s - the LC10 - which would eventually emerge as the Austin Maestro.

British Leyland entered the small hatchback market – pioneered during the 1970s by the likes of the Renault 5 and Volkswagen Golf – with its Metro which was launched in October 1980. The Metro would be built at the Longbridge which had just been expanded to provide adequate production capacity for the new car. But with BL hoping to sell more than 100,000 Metros a year in Britain alone, more capacity for production was needed and production of the Allegro and the Mini were pruned back as a result. The base models of the slightly larger Triumph Acclaim - the first product of BL's alliance with Honda introduced in 1981 - also acted as a substitute for the Allegro until the Maestro launched.
After 1980, it failed to feature in the top 10 best selling new cars in Britain, barely a decade since its predecessor had been Britain's most popular new car, though this fall in sales was compensated by the large sales figures achieved by the smaller Metro, as well as the fact that the slightly larger Triumph Acclaim was among Britain's top 10 selling cars by 1982.
The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750 cc engine and an automatic gearbox.

Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones.
Allegro production, which had lasted for nearly a decade, finally finished in March 1982. Its successor, the Austin Maestro went into production in November 1982 and was officially launched on 1 March 1983. The backlog of unsold Allegro 3 models remained sufficient to stock dealerships into 1983, well after the Maestro had launched.


1980 - 1982 - 998 cc A Series Plus I4 - 33 kW (44 hp) - 71 Nm (52 lb ft)
1980 - 1982 - 1275 cc A Series Plus I4 - 46 kW (62 hp) - 98 Nm (72 lb ft)
1973 - 1982 - 1485 cc E Series I4 - 51 kW (69 hp) - 113 Nm (83 lb ft)
1973 - 1982 - 1748 cc E Series I4 - 57 kW (76 hp) - 141 Nm (104 lb ft)
1974 - 1982 - 1748 cc E Series I4 Twin Carb - 67 kW (90 hp) - 141Nm (104 lb ft)

Austin Metro Mk I

On 8 October 1980, BL introduced the Austin Mini Metro. The roots of the Metro lay in an earlier project denoted as AD- 088 (Amalgamated Drawing Office, 88-inch wheelbase), which was intended to be a direct replacement for the Mini However, poor reception to the ADO88 design at customer clinics, coupled to the realization within BL that Mini-sized cars were evolving into larger "super mini’s", such as the Ford Fiesta, Fiat 127, Renault 5 and Volkswagen Polo, forced a major reappraisal of the project after 1975. In late 1977, ADO88 was given an eleventh hour redesign, to make it both larger and less utilitarian in appearance, whilst the Mini itself would now remain in production in smaller numbers alongside it as a low-priced model. The beginning of Metro production also saw a reduction in volumes for the larger Allegro. The revised project was given the new designator LC8 (Leyland Cars No8), and the definitive Metro design would ultimately emerge under the leadership of BL's chief stylists David Bache and Harris Mann

Plans for a replacement for the Mini had been afoot within BL since the early 1970's, but none of the concepts conceived got beyond the initial design stages, largely due to a shortage of funds at British Leyland, and its eventual bankruptcy and government bail-out in 1975.

The modern super mini market had evolved during the 1970's, with earlier mini-cars like the Mini and hillman Imp being followed by mostly larger cars with the "hatchback" body style – beginning with the Fiat 127 in 1971 and Renault 5 in 1972, with the next five years seeing the arrival of similar cars including the Ford Fiesta and Volkswagen Polo as well as the Vauxhall Chevette from General Motors (also built in West Germany as the Opel Kadett) which was also available as a saloon and estate as well as a hatchback. These cars gained a decent sized market share in Britain and most other European markets.

Following the Ryder Report, which prioritized the ADO88/LC8 project, Longbridge would be expanded in 1978 with a £200m robotised body assembly line (known as the "New West Works") to enable it to produce the new model which it was hoped would sell 100,000 or more units a year in Britain alone; production of the smaller Mini and larger Allegro was also pruned back to enable the plant to produce as many units of the Metro as possible, with the Allegro finally being axed in 1982 to make way for the Maestro.

Some of the Mini's underpinnings were carried over into the Metro, namely the 998 cc and 1275 cc A Series engines, much of the front-wheel drive train and four-speed manual gearbox and suspension sub frames. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. The space efficient interior was also lauded for the novel 60/40 split rear seat which was standard on higher specification models. The original Mk.1 Metros also featured David Bache's signature "symmetric" dashboard design (also used on the Range Rover and the Rover SD/1), where the main dashboard moulding consists of a shelf, onto which the instrument binnacle is simply mounted on the left or the right hand side – this arrangement saves the tooling cost of two separate dashboard mouldings for right and left-hand drive. Initially, the Metro was sold as a three-door hatchback only (as were most of its competitors), with a choice of 998cc (1.0 litre) or 1275cc (1.3-litre) petrol engines.

The name was chosen through a ballot of BL employees. They were offered a choice of three names, Match, Maestro or Metro. Once the result was announced, the manufacturer of trains and buses, Metro Cammell, objected to the use of the Metro name by BL. The issue was resolved by BL promising to advertise the car only as the "Mini Metro", although after a while the Mini Metro name disappeared. There were also van versions, introduced in late 1982, known as the Austin Metrovan.

A two-door saloon model was included in the Metro's development, which would have been similar in concept to the Vauxhall Chevette saloon as well as the Volkswagen Polo based Derby. However, by the time production of the Metro began, it was decided not to include a saloon version, this niche being filled by the Mini remaining in production, and only a few of the Metro's competitors were available as a saloon.

BL's last all-new mass-produced car before the Metro's launch was the 1976 Rover’s SD/1

One of the consequences was that there was enormous public interest in the car from well before its launch. The company chose to stage the launch presentations for dealers and major company car buyers on board a cruise ship, the MS Vistafjord. This launch event took place over a three-week period in September 1980 sailing between West Gladstone Dock in Liverpool and the Isle of Man, where guests could drive the car, so long as sea conditions allowed them to land by tender as there was no dock facility for the ship. The news broke in the national newspapers a full year ahead of the public launch with The Sun, among others, carrying the story. It was finally revealed to the public on the press day of the British Motor Show with the British Prime Minister, Margaret Thatcher in attendance.

The Metro quickly proved popular with buyers, a 19-year-old Lady Diana Spencer buying one of the early examples, and was regularly seen in it being hounded by the paparazzi just before her marriage to Prince Charles in July 1981. Even then, during the early part of its production life, it was the best selling mini-car in the UK, before being eclipsed by the updated Ford Fiesta in 1984. Its clever interior design made it spacious considering its dimensions, and Hydra gas suspension gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3-litre OHV engines hardly represented the cutting edge in performance, but they were strong on economy.

In its best year, 1983, more than 130,000 Metros were sold in Britain; only the Ford Escort and Sierra outsold it. This was despite the arrival of a host of new super minis on the British market that year – the Ford Fiesta received a major face lift, and four all-new super minis (the Vauxhall Nova,, Fiat Uno, Nissan Micraand Peugeot 205) went on sale in Britain between April and September.

A major TV advertising campaign was created by the London agency, Leo Burnett which came up with the headline "a British car to beat the world". The advert also featured the similar-sized Fiat 127, Renault 5, Volkswagen Polo and Datsun Cherry as "foreign invaders" and the voice over spoke of the Metro's ability to "send the foreigners back where they came from". Following the launch of the Austin Maestro in 1983, less of British Leyland's advertising was focused on the Metro. The Maestro initially sold very well, but within five years sales were declining sharply, although it remained in production until 1994.

During production Land Rover referred to it as either the 'New Range Rover' or by its model designation of 'LP'.

During 1981, British Leyland confirmed that the Metro range would soon be expanded with more luxurious and high performance versions.

The Austin Metro was a huge seller in Britain, with more than 1 million being sold over a 10-year production run. The Mk III Ford Escort (1980–1986) was the only single model to outsell it in Britain throughout the 1980's, and by December 1989 only the Mk III Ford Escort was a more common model on British roads. However, the first three generations of Ford Escort combined outnumbered it by this stage.


All Metros were powered by the 4-cylinder A-Series engine, in 0.85-, 1.0- and 1.3-litre options. Outputs varied depending on year and trim level, with a low-compression 1.0-litre option available on lower-specification models suitable for 2-star petrol, an 0.85-litre option available in some South American countries; no other market existed for this engine size.

Metro 1.0 - 1981 - 0.998 L (44 hp)
Metro 1.0 E - 1981 - 0.998 L (47 hp)
Metro 1.3 - 1981 - 1.275 L (63 hp)
Metro 1.3 Vanden Plas - 1982 - 1.275 L (71 hp)
Metro MG 1.3 - 1985 - 1.275 L (73 hp)
Metro MG Turbo - 195 - 1.275 L 94 hp


Rover SD/1 Series II

Early in 1982, Rover unveiled the Cowley-built, facelifted line to the public (although some early Series 2 cars were in fact built at Solihull). These cars benefited mostly from small cosmetic changes on the exterior as well as a quite extensively redesigned interior. The biggest interior change was to the instrument binnacle, which was made both flatter and longer than the original, with the ancillary gauges and digital clock moved out of the driver's line of sight almost over the centre of the dashboard, whilst the dials themselves followed modern practice being under a glass hood instead of being deeply recessed as before. Wood trim on both the dashboard and the door cards were included after criticism that the original interior looked downmarket. Car spotters can distinguish the two series by the headlights, which were chrome-rimmed and flush fitting on the Series 2, recessed on the Series 1, the deeper rear window, now fitted with a rear wash wipe, and the new plastic wrap around bumpers which replaced the three-piece rubber and stainless steel ones. Other details, which are not as easy to assign include the full-width rear badge strip under the tail lights, engine size badges on front wings, and a range of new wheel trims and alloy wheels. The automatic gearbox was now a French built GM Turbo-Hydramatic 180 model ( TH180 ), still offering three speeds but better ratios. The electric window switch pack moved from the centre console to the driver's door (and is well remembered for lacking edge finishing trim around the recesses), and a fully automatic choke appeared – eliminating the manual choke lever which had a tendency to break.

Further Range Expansion

1982 was also the year when SD1 buyers could finally opt for a four-cylinder engine since the two-litre BL O Series engine of the Morris Ital was now fitted to the car, now called the Rover 2000 - marking the first time an engine from the Austin-Morris division of BL would appear in a Rover. The engine was particularly aimed at company car fleets where its size enabled it to beat a taxation threshold. This broadened the SD1 range and made it more affordable to potential buyers, giving British Leyland an all-round rival to the Ford Granda which had always featured a four-cylinder version, although unlike the SD1 or earlier P6 had never been available with a V8 engine. The Rover 2000 was not particularly fast, with a continental magazine stating that the most one could say was that it was faster than diesel and turbo diesel cars in the same class.

Another four-cylinder engine became available in the 90 bhp (67 kW; 91 PS) Rover 2400 SD Turbo. This was the only diesel engined SD1, utilising the HR492 motor from Italian VW Moton also used in the Range Rover Turbo D model, chosen for its petrol-like smoothness. BL had intended for a diesel version of the Rover V8 engine to be used in the SD1 (as well as other models) but the problematic development programme was cancelled in 1983 in favour of engines bought-in from outside manufacturers.

The flagship model was created when Rover introduced a 190 bhp (142 kW; 193 PS) fuel-injected version of its V8. Borrowing from technologies pioneered in the US and Australian markets (where strict emissions regulations meant the inclusion of high compression carbureted engines was not feasible) the new derivative was originally only available in the Vitesse model, but from 1984 onwards it was also offered in the luxury Vanden Plas range, badged as the Vanden Plas EFi. To meet the demands of the luxury executive car market, where automatic transmission tended to be preferred, Rover first offered an auto as an option in the Vitesse, but later withdrew the option and lured the customers to the plush Vanden Plas EFi instead which had all the standard comforts of the Vitesse, such as electric mirrors, windows and locks, a trip computer, headlight washers, an adjustable steering column and a four-speaker stereo (something special at that time). Additionally, it added standard leather seats (velour cloth was a no-cost option), an electrically operated sunroof (available on all models) and cruise control; the only option being air-conditioning. Very rare are the "Twin Plenum" Vitesses; these had two throttle bodies mounted on the plenum chamber instead of one and were produced in very small numbers as homologation for the twin plenum racers.

The SD1 continued until the launch of its successor, the Rover 600 in July 1986. the third product of the Rover venture with BMW, which had been in development since 1981 as "Project XX" and also formed the basis of the BMW 5 Series.

Despite production ending in 1986, stocks of new SD1s remained available well into 1987, with the latest civilian spec examples were registered under the "E" registration prefix, with some stockpiled police specifications being registered even later, the fastback version of the 800 arrived in 1988. The Rover V8 engine remained in volume production and continued to be used in Land Rover products until 2003.

Austin Metro

The Metro range was expanded in May 1982 to include the luxury Vanden Plas and higher performance MG versions; the MG Metro marked a quick comeback for the marque previously used on sports cars until the Abingdon plant making the MG B closed in 1980. The Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0–60 mph in 10.9 seconds, top speed 103 mph). The Vanden Plas

variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the 63 bhp (47 kW) 1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer and a variety of optional extras such as trip computer leather trim, remote boot release, and front fog lamps.

The changes between the MG engine (taken directly from the Mini Cooper) and the standard 1275 included a modified cylinder head with larger valves and improved porting, altered cam profile and larger carburettor leading to a 20% increase in BHP to 72 bhp. At the October 1982 Birmingham Motor Show the MG Metro Turbo variant was first shown. With a quoted bhp of 93, 0–60 mph in 9.9 seconds, and top speed of 112 mph (180 km/h) this car had few direct competitors at the time, although the growing demand for "hot hatches" meant that it soon had a host of competitors including the Ford Fiesta XR2, Peugeot 205 GTI and Renault 5 GT Turbo. This model had a few addition modifications bolted on over the normally aspirated MG model to give an additional 21 bhp. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), and an uprated crankshaft of nitrided steel and sodium cooled exhaust valves.

Both MG variants were given a "sporty" interior with red seat belts, red carpets and a sports-style steering wheel. The Turbo also benefitted from an LCD boost pressure gauge. The Turbo also received alloy wheels, black wheel arch extensions, blacked out trim, a rear spoiler surrounding the windshield, and prominent "TURBO" decals. While it retained rear drums, the front disc brakes were changed to ventilated units. The later MG variants were emblazoned with the MG logo both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts. Others believed that this sentiment was unfounded, particularly in the case of the turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models. From 1983, the MG badge also found its way onto higher performance versions of the Maestro, and shortly afterwards it was adopted for higher-performance versions of the Montego.

Austin Ambassador

The Austin Ambassador is a large family car that was introduced by the Austin Division of the Rover Group. The vehicle was a heavily updated version of the Princess, a saloon car that had lacked a hatchback. Only the doors and inner structure were carried over, but the wedge-shaped side profile betrayed the car's Princess origins, and it was not considered a truly new model. The Princess had been out of production for four months by the time that the Ambassador went on sale.


Unlike the Princess, a six-cylinder 2.2-litre version was not available; the Ambassador was offered only as a four-cylinder, initially with either a 1.7-litre or a 2.0-litre (single carburettor) variant in "L", "HL" and "HLS" trims. A benefit of not installing the taller E6 engine was that the bonnet could be made lower and flatter, although this meant that the wipers were now no longer concealed (unlike those of the Princess). Instead of the previous 2.2-litre models, there were the HLS and later Vanden Plas trim levels, both with a twin carburettor version of the 2.0-litre engine. In 1983, the 2.0-litre HL was upgraded to also use the more powerful twin-carburettor engine. A four-speed manual gearbox (and automatic) were the only transmissions offered, with commentators citing the lack of a fifth gear (available in other BL models) for the manual transmission, as one of the car's drawbacks.

Despite prototypes being built in left-hand drive, production versions of the Ambassador were only built in right-hand drive form and thus were not exported to continental Europe. Aside from the Ambassador's connections to the lowly repute of the Princess, commentators point out that its sedate image and driving characteristics (and low performance) also mitigate against its success in a market where performance and taut handling were becoming more important.

Some components, such as the headlights, were shared with the Morris Ital Other minor components, including much of the interior trim, was also shared with other BL products, such as the Allegro. The interior was generally not an improvement over that of the Princess, feeling cheap and lacking a rev counter, even in the top HLS model. According to Austin only the front door skins were directly shared with the Princess. The rear part of the chassis was modified to accommodate the opening hatch, and there were windows in the C-pillars which did make for an airier cabin.


L/HL - 1982 - 1984 - 1.7 L - O Series I4
HL - 1982 - 1984 - 2.0 L - O Series I4
HL/ HLS/Vanden Plas - 2.0 L O Series I4 twin carb
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Prt II

Austin Maestro

Design & Development

The new cars for the lower and upper medium segments were to share a platform, with various trim and styling differences to distinguish the two different models. The two models would in effect replace four existing vehicles in the British Leyland range – the Maestro would simultaneously replace both the Austin Allegro and Maxi whilst the Montego replaced the Austin Ambassador and Morris Ital’s, these latter two having been recent face lifts of the Princess and Morris Marina.. Since all but the Allegro were made at the Cowley plant, this rationalization would give the cost benefits of production automation and flexibility. This common platform was given the project name LC10, using the Leyland Cars project sequence (LC8 became the Austin Metro on its launch in 1980, LC9 became the Triumph Acclaim when it was launched in 1981). Preliminary design work for LC10 began in 1977, with production scheduled to begin around 1980 – which would have seen it go on sale around the same time as the Ford Escort MK3 and the original Vauxhall Astra.

LC10 was styled by Ian Beech under the direction of BL designer David Bache. Two main body variations were provided: a five-door hatchback and a four-door notch back. It was a departure from previous front-wheel drive cars from the company in dispensing with the famous Issigonis transmission-in-sump power train that had been pioneered in the Mini. Coupled to the A Series and R Series power plants was an end-on transmission (as pioneered by Fiat with the Autobianchi Primila), bought from Volkswagen. The sophisticated Hydragas suspension system used on previous BL models was sacrificed on cost grounds, with a conventional MacPherson strut system at the front and a Volkswagen Golf-style torsion bar at the rear being used instead – but with long travel rising rate springs. While easier to build, this suspension did compromise load space. Prototypes were even tested with actual Golf suspension components. This may have led to the early cars being prone to front wheel bearing issues. The Maestro was larger and heavier than the first VW Golf.

It was decided that the five-door hatchback version would be engineered first. It was given its own project designation, LM10, with this version to be launched as the Austin Maestro. The name "Maestro" had been a finalist when the Austin Metro was being named, with the third choice ("Match") never picked up. The booted notch back version was to follow and it was designated as LM11, although its development was to diverge from the original path, it was later launched as the Austin Montego on its launch in April 1984, following British Leyland's decision to discontinue the Morris marque.

Production began in November 1982, and the car was officially launched on 1 March 1983. The wheelbase was 2,510 mm (8 ft 3 in), and the length was 4,050 mm (13 ft 3 in)


The Maestro incorporated many novel and pioneering features for its class. It had a bonded laminated windscreen, homofocal headlamps, body-coloured plastic bumpers, an electronic engine management system, adjustable front seat belt upper anchorage positions, an asymmetrically split rear seat, and a 12,000-mile (19,300 km) service interval. The MG and Vanden Plas versions had solid-state instrumentation with digital speedometer and vacuum fluorescent analogue displays for tachometer, fuel and temperature gauges, trip computer and a voice synthesis warning and information system.


The Maestro was launched in March 1983. In its summing up of the new car the Consumers Association, in the June edition of its Which? journal, described it as roomy, comfortable, and nice to drive, and said "If you are considering buying one now, our advice, based on our first impressions, is to go ahead". In January 1984, after testing the car, they concluded: "In comparison with opposition of a similar price and body size, the Maestro has a clear advantage on room for passengers, with few cars equalling it for comfort either in the front or back". They also considered it to be a serious rival to the higher-segment Vauxhall Cavalier and Ford Sierra apart from its smaller boot space.

The original lineup consisted of the 1.3-litre base, L, and HLE models, the 1.6-litre L, HLS, and Vanden Plas, and the sporty MG Maestro.The HLE model had a somewhat down tuned engine and received Volkswagen's "monstrously long-geared" 3+E transmission to maximize fuel economy, at the cost of severe performance loss. To further up the HLE's economy game, it was fitted with an econometer and the same black rubber fins along the sides of the rear windshield as was the MG Maestro. The base model forwent the other versions' plastic bumpers, instead being fitted with black-painted steel units. The plastic bumpers were the first of their kind, being made from polybutylene (PBT), allowing them to be painted and then oven cured at the same high temperature as the car's steel body. The 1.6 HLS and Vanden Plas received a 4+E gearbox (a five-speed with a particularly long top gear), while the MG's closer ratio five-speed box derived from that of the Golf GTi. A trip computer with a voice synthesiser was standard on the MG and Vanden Plas models, with the Vanden Plas also benefitting from bronze-tinted windows, power locks, and power windows for the front doors.

Later developments

The car was a reasonable success, but not as much as beleaguered BL had hoped. It was Britain's sixth best selling car in 1983 and 1984, with more than 80,000 sales in its second year. After the "boom" years of 1986 and 1987, Maestro sales went into decline. An early reputation for poor build quality and unreliability did not help. The biggest problems centred around the 1.6-litre R-series engine, which was a hurriedly modified BMC E Series from the Austin Maxi because the under-developed S Series unit was not yet ready for production. R-series units suffered from hot starting problems and premature crankshaft failure. This was particularly evident in the MG Maestro 1600, which was included in the original 1983 model range but discontinued the following year.

Austin Rover Group was sold to Ford Motor Company in 1988. The range was sustained by the noisy but economical direct injection naturally aspirated Perkins diesel unit launched the previous year. However, without a turbo this model was rather slow. The diesel had already been available in the Morris Maestro van since 1986.

Decline & Rebirth

After the launch of the new Mazda 323 based Austin in October 1988, the Maestro was discontinued. In 1994, Rover established Rodacar, a joint venture with a Bulgarian company to produce Maestros at a new factory in Varna, using CKD kits sent from the UK. Production began in July 1995 and 2,200 cars were assembled before the factory closed in April 1996. The venture failed because of competition from other cars and the Bulgarian government's failure to honour agreements to reduce tariffs on imported parts and buy thousands of Maestros for government departments. Around 1,700 of the Rodacar-made Maestros were exported, including 550 to Uruguay, 400 to Argentina and 200 to North Macedonia.

Two British dealers, Parkway Services in Ledbury and a company called Apple 2000 in Bury St Edmunds, acquired unsold Maestros from Bulgaria and sold them in the UK, converting most of them to right hand drive.

Many interior parts from the Maestro/Montego series continued to be used in various Land Rover models well into the late 1990's, for instance the Maestro instrument pack and switch gear were fitted to the Range Rover Classic from the mid-1980's onward, as well as on the Series I Discovery from launch until the 1995 face lift. The Series I Discovery also used the tail lamp cluster from the Maestro van until 1998.

Like most pre-1989 Austin Rover cars, 1.3-litre and 1.6-litre Maestros cannot run on unleaded petrol without the cylinder head being converted (remachining of the cylinder head), or the use of fuel additives. FBHVC (Federation of British Historic Vehicle Clubs) tested and approved lead replacement fuel additives, work out at only a couple of pence a litre

Despite only going on sale in early March 1983, the Maestro was Britain's sixth best selling car in 1983 with more than 65,000 sales. Its first full year on sale, 1984, brought more than 83,000 sales – which would be the Maestro's best year for sales in any country. As had happened the previous year, it was Britain's sixth best selling car in 1984. However, it had fallen to 10th in 1985; although Austin Rover managed to keep up a strong presence in this sector due to the arrival of the similar sized Rover 600 saloon in June 1984. By 1988, it was merely the 14th best selling car in Britain, dipping further to 1988. The Maestro was now not only behind the all conquering Ford Escort and Vauxhall Astra (which first outsold it in 1985) in the sales charts, but also behind some foreign competitors including the Volkswagen Golf and Peugeot 309.


Maestro 1.3 - 1983 - 1.275 L (68 hp)
Maestro 1.6 - 1983 - 1.598 L (81 hp)
Maestro MG 2.0 EFI - 1985 - (113 hp)

Land Rover 90/110 Series

Production of the model now known as the Defender began in 1983 as the Land Rover 110, a name which reflected the 110-inch (2,800 mm) length of the wheelbase. The Land Rover 90, with 93-inch (2,362 mm) wheelbase, and Land Rover 127, with 127-inch (3,226 mm) wheelbase, soon followed.

Superficially there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. Initially the conservative engineering department insisted that the Land Rover was also available with a part-time 4WD system familiar to derivatives produced since 1949. However, the part-time system failed to sell and was quickly dropped from the options list by 1984. While the engine and other body panels carried over from the Series III mechanically the 90 and 110 were modernised, including:

Coil springs offering a more compliant ride and improved axle articulation A permanent four wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential A modernised interior, A taller one-piece windscreen. A new series of progressively more powerful and modern engines

The 110 was launched in 1983, and the 90 followed in 1984. From 1984, wind-up windows were fitted (Series models and very early 110s had sliding panels), and a 2.5-litre (153 cu in), 68 horsepower (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre (140 cu in) engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover engine improved performance. It was initially available in the 110 with a Range Rover LT95 four-speed transmission with integral transfer case and vacuum operated differential lock, then later in conjunction with a high strength "Santana" five-speed transmission.

This period saw Land Rover market the utility Land Rover as a private recreational vehicle. While the basic pick-up, 4 x 4 and van versions were still working vehicles, the County 4 x 4's were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry — detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and the introduction of new options, such as radio-cassette players, Rostyle wheels, headlamp wash and wipe systems, as well as accessories such as surf board carriers and bike racks. The switch from leaf spring to coil spring suspension was a key part of the new model's success. It offered improved off-road ability, load capacity, handling and ride comfort.

127 & ( 130 )

From 1983, Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) wheelbase vehicle designed to accommodate larger, heavier loads than the 110. Called the "Land Rover 127", it was designed specifically with use by utility companies in mind, as well as military usage. In its standard form, it is a four-door six-seater consisting of the front half of a 110 4x4, and the rear of a 110 high-capacity pick up (HCPU). Logic was that this allowed a work crew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to a 1.4 tonnes (1.4 long tons; 1.5 short tons) payload, compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the 110 and the 0.6 tonnes (0.59 long tons; 0.66 short tons) of the 90.

Land Rover 127's were built on a special production line, and all started life as 110 4 x 4 chassis (the model was initially marketed as the 110 crew cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. These models did not receive their own dedicated badging like the other two models: instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said "Land-Rover". Although the standard body-style was popular, the 127 was a common basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines and flatbed transports. In South Africa, the Land Rover assembly plant offered a 127 4 x 4 with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.

Initially held back by the low power of the Land Rover engines (other than the thirsty petrol V8 engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre turbo diesel .

Engine Development

The original 110 of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137 cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8 petrol unit, although a small number of 3.2-litre (200 cu in) V8's were produced. In 1981 the 2.25 l engines were upgraded from three- to five crankshaft bearings in preparation for the planned increases in capacity and power. The five bearing version was known as the 2.3 litre to differentiate it despite having the same displacement.

The 2.5-litre version of the diesel engine, displacing 2,495 cubic centimetres (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the 110 and the newly arrived 90. This was a long stroke version of the venerable 2.25-litre unit, fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing bell also replaced the older engine's chain. Despite these improvements the engine was under powered and unrefined in comparison with the competition.

In 1985 the petrol units were upgraded. An enlarged four-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the 90- the first time a production short wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new five-speed LT85 manual gearbox.

The year 1986 saw improvements in engines to match the more advanced offerings by Japanese competitors. The "Diesel Turbo" engine was introduced in September, a lightly turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft teflon coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures. Similarly, an eight-bladed cooling fan was fitted, together with an oil cooler. The changes for the turbo diesel were kept as slight as possible, in the aim of making the car saleable in Land Rover's traditional export markets across the globe.

The 2.5 diesel, 2.5 petrol and Turbo Diesel engines all shared the same block castings and other components such as valve-gear and cooling system parts, allowing them to be built on the same production line. The Turbo Diesel produced 85 hp (63 kW), a 13% increase over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb⋅ft (203 N⋅m) at 1800 rpm. Externally, turbo diesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. Early turbo-diesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remained (like many early turbo diesels prone to failure if maintenance was neglected.

At the same time that the Turbo Diesel was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carberettors replaced the Zenith models used on earlier V8s.

Mini Mk V

All cars had 8.4-inch (210 mm) brake discs and plastic wheel arches (Mini Special arches), but retained the same Mark IV body shell shape. The Mini Cooper was relaunched in 1990, 20 years after the demise of the original model. Once again, it featured the long-running 1275-cc engine which had featured on the original Mini Cooper, as well as on numerous other BMC/BL/ARG models.



Rover Group & BMW sign an agreement for Rover to use BMW's engineering especially concerning their 3, 5 & 7 platforms to produce a range of cars to replace the SD/1. In return BMW will get access to Land Rover engineering so that they can produce their own range of 4 x 4 & off road models.

For future reference BMW’s platforms used by Rover will start with an R then the BMW number.

BMW’s i Drive, s Drive, m Drive and x drive system will be marketed by Rover as Ri Drive, Rs Drive, Rm Drive and Rx Drive.

Austin Metro

A face lift in October 1984 saw revised styling modifications to the Metro's front end including much need colour coding such as body coloured bumpers on MG versions, wider suspension sub frames, along with a new dashboard design featuring the switches and instruments from the Maestro and Montego as well as the addition of a five-door model. This provided another strong selling point for the Metro in the 1980's, since not only did it already boast a spacious and practical cabin for its size, but some of its slightly larger competitors, such as the Ford Fiesta and Volkswagen Polo, did not offer the option of five doors at the time. From 1989, just before the Metro was replaced, three-door versions were given a raised fuel filler; this also coincided with the cars being able to run on unleaded petrol due to unleaded head valves, three years before EEC regulations made it compulsory for all new cars to have a catalytic converter or fuel injection.

A rear spoiler reduced drag coefficient to increase the Metro's already good fuel economy, and the hydraulic clutch (often berated as the cause of the Metro's particularly harsh gear change) was replaced by a cable-operated mechanism. The lack of a five-speed gearbox would become a major handicap as time went on; the BMC sump-mounted gearbox was never developed to accommodate an extra gear ratio which was a severe handicap against the opposition – by the mid-1980's the Ford Fiesta, Peugeot 205, Fiat Uno and Vauxhall Nova were all available with a five-speed gearbox on larger-engine models.

Austin Montego

Design & development

The Montego started life as a four-door notchback variant of project LC10. Development on the new model, intended to succeed both the Morris Marina and the Princess ranges by the turn of the 1980's, had begun in 1977 but ultimately the new car was not launched until seven years after development had started; in the meantime, the Marina had been updated and rebadged as the Morris Ital from 1980, whilst the Princess had been updated as the Austin Ambassador in 1982. The Honda-based Triumph Acclaim had also been introduced in 1981 largely as a stop-gap to keep potential buyers interested in BL products until both the Montego and the Rover 600 were launched in 1986.

The Austin Maestro emerged as the five-door hatchback variant. When the designs diverged, the Montego became project LM11 (the Maestro being LM10), and remained based on a lengthened version of the LC10s Volkswagen Golf style front MacPherson strut / rear twist beam chassis. The Montego received different front and rear styling following the replacement of designer David Bache with Roy Axe. It also featured body-coloured bumpers (as did the Maestro), and front wipers which hid themselves under the bonnet when parked.

The Montego offered many improvements over the Maestro, many of which were later incorporated into the latter, such as a new SOHC engine (the S Series), and a more robust dashboard. As with the Maestro, there was a high-performance MG version which again used the solid-state instrument cluster, trip computer, and synthesised voice for the information and warning systems. The dashboard fitted to the Montego was superior to that originally designed for the Maestro and featured a rally-style tachometer, a service indicator and a representation of the car showing open doors, lights left on, etc.

An estate variant, with larger luggage capacity than its competitors, two additional rear-facing child seats and self leveling suspension, also styled by Roy Axe, followed shortly and received instant acclaim, winning the company a Design Council award.

There were originally plans to name it the Rover 600 Series, and pre–production cars in Longbridge were seen bearing "ROVER" badges, and badged as 613i, 616i, 620 and 620i. The unrelated 400 series launched in April 1990’s while from 1995, a decade after the Montego was introduced, the 616i and 620i names would be used, but on the unrelated second-generation Rover 600 Series, by that time, the Montego was already out of production.

To market​

The Montego was launched on 25 April 1984. It was initially available as a four-door saloon only, filling the gap in the range left by the discontinuation of the Morris Ital saloon two months earlier. However, it would be produced alongside the Ital estate until that model was discontinued in August 1984.

The estate variant was launched at the British International Motor Show in October of that year. The 150 bhp (112 kW) MG turbocharged variant was released in early 1985 as the fastest production MG ever with a 0–60 mph time of 7.3 seconds, and a top speed of 126 mph (203 km/h). The Vanden Plas version featured leather seats, walnut veneer and features such as electric windows, central locking and power door mirrors.

Like the Maestro, the Montego suffered from its overly long development phase, which had been begun in 1975 and which was hampered throughout by the industrial turmoil that plagued both British Leyland and Austin Rover Group during this period. The Ryder Report had recommended the costly modernization of both the Longbridge and Cowley factories, and since Longbridge was to come on stream first - the Metro was put in production first, even though its design had been started after the Maestro/Montego. As a direct result of this delay, the two cars were now stylistically out of step, having been styled by several different designers - Ian Beech, Davis Bache, Roger Tucker and finally, Roy Axe, had all contributed to the Montego's styling. Arguably, both the Maestro and Montego had been compromised by the reuse of a single platform, doors and wheelbase to bridge two size classes - a mistake that BMC/BL had made before with the Austin 1800 and the Austin Maxi in the 1960's. Indeed, Roy Axe, when installed as Austin Rover's director of design in 1982, was so horrified by the design of the Maestro and Montego when he first viewed them in prototype form he recommended that they be scrapped and the whole design exercise restarted.

Like many BL cars before it, early Montego's suffered from build quality and reliability problems which badly damaged the car's reputation among the public. In some ways, the technology was ahead of its time, notably the solid-state instrumentation and engine management systems, but the "talking" dashboard fitted to high-end models (and initially used to promote the Montego as an advanced high-tech offering) was prone to irritating faults and came to be regarded as something of an embarrassment by BL and the British press. This feature was discontinued after a short period. There were also problems with the early sets of body coloured bumpers which tended to crack in cold weather at the slightest impact.

The Montego was heavily dependent on its home British market for sales, and in particular the lucrative fleet sector where it competed directly with both the Ford Sierra and the General Motors Vauxhall Cavalier. By virtue of their wealthy American parent companies, and their much deeper market penetration into continental Europe compared to BL, both Ford and Vauxhall could afford to offer deep discounts to fleets to increase sales and market share. Also, thanks to Britain's membership of the EEC, both Ford and General Motors could import cars tariff-free from their continental plants to take advantage of exchange rate fluctuations and further undercut BL. This practice greatly damaged sales of the Montego, and its smaller Maestro sister, and only compounded the early issues with build quality and reliability.

By the early 1990's, the Montego was terminally aged and its popularity was dwindling, although this was offset by the popularity of new cars like the second generation Triumph series, and its saloon equivalent, the Rover 600 Series. Saloon production finished in early 1991 on the launch of the Mazda based Austin series of cars.

In its final year, ‘What Car?’ magazine said "Austin Rover's once 'great white hope', Montego matured into a very decent car — but nobody noticed". The chassis development for the Montego and Maestro's rear suspension was used as a basis for later Rover cars, and was well regarded.


Montego 1.3 - 1984 - 1.275 L (69 hp)
Montego 1.6 - 1984 - 1.598 L (85 hp)
Montego 2.0 - 1984 - 1.994 L (102 hp)
Montego 2.0i - 1986 - 1.994 L (113 hp)
Montego 2.0i GT - 1989 - 1.994 L (113 hp)
Montego MG - 1985 - 1.994 L (113 hp)
Montego MG Turbo - 1985 - 1.994 L (150 hp)

Austin Maestro

The new S-series engine eventually appeared in July 1984, and was fitted to all existing 1.6-litre Maestros. The new S-series engine also came fitted with electronic ignition. At the same time, some minor equipment upgrades were made across the range. The 1.3-litre base model gained head restraints, a passenger door mirror and a radio. The 1.3-litre HLE, 1.6-litre automatic and 1.6 HLS all gained a radio-cassette player.

In October 1984, there were more equipment upgrades made across the range. The 1.3 base models gained reclining front seats, door bins, locking fuel filler caps and clocks. The L models gained cloth door trim, upgraded upholstery, and remote-adjustable driver's side door mirrors; the 1.6 Ls gained five-speed gearboxes. The 1.3 HLEs gained five-speed "4+E" gear boxes with over drive fifth gear ratios, side mouldings, tweed cloth upholstery and remotely adjustable passenger's side door mirrors. The HLS and 1.6 automatics gained tinted glass, central locking, electric front windows, velour upholstery and upgraded radio-cassette players. The MG Maestros gained electronic fuel-injected 115 bhp (86 kW) versions of the 2-litre O Series engine, uprated suspension and ventilated front disc brakes, colour keyed exterior trim, tinted glass, central locking and leather-trimmed steering wheels. The new MG Maestro offered much better performance and refinement than its predecessor.

Also in October 1984, the existing Maestro line-up was joined by the 1.3 HL and 1.6 HL. These models fitted between the L and HLE models.


Austin Maestro

August 1985 saw the arrival of the 1.3 City and 1.3 City X. The 1.3 City was similar to the previous 1.3 base model. The 1.3 City X added full carpeting, cloth upholstery, head restraints, a rear parcel shelf, a radio and a manually operated choke. These models also did without the plastic bumpers, having more conventional steel bumpers with plastic end caps similar to the Morris Maestro van.


Rover release their first BMW 3 series based platform


Later on that year the entire Rover Group is bought by Ford Motor Company. They state that although the agreement between BMW will continue, future Austins will be badge engineered models courtesy of their Mazda brand.

Rover 400 Series Mk I / MG 4 Mk I


Development of the BMW based R30 400 Series began in July 1976 even before BMW & Rover signed their agreement in 1984, with styling being developed under chief designer Claus Luthe with exterior styling led by Boyke Boyer. In 1978, the final design was approved, with design freeze (cubing process) being completed in 1979. BMW's launch film for the E30 shows the design process including Computer-aided design (CAD), crash testing and wind-tunnel testing. The car was released at the end of November 1982.

Externally, the R30's appearance is very similar to twin headlight versions of its R21 predecessor, however there are various detail changes in styling to the R30. Major differences to the R21 include the interior and a revised suspension, the latter to reduce the over steer for which the R21 was criticised.

Body Styles

In addition to the two-door sedan and Baur convertible body styles of its R21 predecessors, the R30 later also became available as a four-door sedan and five-door station wagon (marketed as "Touring"), known as the Rover 400 Shooting Brake.

The Touring body style began life as a prototype built by BMW engineer Max Reisböck in his friend's garage in 1984 and began production in 1987. The factory convertible version began production in 1985, with the Baur convertible conversions remaining available alongside it.


Initially, the R30 used carryover four-cylinder (M10) and six-cylinder (M20) petrol engines from its R21 predecessor. Over the production run, new families of four-cylinder petrol engines were introduced and the six-cylinder engine received various upgrades. A six-cylinder diesel engine was introduced, in both naturally aspirated and turbocharged forms.


416i - 1987 - 1994 - 1.6 L M40 inline 4 - 100 PS : 73 kW (98 hp) - 145 Nm 107 lb ft)
418i - 1987 - 1994 - 1.8 L M40 inline 4 113 PS : 83 kW 83 kW (111 hp) - 162 Nm (119 lb ft)
418is - 1989 - 1991 - 1.8 L M42 inline 4 - 136 PS : 100 kW (134 hp) - 172 Nm (127 lb ft)
420i - 1985 - 1992 - 2.0 L M20 inline 6 - 129 PS : 95 kW (127 hp) - 164 Nm (121 lb ft)
425i/is/ix - 1986 - 1993 - 2.5 L M20 inline 6 - 170 PS : 125 kW (168 hp) - 222 Nm (164 lb ft)
MG 4 / Evo 1 - 1986 - 1987 - 2.3 L S14 inline 4 - 195 PS : 143 kW (192 hp) - 230 Nm (170 lb ft)
MG 4 - 1988 - 2.3 L S14 inline - 220 PS : 162 kW (217 hp) - 245 Nm (181 lb ft)
MG 4 - 1989 -1990 - 2.5 L S14 inline 4 - 238 PS : 162 kW (217 hp) - 240 Nm (177 lb ft)

* With catalytic converter: 90 kW (122 PS; 120 hp), 230 N⋅m (170 lb⋅ft)
** Without catalytic converter: 126 kW (171 PS; 169 hp), 226 N⋅m (167 lb⋅ft)


424d - 1985 - 1991 - 2.4 L M21 inline 6 - 86 PS : 63 kW (85 hp) - 152 Nm ( 112 lb ft)
424td - 1993 -1991 - 2.4 L M21 inline 6 turbo - 115 PS : 85 kW (113 hp) - 210 Nm (155 lb ft)

Four cylinder Petrol

At the launch of the BMW E30 range in 1982 (pre- Rover 400), the 316 used a 1766 cc version of the M10 fed by a carburetor and producing 66 kW (89 hp). The 318i had the same M10 engine, but with Bosch L - Jetronic fuel-injection, increasing power to 77 kW (103 hp)while also improving fuel economy.

The 1987 Series 2 (Rover 400) update introduced a new four-cylinder engine: the M40, which used Bosch fuel-injection. In the 418i, a 1,796 cc (110 cu in) version of the M40 was used. The 416i model replaced the 416, using a 1,596 cc (97 cu in) version of the M40.

The 418iS was released in 1989, using the new M42 engine and only being available with two doors. This is the most modern engine available in the R30 range, incorporating DOHC, the updated Bosch Motronic 1.3, hydraulic valve adjusters and coil on ignition. In some markets, the M42 engine was used in the 418i/418iC models, instead of the M40.

The MG 4 is powered by the S14 engine, a high-revving four-cylinder engine.

Six cylinder Petrol

At the launch of the R30 range, the six-cylinder models consisted of the 420i, which had a 2.0 L (122 cu in) version of the M20 producing 92 kW (123 bhp), and the 423i, with a 2.3 L (140 cu in) M20 producing 102 kW (137 bhp) both using Bosch L-Jetronic fuel injection. These models were not sold in North America, presumably for emissions reasons. In 1985, the 2.3 L engine was replaced with a 2.5 L version of the M20, which produced 125 kW (168 bhp) and used Bosch Motronic fuel injection. This engine was available in the 425i variants, including the all-wheel drive 425 iX.

An economy version called the 425e was released with a lower revving, more fuel efficient engine. The e is an abbreviation for eta, which is used to represent the thermal efficiency of a heat engine. To maximise low-rev torque, the 425e engine was the largest available in an R30 (aside from the 433i model, which was only sold in South Africa). The 425e engine had a longer stroke than the 425i version, with a more restrictive head, four cam bearings instead of seven, and single valve springs (instead of the dual valve springs used by the 425i version). For versions without a catalytic converter, the 425e engine produced 90 kW (121 bhp) at 4250 rpm and 240 N⋅m (177 lbf⋅ft) at 3250 rpm. By comparison, peak torque for the 425i engine was 215 N⋅m (159 lb⋅ft) at 4000 rpm.

The 1987 Series 2 update boosted the 420i to 95 kW (127 hp) and the 425i to 125 kW (168 hp), and improved fuel economy

Six cylinder Diesel

In 1983 the 324td (pre Rover 400) was unveiled at the IAA Germany. The M21 engine used a Garrett turbocharger (without an intercooler). The engine has a capacity of 2,443 cc (149 cu in) and uses mechanical fuel injection.

In 1985 BMW introduced the 324d, (pre Rover 400) a naturally aspirated version of the same M21 engine, which was popular in countries with a high motor vehicle tax.

In 1987 an electronically controlled fuel pump was used which increased the torque output by 10 N⋅m (7 lb⋅ft). The updated engine has a smaller turbocharger, decreasing turbo lag.

Drive train

In total, six transmissions were available for the various models of the 430: four manuals, and two automatics.

Manual Transmissions

  • 4-speed Getrag 242— 416 and 418i models
  • 5-speed Getrag 240 — 416, 418i and 420i models (with a different bellhousing for the 620i, to suit the BMW M42 engine).
  • 5-speed Getrag 260 — 423i, 425e, 425es and 425i models.
  • 5-speed Getrag 265 — MG 4 model (dog leg shift pattern for European models and a standard H-pattern for North American models).


  • 3-speed ZF 3 HP 22— 1981 to 1985.
  • 4-speed ZF 4 HP 22 — 420i and 423i models until 1985, available on all models from 1985 onwards


One of the features that added to the roominess of the R30 was the suspension. The front MacPherson strut and rear semi trailing arm suspension were a compact arrangement that left a lot of cabin and boot space for the car's overall size. The semi-trailing arms have been criticized for the dynamic toe and camber changes inherent to the suspension geometry, causing bump steer in hard cornering situations (such as racing and autocross). Nonetheless, reviewers praised the handling of the R30.

A widened version of the R30 front suspension and the drivetrain from the R30 425i were used in the BMW based Healey GT roadster. The BMW based MG 4 and BMW based Rover Compact (R35 / R36) rear suspensions are also very similar to the R30, but utilizing five-lug hubs. The BMW M Coupe MG 4 uses a widened version of the same rear semi-trailing arm suspension.


For the front wheels, all models use disk brakes. For the rear wheels, most models use disk brakes, except for some 4-cylinder models which use drum brakes. Anti lock braking system (ABS) became available in 1986.

MG 4

The first MG 4 was originally based on the R30 Rover 400 and was intended to be a homologation special to satisfy the Deutsche Tourenwagen Meisterschast and Group A Touring rules, which required a total of 5,000 cars to be built. It was presented to the public at the 1985 Frankfurt Motor Show, and began production from March 1986 to June 1991. The (r30) MG 4 was mainly produced in the coupé body style, but limited volumes of convertibles were also produced.

The front splitter, the rear apron, sill panels, as well as changes to the body in the area of the rear window (C pilar) and the bootlid improved the aerodynamics. For aerodynamic reasons, the rear window was flattened and the tailgate was made of light, glass reinforced plastic raised by approximately 40 mm for better air flow. The changes over the rear of the car resulted in lower lift forces and better straight-line stability. In addition, the windscreen was glued in – not, as with the other R30 models, framed with a window rubber and piping. As a result, the MG 4 achieved a relatively low drag coefficient of Cd =0.33 instead of Cd =0.38 as in the standard 400 Series. The only exterior body panels the regular 400 Series and the MG 4 shared were the bonnet, roof panel, sunroof and inner door panels.

The brake callipers, rotors and master cylinder were unique to the MG 4 model.

The transmission was a Getrag 265 5-speed manual. European models were outfitted with a dog leg version with close ratio’s and a 1:1 ratio for fifth gear. North American models used a traditional shift pattern and had wider gear spacing with an over driven fifth gear. A clutch type limited slip differential was standard equipment.

In 2004, Sports Car International named the MG 4 number six on the list of Top Sports ‘Cars Of the 1980’s. In 2007, Automobile Magazine included the BMW based R30 MG 4 in their "5 greatest drivers cars of all time" under their 25 Greatest Cars of All Time


The MG 4 used the BMW S14 four-cylinder engine, a high-revving DOHC design with a head closely based on that of the BMW S38 six-cylinder engine and the block from the BMW M10 four-cylinder engine with a 7,250 rpm redline. In countries where the M3 was sold (non UK) with a catalytic converter, the initial versions were rated at 143 kW (195 PS; 192 hp) and had a top speed of 235 km/h (146 mph). In countries where a catalytic converter was not fitted, the engine was rated at 147 kW (200 PS; 197 hp).


Differences from the regular 400 Series models included:

  • 5-stud wheel hubs
  • offset control arm bushings in the front suspension, for increased caster angle.
  • aluminium control arms.
  • revised front strut tubes with bolt on kingpins and sway bar mounted to strut tube, similar to the R28 Rover 600 series)
  • front wheel bearings and brake caliper bolt spacing from the R28 ( Rover 600 Series)

Rover 800 Series Mk I

The Rover ( R32) 800 Series based BMW E32 is the second generation of the BMW 7 Series luxury cars and was produced from 1986 to 1994. It replaced the R23 and was initially available with straight six or V12 power plants. In 1992, V8 engines became available. From its inception, the R32 was widely considered the most technologically advanced series of cars in its day and set the standard for performance luxury cars well into the 1990's.

The R32 introduced several features for the first time in a BMW: Electronic Damper Control, Traction Control System; standard and long base wheel length(i and iL); and dual-zone climate control. The R32 850i was the first car adhering to ‘gentlemen’s agreement’ amongst the German manufacturers limiting maximum speed to 250 km/h (155 mph).

Additionally, some of world's first automotive features for passenger vehicles were introduced in R32: projector lens headlamps (1986); double glazed windows (1991, beating Mercedes-Benz by a few months); HID, Xenon head lamps (1991).

R32 also introduced BMW's first V8 engine since the BMW 501 / 502 last produced in 1962, and their first V12 engine, which was also Germany's first post-war V12 engine for a passenger vehicle. The surprise news of BMW's V12 also caused Mercedes Benz to delay the introduction of W140 by two years from 1989 to 1991.

In 1994, the R32 was replaced by the R38; an evolutionary design that built upon the R32's driver-centric design.

Development & production

The styling is credited to then chief stylist Ercole Sprade and Hans Kerschbaum working under the guidance of then-chief designer Claus Luthe. Design work began in late 1979. By 1983, 1:1 scale models were presented and frozen in October 1984 for production which was scheduled in June 1986.

Production of the R32 800 Series started with the 835i in June 1986 and the 830i in December 1986, concluding in April 1994 with a total of 311,068 units built.


Some luxury options featured on the R32 include integrated telephone and fax machines, a wine cooler , electronically adjustable rear seats and radio controls for rear passengers (exclusive to the 850iL).

In 1991, world first series production low beam Xenon high intensity discharge head lamps (Litronic, only low beam) were introduced on the 850iL. Other safety features include a system that automatically increased spring pressure on the windscreen wipers to keep them firmly pressed on the glass at Motorway speeds.

The R32 was the first Rover to be available with traction control (called Automatic Stability Control at the time, however ASC is not considered as stability control by modern definitions). Initial versions (ASC) reduced wheel spin by reducing engine power, while later versions (ASC+T) also applied the rear brakes.

The car was also available in a long wheelbase version (indicated by an 'L' from German Lang, after the model number). These models have an extra 11.4 cm (4.5 in) of leg room for the rear passengers, by stretching the rear doors and body at this point.


The R32 was the first BMW to use L-shaped tail-lights, which were designed with safety of following traffic in mind. Other styling features include BMW's traditional Hoffmiester kink in the rear window line and circular headlights.

Externally, the standard Rover grille indicated which engine was present under the hood: all 6-cylinder models have a narrow grille, and a wider grille was standard for the V8 and V12 models. The narrow grille was available as an option on the 8- and 12-cylinder R32 models.


Over its lifespan, the R32 800 Series was produced with straight-six, V8 and V12 gasoline engine

The launch models consisted of the 830i/iL and 835i/iL, which were powered by the M30 straight six engine. Also available at the R32 launch was the 850i/iL, which was the first BMW ever sold with a V12 engine. The rated power output of the 5.0 L (305 cu in) M70 V12 is 220 kW (295 hp).

In 1991, Rover began production of its first V8 engine since 1962 with end of BMW 501/502 production. This M60 V8 was introduced in the R32, along with the R34 Rover 600 Series. The 4.0 litre version powered the new 740i/iL models, and the 3.0 litre version was sold in parallel with the M30 straight-six in the 830i/iL models. The top speed of the 840i was electronically limited to 240 km/h (149 mph). Both V8 engines were coupled to a new, 5-speed automatic transmission made by ZF. The Nikasil bore lining used in the M60 engine was prone used when used with high sulphur fuels.

830i - 1986 - 1994 - M30 I6 inline 6 - 138 kW : 188 PS (185 hp) - 290 Nm (192 lb ft)
830i V8 - 1992 - 1994 - M60 V8 - 160 kW : 218 PS (215 hp) - 290 Nm (214 lb ft)
835i - 1986 - 1992 - M30 I6 inline 6 - 155 kW : 211 PS (208 hp) - 305 Nm (225 lb ft)
840i - 1992 -1994 - M60 V8 - 210 kW : 286 PS (282 hp) - 400 Nm (295 lb ft)
850i - M70 V12 - 1987 - 1994 - 220 kW : 299 PS (295 hp) - 450 Nm (332 lb ft)

Austin Maestro

The original dashboard was of a multi-piece construction, and gained a reputation for being flimsy and prone to squeaks and rattles, so in February 1986, this was replaced with the more conventional dashboard from the Montego and in the change the voice synthesis unit (prone to reliability issues) was dropped. At the same time more minor equipment upgrades were made across the range. The City X gained door bins and rear wash-wipe. The L and LE gained tweed trim. The HL and automatic gained velour trim and additional bright work. The Vanden Plas gained leather trim and uprated electronic stereo system.

Austin Montego

Development of the Montego continued. A replacement was proposed by Roy Axe in 1986, which would have been the existing Montego core structure clothed with new outer panels to mimic the design language set by the recently launched Rover 800 Series, and would have been designated the Rover 600-series. This concept, designated AR16 and planned to go into production around 1989, would have also spawned a five-door hatchback version (designated AR17) to increase Rover's options in its rivalry with the Ford Sierra and Vauxhall Cavalier.

The AR16/17 concepts were however abandoned in November 1988 due to lack of funds, and a face lift to the existing car (designated AR9) released in 1988 enhanced its appeal, which was buoyed up by both the Perkins engined diesel model, and the seven-seater version of the "Countryman" estate. The 2-litre turbo diesel (often known by its Perkins designation 'Prima') was a development of the O Series petrol engine already used in the range. The diesel saloon won a CAR magazine 'giant test' against the Citroën BX (1.8 XUDT), the then new Peugeot 405 (1.8 XUDT) and Audi 80 (1.6) turbo diesels. They rated the 405 the best car, followed by the BX and then the Montego, with the Audi coming in last.

"But if people buy diesels, and turbo diesel for their economy, the winner has to be the Montego.’s engine is - even when roundly thrashed - more than 10% more economical than the rest. For those isolated moments when cost control is not of the essence, the Montego is a car you can enjoy too. The steering and driving position are quite excellent. ...the suspension as 'impressively refined'. It is silent over rough bumps, poised and well damped."


Rover 600 Series Mk I / MG 6 Mk I

The Rover R34 is based on the third generation of the BMW 5 Series, which was produced from November 2, 1987 until 1996. Initially launched as a sedan in January 1988, the R34 also saw a "Shooting Brake" station wagon (estate) body style added in September 1992, a first for the 5 Series. Rover replaced the R34 with the R39 Rover 600 in December 1995, although R34 Touring models remained in production until June 1996.

The R34 generation marked the first time all wheel drive was incorporated into the 600 Series with the 625iX, and the first V8 engine to be used in a 5 Series. The R34 also saw the introduction of stability control (ASC), traction control (ASC+T) a 6-speed manual transmission and adjustable damping (EDC) to the 5 Series range.

There was an unusually large range of engines fitted over its lifetime as nine different engine families were used. These consisted of straight four , straight six and V6 engines.

The R34 MG 6 is powered by the S38 straight-six engine and was produced in sedan and wagon body styles

Development & Launch

Development (BMW only ) ran from July 1981 to early ( with Rover from 1984) 1987, with the initial design proposal penned by Ercole Spada in 1982. Under the guidance of chief designer Claus Luthe, BMW based much of the design on the E32 7 Series. Following Spada's departure from BMW and styling approval in 1983, J Mays finalized the design for production in mid-1985. Special attention was paid to aerodynamics, with the E34 basic sedan having a drag coefficient of 0.30.

Series production began in November 1987. In December 1987, the R34 sedan was unveiled to the global press.

Body Styles

Sedan models have a length of 4,720 mm (185.8 in), a width of 1,750 mm (68.9 in) and a height of 1,412 mm (55.6 in). Wagon models have a length of 4,720 mm (185.8 in) and a height of 1,420 mm (55.9 in). All models have a wheelbase of 2,760 mm (108.7 in).



618i - 1989 - 1994 - M40 B18 inline 4 - 83 kW (111 hp) - 165 Nm (122 lb ft)
618i - 1994 - 1996 - M43 B18 inline 4 - 85 kW (114 hp) - 168 Nm (124 lb ft)
620i - 1988 - 1990 - M20 B20 inline 6 - 95 kW (127 hp) - 164 Nm (121 lb ft)
620i - 1989 - 1992 - M50 B20 inline 6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
620i - 1992 - 1996 - M50 B20 TU inline 6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
625i - 1988 - 1991 - M20 B25 inline 6 - 125 kW (168 hp) - 222 Nm (164 lb ft)
625i - 1991 - 1992 - M20 B25 inline 6 - 141 kW (189 hp) - 245 Nm (181 lb ft)
625i - 1992 - 1996 - M20 B25 TU inline 6 - 141 kW (189 hp) - 250 Nm (184 lb ft)
630i - 1988 - 1991 - M30 B30 inline 6 - 138 kW (185 hp) - 260 Nm (192 lb ft)
630i - 1992 - 1996 - M60 B30 inline 6 - 138 kW ( 185 hp) - 260 Nm (192 lb ft)
635i - 1987 - 1992 - M30 B35 inline 6 - 155 kW (208 hp) - 305 Nm (225 lb ft)
640i - 1992 - 1996 - M60 B40 V8 - 210 kW (282 hp) - 400 Nm (295 lnb ft)
MG 6 - 1988 - 1992 - S38 B36 inline 6 - 232 kW (311 hp) - 360 Nm (266 lb ft)
MG 6 - 1992 - 1996 - S38 B38 inline 6 - 250 kW (335 hp) - 400 Nm (266 lb ft)


624td - 1988 - 1991 - M21 D24 inline 6 - 85 kW (114 hp) - 222 Nm (164 lb ft)
625td - 1993 - 1996 - M51 D25 inline 6 - 85 kW (114 hp) - 222 Nm (164 lb ft)
625tds - 1991 - 1996 - M51 D25 inline 6 - 105 kW (141 hp) - 260 Nm (192 lb ft)

Drive train


  • 5-speed Getrag 260
  • 5-speed Getrag 280 — 3.6 L MG 6 model only
  • 5-speed ZF SE 310 — 91-92 US, and European M50 engines
  • 5-speed Getrag 250G - 93-95 US M50 engines.
  • 6-speed Getrag 420G — 640i and 1994-1996 MG 6 only


  • 4-speed ZF 4 HP 22 - M20 and M30 engines
  • 4-speed GM 4L 30 E (A4S 310R) - M50 engines (US only)
  • 5-speed ZF 5 HP 18 - M50 and M51 (except US) and 1992-1995 630i (M60B30).
  • 5-speed ZF 5 HP 30 - 640i


Front suspension consists of double pivot MacPherson struts, with a replaceable shock absorber cartridge inside a steel strut housing. Control arms and thrust arms control front-to-back and side-to-side movement. (p300-1) Steering on most models is a recirculating ball design, however the all-wheel drive 625iX uses a rack and pinion steering system (along with front suspension) similar to the R30 400 Series 425iX model. All front suspension components are steel, except that the lower control arms on some models are aluminum.

Rear suspension consists of semi trailing arms with coil springs integrated in a strut assembly.



The base model, available only in Europe, was the petrol-powered four-cylinder 618i. Only available with a 5-speed manual transmission, a total of 53,248 cars were produced.

The next petrol model up was the six-cylinder 620i, which began production in January 1988. It was initially powered by the BMW M20 single overhead camshaft engine, which was replaced by the BMW M50 double overhead camshaft engine in 1990. The 620i was the second most popular R34 model globally, with 426,971 units produced. The 625i was the most popular R34 model globally. As per the 620i, the 625i initially used the M20 engine, which was replaced by the M50 engine in 1990.

A rare R34 model is the petrol-powered six-cylinder 625iX, of which only 9,366 cars were produced. The 625iX was the first all wheel drive 600 Series, and the only all-wheel drive model in the R34 range. It was powered by the BMW M50 engine and was the first 600 Series to use a rack and pinion steering system.

There are two versions of the R34 630i: an inline-six model produced from 1988 to 1990, and a V8 model produced from 1993 to 1995. The earlier model was one of the last applications of the BMW M30 inline-six engine. The V8 version, which replaced the six-cylinder 535i in the lineup, was powered by the new BMW M60 V8 engine and was available with a 5-speed manual or 5-speed automatic transmission. Initially, the V8 models were differentiated from other models by the wide grill; in 1994 the wide grill became available on other models.

The highest six-cylinder model (except for the MG 6) was the 635i. Despite the '635i' model designation and '3.5' casting on the intake manifold, the BMW M60 engine found in the R34 635i actually has a displacement of 3.4 litres (207 cu in).The 635i was replaced by the V8-engined 630i and 640i models in 1993.

In 1993, the 640i model was added to the top of the 600 Series lineup, powered by the BMW M60 V8 engine and available in both sedan and wagon body styles (the latter not in US). Transmission options were a 6-speed manual or a 5-speed automatic. A total of 26,485 units were produced. Initially, the V8 models were differentiated from other models by the wider grilles. In 1994 the wide grilles became available on other models as well.


The first diesel model was the 624td, which was introduced in 1988. This model was replaced by the 625tds in 1991, and a lower-specification 625td was introduced in 1993. All diesel models were powered by turbocharged inline-six engines.

MG 6

The R34 generation of the MG 6 was produced from September 1988 to August 1995. Powered by the S38 straight-6 engine, an evolution of the previous generation's straight-6, it was initially produced in a sedan body style, with a LHD Shooting Brake (wagon / estate) version following in 1992.

Production of MG 6 models began with the painted body shell of an R34 600 Series at the Castle Bromwich plant. Only the South African M5 was entirely assembled at the Rosslyn, South Africa assembly plant from complete knock-down kits supplied from Garching, Germany. The MG 6 Shooting Brake, which was Rover's first wagon as well as the last hand-built M car, saw 891 units produced.

Cosmetic changes to the exterior from the standard R34 included unique front and rear bumpers and side rocker panels, contributing to a drag coefficient of 0.32 (from 0.30),and interior updates included a unique gear shift surround and rear headrests.

The second-generation MG 6 was introduced with the S38 B36 engine, which generated 232 kW (315 PS; 311 hp) at 6,900 rpm and 360 N⋅m (266 lb⋅ft) of torque at 4,750 rpm, touting a factory 0-97 km/h (60 mph) acceleration figure of 6.3 seconds. Top speed was electronically limited to 250kmh – 155 mph.


In late 1991 (1992 model year), the engine was upgraded to the 3.8-litre S38 B36, with exception to North America and South Africa, which continued with the 3.6-litre engine due to emission laws. Power increased to 250 kW (340 PS; 335 hp), leading to a factory 0-97 km/h (60 mph) acceleration time of 5.9 seconds, and the ignition changed to a distributorless system with each cylinder having an individual coil. BMW also used a dual-mass flywheel in place of the single in the 3.6-litre version for a smoother idle and throttle input at the expense of response. The standard self-leveling suspension (SLS) system, which maintained a constant ride height in the rear, was replaced with Electronic Damper Control (EDCIII+), an electronically controlled and hydraulically regulated system that can switch between comfort "P" setting and a more track-oriented "S" setting.

A 6-speed Getrag 420G manual transmission was introduced in 1994, which added an over driven top gear

M System Wheels

The MG 6 came with an unusual wheel design. From 1988 to 1992 the MG 6 featured the three-piece Style 20 "M-System" wheels, which consisted of directional bolted-on wheel covers and a fin assembly in front of the black, 5-spoke forged aluminum wheel. The purpose of the M-System cover was to divert heat from the brake assembly to increase cooling.

In 1992 Rover changed the design to the "M-System II" (nicknamed "throwing stars") which improved brake cooling from the combination of the larger openings and fins placed in the driving direction.

In May 1994, the MG 6 switched to 18-inch Style 37 "M Parallel" wheels that did away with the finned cover entirely.


MG Maestro

The MG Maestro Turbo, fitted with a turbocharged version of the 2.0 fuel-injected engine from the MG Maestro EFi, was unveiled at the Motor Show in October 1988 and went on sale on 17 March 1989. It was one of the fastest production hatchbacks in the world with a top speed of 129 mph (208 km/h), making it faster than the Ford Escort XR3i and RS Turbo, as well as the Volkswagen Golf GTI.
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Land Rover Discovery Series I

The Discovery Series I was conspicuously presented during the 1989 Frankfurt Motor Show, and introduced to market in the United Kingdom in October that year, after the vehicle had been developed under the internal code-name "Project Jay". The new model was strongly based on the more upmarket Range Rover using the same chassis, suspension and 4WD-system, and a derivative body design – especially the four-door copied much of the more expensive Range Rover's body structure. However, with smaller engines available, just two side doors at introduction, and other cost-reductions, the new Discovery was priced more affordably, for a larger, more middle-class market segment, intended to counter the Japanese competition at the time.

The Discovery was Land Rover's first model that was positioned as a family car, designed to be both fully off-road capable, and suitable as a daily driver for any family, even offering more luggage space, and optionally more seats than the Range Rover. The Mk I Discovery remains the only model offered as a three-door, and was the only one available with a four cylinder petrol engine until 2017

At launch, the Discovery was only available as a three-door model, but the five-door version followed the next year, in 1990. Both were fitted with five seats, with the option to have two jump seats fitted in the boot. Compared to the Range Rover, the Discovery was given a slightly longer rear, which was further extended on the series II. In order to make room for optional third row jump seats, the spare wheel had to move to the outside of the car, fitted to a side-swinging rear door, instead of the Range Rover's split tailgate. The roof of the rear section of the car was raised, to create sufficient headroom in the third row. Combined with a safari side window cluster, this gave the Discovery its own distinct look and profile.

Land Rover employed an external consultancy, Conran design Group to design the interior. They were instructed to ignore current car interior design and position the vehicle as a 'lifestyle accessory'. Their interior incorporated a number of original features, although some ideas shown on the original interior mock-ups (constructed inside a Range Rover body shell at Conran's workshops) were left on the shelf, such as a custom sunglasses holder built into the centre of the steering wheel. The design was unveiled to critical acclaim, and won a British Design Award in 1989.

The original transmission was a dual-ratio five-speed manual with drive via a transfer case with a lockable centre differential.

Initially – and regardless of exterior color choice – much of the interior in all Discovery's was trimmed in light 'Sonar Blue' upholstery and plastic, with magazine holders above the windscreen, hand-holds for rear passengers incorporated into the head restraints of the front seats, remote radio controls on the instrument cluster, twin removable sunroof panels (including a special zip-up storage bag behind the rear seats) and a Land Rover-branded cloth fabric holdall in the front centre console for oddments storage that could be removed from the vehicle and worn as a handbag using a supplied shoulder strap (relatively few of these bags have survived, making them collectable items). However, most of all of the interior and dashboard components came either from the Range Rover or from other Rover Group cars - for example the switchgear and instrument pod were from the Maestro and Montego; the digital clock from the Metro, the dashboard air vents were from the Rover 800 and the heater/air conditioning control panel was from the Range Rover. Similarly, the Discovery utilised several Range Rover body panels - most notably the door shells and window frames, but with different aluminium skin panels, retaining the distinctive Morris Marina door handles. Other standard parts used were the headlights from the Morris 200/400 van and tail lights from the Austin Maestro van. The latter would continue to bear the Austin logo on their lenses until production of the first generation Discovery ended in 1998.

In Australia, the Series I launched in April 1991, available only as a three-door estate in 3.5-litre V8i guise with 115 kW (154 hp) and 260 N⋅m (190 lb⋅ft) and coupled with a five-speed manual gear box. In October 1991, Land Rover launched the five-door body variant in base V8i and luxury HL versions. Both featured central locking, electric windows, headlight washers and heated door mirrors, with the HL adding alloy wheels, air conditioning, driving lights and an improved audio system. Furthermore, the Tdi engine became available, rated at 83 kW (111 hp) and 265 N⋅m (195 lb⋅ft). In early-1993, a four-speed automatic option was added to the Australian range and the HL was discontinued

Austin A1 Mk I

The first Mazda based Austin, the Austin 3 is released

This would allow the Maestro Series to be slowly phased out

The Austin based sixth generation Familia (BG) included three-door hatchback, five-door fastback, and four-door sedan variants, none of which share any body panels. The new five-door fastback version was called the Familia Astina in Japan and was sold as the 323F or 323 Astina elsewhere. The BF wagon (originally introduced in 1985) was carried over in face lifted form, although Ford marketed a wagon on the new platform as part of the North American Escort line.

The Austin 3 was available with front- or all wheel drive and a 1.3 L, 1.5 L, 1.6 L, or 1.8 L gas or 1.7 L diesel engine. Later, a turbocharged engine was added, especially developed for homologation purposes for the World Rally Championship, Group A category. The four-wheel drive models (including the turbocharged GT-X) were introduced in August 1989. In Japan, the SOHC 1.6 was only available coupled to four-wheel drive. With a carburettor, it offered 91 PS (67 kW), the same as the lower-spec 1.5, but with a somewhat larger torque curve. In Europe, only the 1.8 (in naturally aspirated, 106 PS form or either of the turbocharged variants) was offered with four-wheel-drive.

Trim lines in Japan included L, LX, City, City X, and Vanden Plas. The Vanden Plas model was only available in saloon form and features the larger bumpers and boot lid-mounted number plate recess of the American market Austin 3. Carburetted models were mostly dropped in 1991, replaced by single point fuel injection.

The 1990 base model has the SE name and uses the B8 1.8l SOHC engine that has 16 valves and hydraulic lifters. In 1991, the base model name was changed to "DX". 4WD models existed for the 1990 and 1991 model years, with the SOHC engine and rear disc brakes. The LX version of the Austin 3 included a BP 1.8l DOHC 16-valve engine 125 hp (93 kW). LX models also have power windows and door locks and 14 inch wheels. Vented front and solid rear disc brakes, larger front brakes, larger clutch, equal-length driveshafts, dual outlet muffler, body-color door handles and mirrors, fold-down rear center armrest, driver's vanity mirror, and larger stabilizer bars. A sunroof and 14 inch aluminum alloy wheels were options on LX models.

Production of the Austin 3 mostly ended on 24 May 1994, although the 1.3-liter hatchback was kept in production until October 1996 as there was originally no 1.3 option in the following generation.


1989 - 1991 - 1.3 L B3 1 barrel 8v - 56 kW (72 hp) - 101 Nm (74 lb ft)
1991 - 1994 - 1.3 L B3 EGI-S 8v - 58 kW (76 hp) - 103 Nm (76 lb ft)
1989 - 1994 - 1.5 L B5 M 16v - (67 kW (87 hp) - 122 Nm (90 lb ft)
1990 - 1994 - 1.5 L B5 MI EGI-S 16v - 69 kW (90 hp) - 123 Nm (91 lb ft)
1989 - 1991 - 1.5 L B5 DE EFi 16v DOHC - 81 kW (106 hp) - 127 Nm (94 lb ft)
1991 - 1994 - 1.5 L B5 DE EFi 16v DOHC - 88 kW (115 hp) - 132 Nm (97 lb ft)
1989 - 1991 - 1.6 L B6 8v - 63 kW (85 hp) - 125 Nm (92 lb ft)
1989 - 1994 - 1.6 L B6 16v SOHC - 77 kW (103 hp) - 146 Nm (108 lb ft)
1989 - 1994 - 1.8 L BP Fi 16v DOHC - 104 kW (140 hp) - 160 Nm 118 lb ft)
1989 - 1994 - 1.8 L BPT Fi 16v DOHC turbo - 132 kW (180 hp) - 237 Nm (175 lb ft)
1991 - 1994 - 1.8 L B8 Fi 16v SOHC - 77 kW (103 hp) - 180 Nm (90 lb ft)
1992 - 1993 - 1.8 L BPD Fi 16v DOHC - 154 kW (190 hp) - 255 Nm (188 lb ft)


1989 - 1994 - 1.7 L PN 8v - 42 kW (56 hp) - 112 Nm (83 lb ft)

Healey 4000 Mk I

The Mazda MX-5 based Healey 4000 is the first generation of the Mazda MX 5 manufactured from 1989 to 1997. Inspired by the post war era British sports cars, the MX-5 rejuvenated interest in roadsters after the demise of cars such as the MG B and Triumph Spitfire. Since its debut, the MX-5 has won numerous automotive awards and has become the world's best selling sports car.

Back ground

The Healey 4000 (MX -5) was unveiled at the Chicago Auto Show on February 10, 1989, with a price tag of US$14,000. The Healey, with production code NA, was made available for delivery to buyers worldwide in the following dates: May 1989 (as a 1990 model) in the US and Canada; September 1, 1989 in Japan; and 1990 in Europe. An optional hard top was made available at the same time, in sheet moulding compound (SMC). Demand initially outstripped production, fueled by enthusiastic press reviews.

In Japan, the car was not badged as a Mazda, as the company was in the process of launching different marques or deluxe models, similar to Nissan’s Infiniti, Honda's Acura and Toyota's Lexus. Instead, the Mazda MX-5 was sold as the Eunos Roadster, and was joined by the Healey Midget / AZ -3 Eunos (based on Japanese Mazda dealerships). The exterior dimensions and the engine displacement were also in compliance with Japanese Government compact car regulation.

The body shell of the NA was all-steel with a lightweight aluminum bonnet. Overall dimensions were 3,970 mm (156 in) in length, 1,675 mm (65.9 in) in width, and 1,235 mm (48.6 in) in height. Without options, the NA weighed only 980 kg (2,160 lb). It had a drag coefficient of Cd =0.38. Suspension was an independent double wishbone on all four wheels, with an anti roll bar at the front and rear. Four-wheel disc brakes, ventilated at the front, were behind alloy wheels with 185 / 60HR14 radial tyres. The base model came with stamped steel wheels from the then-current Austin 3 (323/Protege).

The original Healey 4000, with standard manual transmission, came with a 1.6 L (98 cu in) DOHC inline four cylinder, producing 86 kW (115 bhp) at 6,500 rpm, and 136 N⋅m (100 lbf⋅ft) of torque at 5,500 rpm. The engine employs an electronic fuel injection system using a vane-type air flow meter and an electronic ignition system with a camshaft angle sensor instead of a distributor. This engine, codenamed B6 ZE (RS) was specifically designed for the MX-5 and featured a lightened crankshaft, flywheel, and aluminum sump with cooling fins. An MX-5 with the optional automatic transmission had its 1.6 L engine tuned to develop peak torque at lower rpm's (136 Nm, 100 lbf ft at 4000 rpm) to better mate with the automatic transmission gearing and torque requirements. This tuning resulted in a lower peak power of 78.5 kW (105 bhp) at 6500 rpm.

The standard transmission was a five-speed manual, derived from the one used in the Austin 7 (also rear-wheel drive). The gear shift was the subject of close attention during development, with engineers told to make it shift in as small a gear pattern as possible and with minimal effort. In Japan and the US, an optional automatic transmission was also offered. The Japanese and American markets also received an optional viscous limited slip differential, although it was only available for cars with a manual transmission. To achieve the low introductory price, the base model was stripped. It had steel wheels, manual steering, roll-up windows, and no stereo or air-conditioning. Power steering, air-conditioning, and stereo were added as standard equipment in later years.

The Healey 4000 could reach 97 km/h (60 mph) in 8.3 seconds and had a top speed of 203 km/h (126 mph) although Japanese market Eunos models were limited to 180 km/h (110 mph). This first generation of Healey 4000 (often referred to as the NA) included a special Limited Edition of 2000 examples in 1991, produced in British Racing Green with the first use of tan interior, to celebrate the highly successful launch of the Healey 4000 in the UK. These have a numbered brass plaque on the Windshield Frame and on the front of the Owners Book, and are fitted with alloy wheels from MSW (Mazda Sports Workshop) which are often mistaken for BBS, but which are entirely unique to this model. The Healey 4000 with an automatic transmission reached 97 km/h (60 mph) in 9.9 seconds and had a top speed of 181 km/h (112 mph)


1.6i - 1990 - 1993 - 1.6 L B6ZE - I4 - 85 kW (114 hp) - 136 Nm (100 lb ft)
1.6i - 1994 - 1998 - 1.6 L B6ZE - I4 - 66 kW (88 hp) - 136 Nm (100 lb ft)
1.8i - 1994 - 1995 - 1.8 L BP ZE I4 - 95 kW (128 hp) - 149 Nm (110 lb ft)
1.8i - 1996 - 1997 - 1.8 L BP ZE I4 - 99 kW (133 hp) - 155 Nm (114 lb ft)


Mini Mk VI

The engine mounting points were moved forward to take 1275-cc power units, and includes the later Horizontal Integral Float version of the SU carb, plus the single-point fuel-injected car, which came out in 1991. The 998-cc power units were discontinued. An internal bonnet release was fitted from 1992. Production ended in August 1996 as the Mark VII replaced it.

Austin Metro Mk II

During the 1980's, the media had published photographs of the "Austin AR6" concept car, which would have been a completely new design, but towards the end of the decade Rover decided to restyle and reengineer the existing Metro design instead.

The new Metro Mk II was finally launched in May 1990, being a heavily revised version of the original Metro and fitted with a new range of engines.

The proven 998 cc and 1275 cc A-Series engines (the 1275 cc unit was heavily modified and saw service in the classic Mini right up to the end of Mini production in October 2000) gave way to the all new, and advanced K series engine. This was available in the following versions 1.1 (1113 cc 60 bhp (45 kW)) and 1.4 (1396 cc 76 bhp (57 kW)) K-Series 8 valve engines and a 16 valve engine in the GTi (early variants are 95 bhp (71 kW) SPi while the later MPi version has 103 bhp) and the early GTA. All models used a joint Rover-Peugeot designed end-on gearboxes. In 1993, a 1.4 PSA TUD diesel from the Citreon AX / Peugeot 106 was launched – the first time the Metro had been available with a diesel engine. The Hydra gas suspension was finally modified to accept front to rear interconnection in the way that Dr Alex Moulton so desperately wanted to bring the car back up to standard in terms of handling and ride quality.

A new body shell for the replacement car (the AR6 project) was designed, with styling influenced by Ital Design , that had some similarity to the acclaimed Giogetto Guigiaro designed Fiat Punto launched in 1994 and the Peugeot 205 lower panels, with the blacked out pillars and 'floating roof' of the 1989 Honda based Triumph 200. But it was cancelled by chairman Graham Day, because British Aerospace (the then new owners) refused to fund it, and the disappointing sales of the Maestro and Montego had not produced expected profits to reinvest. A mock up could be seen at the Canley, Coventry design centre in the 1990's during open days. It appeared as a 'Scoop' photo on the front cover of CAR Magazine in the mid-1980's. Project R6, as it became known would be a more modest update of the 1980 car – the basic body shell was retained, but was improved with the addition of new plastic front and rear bumpers, new front wings, new rear lights and boot lid, new front headlamps and bonnet. The interior was altered with a new rounded instrument binnacle and instruments, new steering wheel, new seats (from the successful Rover 200 series), new door casings and other detail improvements. General build quality, fit and finish was improved enormously from the old Metro and went on to win 'What Car?' "Car of The Year" in 1991.

In many export markets, including Italy and France, the Metro was badged as the Austin 100 series, with the 1.1 known as the Rover 111 and the 1.4 called 114.

Latterly this car has attracted an enthusiastic following including use as a low-cost entry to motor racing. The basic just-over-100 bhp (70 kW) engine for the GTI can be boosted to over 130 hp (97 kW) at the flywheel. For ultimate performance the 1.8 K-series engine, with standard cams or VVC (Variable Valve Control) system can be fitted (these engines are found in the MGF and Lotus Elise sports cars, as well as various Rovers and MG's).


The Metro remained one of Britain's most popular cars throughout its production life, even during its final year when it was among the oldest designs on sale in the country. During its early years, the Austin Metro was Britain's most popular small car; often outselling the Ford Fiesta. It was still one of Britain's best selling cars by the time it was replaced by the Mazda based replacement in late 1994, with almost 1,100,000 having being sold (an average of more than 100,000 per year). However, despite reasonable numbers being sold in France and Italy, overall sales in Europe were modest in comparison to established rivals such as the Fiesta (which typically sold 500,000 units per year across Europe), meaning that BL still could not realize the true economies of scale.

Much debate among automotive historians has taken place over whether BL's decision to push the Metro's development program ahead of the potentially more profitable Maestro / Montego models was justified. As a result of this, both those models did not arrive on the market until 1983/84, after having been in development since 1976 with a view of being launched around 1980. By the time of their launch, they were soon out of step both stylistically and from an engineering perspective when compared to the market-leading cars in their sectors.

The Metro's popularity endured in spite of its failure to match the durability of its contemporary rivals, notably the Nissan based Morris Micra (M10) and VW Polo. This is well illustrated by the findings of 'Auto Express's' 2006 survey which named the Metro as Britain's seventh-most scrapped car of the last thirty years. Just 21,468 versions of the original 1980–1990 Metro were still in working order at the time of the survey, despite around 1,100,000 being sold. Nearly seven years on, that figure has inevitably declined further, with the number remaining as of 2013 now down to less than 2,000.

Many Metros (particularly the pre-1990 Austin models) have been scrapped as a result of the body shell's vulnerability to rust. Pre-1989 cars could not run on unleaded fuel either without expensive conversion of the cylinder head or the use of additives. When lead replacement petrol was withdrawn from sale in 1997 many owners simply scrapped the cars. Metros built before 1990 use the same engine and transmission package as the Mini, hence they have become popular donor cars for Mini restorations and Mini-based kit cars; and as a result, thousands of Metros were dismantled purely for their engines to keep Minis on the road. Many Metros were written off by joyriders, as the car's minimal security made it notoriously easy to steal.

Including all marks, a total of just under 1,100,000 Metros were sold in the UK in less than twenty years, making it the seventh-most popular car ever sold there.

Land Rover Defender Mk I

The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name. The Discovery also had a new turbo diesel engine, the 200 Tdi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, inter cooling and direct injection. It retained the block, crank shaft, main bearings, cam belt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200 Tdi, produced 107 hp (80 kW) and 195 lb⋅ft (264 N⋅m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery 111 hp (83 kW) specification due to changes associated with the turbo position and exhaust routing).

This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical. In theory it only replaced the older Diesel Turbo engine in the range, with the other four-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally aspirated diesel engine (in the army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines and ambulances).

Along with the 200 Tdi engine, the 127's name was changed to the "Land Rover Defender 130". The wheelbase remained the same; the new figure was simply a rounding up. More importantly, 130's were no longer built from "cut-and-shut" 110 s, but had dedicated chassis built from scratch. The chassis retained the same basic structure as the 90 and 110 models, but with a longer wheelbase.

1994 saw another development of the Tdi engine, the 300 Tdi. Although the 200 Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300 Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 lbf⋅ft (264 N⋅m).

Throughout the 1990's the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. This trend was epitomised by limited-edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th anniversary 90 in 1998, equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.

A new variant was the Defender 110 double cab, featuring a 4x4-style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990's that this vehicle finally reached production.

BMW M52 Engine

Land Rover South Africa offered a unique Defender . . . the Defender 90 and 110 were offered with a BMW petrol engine alongside the normal Tdi engine. The engine was the BMW M52 2793 cc, straight-six, 24-valve engine as found in the Rover 428i, 628i, 828i, and the MG C . Power and torque output for this engine was 143 kW (192 hp) at 5300 rpm and 280 N⋅m (207 lb⋅ft) at 3950 rpm. This option was offered due to a demand for a petrol-driven alternative to the diesel engine after production of the V8 Defender had ended. The vehicles were built at Rosslyn outside Pretoria. Total production for the 2.8i was 1395, which included 656 Defender 90s and 739 Defender 110 s. This is an estimate based on sales figures from the National Association of Automobile Manufacturers of South Africa (NAAMSA). Early models were not speed-restricted, but later models were limited to 160 km/h.

According to Land Rover South Africa, "The Defender 2.8i became the priority project of the two companies in February 1996 with the approval of both Land Rover UK and BMW AG. It is the first joint development since Land Rover South Africa was formed in January 1995." Some of BMW's top engineers including Frank Isenberg, head of BMW Driver Training and the F87 M2 project, were part of the development team. The project was initially top secret and in 2 to 3 weeks' time they had converted a Defender 110 that originally had a 3.5 litre V8 into the first 2.8i

To adapt the BMW M52 engine to the Defender chassis, the engineers were able to utilize some of the parts from the recently developed BMW M51 diesel-powered Range Rover 2.5 DSE. They used the clutch housing, clutch, flywheel, and slave cylinder from that vehicle to connect the engine to the R 380 gearbox, but they had to produce a new clutch housing adaptor (bell housing) for the petrol M52 engine in the Defender. The unique clutch housing adaptor was necessary because the petrol M52 engine is tilted 10 degrees compared to the diesel M51 engine and it needed to be longer to match the input shaft of the R 380 gearbox borrowed from the 300 Tdi Defender. Due to the large diameter gearbox input shaft, the standard BMW pilot bearing could not be fitted, so a unique pilot bushing made of Oilite Bronze was developed. It had an inside diameter of 7/8 inch with an outside diameter of 32 mm. A mixture of non-metric and metric specifications are common on Land Rovers. Other unique parts that were developed for the 2.8i were the air intake ducts both before and after the Donaldson FPG Radial Seal air cleaner, engine mounts, radiator cowl, cooling hoses, fuel lines, clutch lines, air conditioning system, engine wiring, tachometer gauge, exhaust system, and a specially tuned Siemens MS41.0 DME with a Lucas 10 AS alarm in place of the Drive Away Protection system (EWS) used on BMW's. Because the M52 generates the most power in the middle and upper ranges of its power band, engineers fitted the 2.8i with a 1.667:1 gear ratio LT 230 transfer box. The readily available power made the vehicle particularly well suited for traversing a wide range of gruelling terrain such as sand dunes. The high gear ratio also helped the 2.8i sprint from 0–100 km/h in 9.3 seconds, making it the fastest production Defender ever made.

To make the vehicle ready for production, prototypes were subjected to extensive testing. According to Land Rover South Africa, "The development of the Defender 2.8i engine included high speed testing, off roading, wading, high impact durability, trailer towing, hot and cold climate testing, high altitude and sea level tests as well as intensive component testing, both in South Africa and in the United Kingdom. No less than six vehicles underwent more than 500 000 kms of on and off road testing." The new BMW M52 Defender performed better than the V8 Defender it replaced in nearly every test.

At least three of the original six 2.8i prototype vehicles were an NAS 1995 Defender 90 soft top that had been built right hand drive and received the BMW M52 engine in place of the 3.9-litre V8. One of those prototypes, the very first 90 2.8i which was painted Coniston Green and nicknamed "Green Mamba" by BMW engineers, was sold to a private individual in South Africa, while the other two were sent back to the UK for additional tests.

There were some major changes made to the 2.8i for the 2000 model year. It received a variety of updates including new instrumentation with new gauges with improved illumination and switches, an updated chassis, and new electrical systems similar to the Td 5. It also received an updated cooling system with an aluminium radiator to help solve overheating issues experienced with the older brass radiator, and an updated fuel system consisting of nylon fuel lines in favour of steel lines that have a tendency to rust, as well as a new fuel tank, pump, and filter with quick-connect fittings.

Land Rover South Africa also built 26 50th Anniversary edition 90's featuring the BMW M52 engine. The vehicles were painted Santorini Blue with special decal graphics on the sides. They also featured "colour-coded wheel arch moulding's, spot lamps, spare wheel carrier, free style alloy wheels, stainless steel A-frame Bullbar, two-tone solid paint, Willard's welding and side runners" as well as "leather seats, radio and CD player, leather steering wheel and gear lever as well as a cooler box." Each was randomly numbered between 1 and 50, as 24 50th Anniversary edition 110's were also built, but with a diesel engine. The special 110 was called "Safari" and was painted in a limestone green colour. It featured everything included on the 50th Anniversary 90 with the addition of "a roof rack and step ladder, as well as a wrap-around Bullbar in place of the A-frame" and "special cloth seats are used in favour of the leather ones. It is also fitted with a GPS (Pathfinder system)


The MG C is the first model in Rover Group's line of BMW based line of Z Series roadsters (two seater covertibles), and was produced in limited numbers from 1989 to 1991.

The MG C is unique for its plastic body panels and vertically sliding doors which drop into the door sills. It is one of the first BMW's to use a multi-link rear suspension. The sole drive train specification is the 2.5-litre straight six engine and 5-speed manual transmission from the R30 425i.

In 1996, the MG C's successor, the mass-produced MG D, began production.

Development and Launch

At the start of 1985, BMW set up a division called BMW Technik GmbH to develop concepts for new vehicles and technologies. The director of BMW Technik GmbH was Ulrich Bex, who oversaw the BMW Z1's (MG C) development. Control of the project was turned over to Klaus Faust when Bez left BMW in October 1988. The lead designer was Harm Lagaay.

In August 1985, the BMW board gave approval to further develop the BMW Technik's first concept vehicle, the Z1. A year later, the first road-going prototype was produced and BMW publicly revealed the project. A coupe model was also the subject of a design study, but it did not reach production.

In early 1987, BMW announced that the Z1 (MG C) entered production and in September 1987, the production form of the Z1 (MG C) was unveiled at the Frankfurt & London Motor Shows. Production began in October 1988. The original price target was DM 80,000, however by the time production began, the base price had increased to DM83,000.


The doors are unique in that they retract vertically, instead of traditional designs which swing outward or upward (the first car with retractable doors was the 1954 Kaiser Darrin, although those Kaiser Darrin doors slid forwards not downwards). The body with its high sills, offers crash protection independent of the doors, and it is possible (although perhaps not legal in some countries) for the Z1 (MG C) to be driven with the doors lowered.

The windows may be operated independently of the doors, although they do retract automatically if the door is lowered. Both the window and door are driven by electric motors through toothed rubber belts and may be moved manually in an emergency


In addition to the unique door design, the Z1 (MG C) body featured several other innovations: removable plastic body panels, a flat under tray, a roll-hoop integrated into the windscreen surround and continuously zinc welded seams.

The side panels and doors are made of GE's Xenoy thermoplastic. The bonnet, boot, and roof cover are GRP components made by Seger + Hoffman AG. The car is painted in a special flexible lacquer finish developed jointly by AKZO Coatings and BMW Technik GmbH. During the Z1's (MG C) launch, BMW suggested that owners purchase an additional set of body panels and change the color of the car from time to time. The car could actually be driven with all of the panels completely removed, similar to the Pontiac Fiero. BMW noted that the body could be completely replaced in 40 minutes, although Z1 (MG C) owners have reported that this may be highly optimistic.

Aerodynamics were a focus of the vehicle design. The flat plastic under tray is used for ground effect aerodynamics and the rear bumper - in conjunction with the aerodynamically shaped muffler - forms a diffuser to reduce rear lift. The front end reportedly induces a high-pressure zone just forward of the front wheels to increase front-wheel traction. The Z1 (MG C) has a drag coefficent of 0.36 Cd with the top up or 0.43 Cd with it down.


The rear suspension, called the Z Axle, was specially designed for the Z1 (MG C). It was one of the first BMW's to feature a multi link design. In the 1990's, the Z Axle would be used on a variety of BMW Group vehicles, including the Rover R36 400 Series.

Front suspension is as per the Rover R30 425i. Wheels, similar to the R30 425i, are 15-inch-diameter (380 mm) by 7-inch-wide (180 mm) wheels on both the front and rear, equipped with 205/55VR-15 tyres.

Drive train

The sole drive train configuration is a 2.5 Litre M30 straight-six engine and five-speed Getrag 260/5 manual transmission, sourced from the Rover R30 425i. The engine is a 2,494 cc (152 cu in) SOHC straight-six engine, which produces 125 kW (168 hp) at 5,800 rpm and 222 N⋅m (164 lb⋅ft) of torque.

The engine sits tilted 20 degrees to the right, to accommodate the low hood line.


Austin 5 Mk I & Vanden Plas

For the first generation Mazda GE based, Austin 5 series sedan and hatchback, the Montego name was dropped so all exports retained the Austin 5 title. In this generation, there was no estate version in this line-up. Its name plate replacements, the Austin 5 (sedan) and Vanden Plas spec Austin 5 (hatchback) that launched in November 1991 were pitched to British customers instead. Built on the GE platform, the hatchback only Austin 5 was launched under the Vanden Plas brand, as a separate car from the sedan, as Austin was at the beginning of an ambitious five-brand expansion plan of doubling sales. Including the badge engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Healey GT 6 coupe, a total of five cars were spawned off the same platform, launched under four different brands in Japan over a two-year period.

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Austin 5 in nearly all export markets. European sales of the new Austin 5 began in January 1992. The Austin 5 was again Wheels magazine's Car of the Year for a second time in 1992.

The European (E-spec) and Asian (JDM) models had many differences versus the North American (A-spec) models. These include: raised turn signal side markers vs the A-Spec flush mounted side markers, small fog lights with silver bezels vs the A-Spec full fitting fog lights, different interior cloth patterns, projector headlamps (glass lenses), a 1.8-liter FP engine, and a hatchback model. Europe also received a diesel engine version, using the "Comprex" pressure-wave supercharged RF engine seen in the previous generation JDM Capella. Power in Europe is 75 PS (55 kW) ECE at 4000 rpm, while the Japanese model claims 82 PS (60 kW) JIS at the same engine speed. European models were also available in a model with four-wheel steering until a mid-1994 lineup adjustment. This was only offered in the hatchback with the 2.5-liter V6 and a manual transmission and not many were sold.

For the first time for a Austin, the 5 began manufacturing in the US at Flat Rock , Michigan on 1 September 1992 for the 1993 model year. The car was also known as the "Austin 5" in Canada, but dropped the Cronos for the 1996 model year. Mazda's 2.5-liter V6 engine debuted to rave reviews. Though the 5's manual transmission was highly regarded, U.S built four-cylinder 5's from 1994 onwards used the widely used Ford’s CD4E automatic transmission (designated by Austin as LA4A-EL), which replaced the 1993 model's Japanese sourced transmission, which continued on in the V6 model. The CD4E was manufactured in Batavia, Ohio under ZF Batavia, a joint venture between Ford and ZF Friedrichshafen AG. In service in the Austin 5, the transmission was reputed to have a higher failure rate than in other applications.It is widely known to transmission specialists that the CD4E overheats due to a poorly designed valve body and torque converter. Austin issued relevant Technical Service Bulletins (0400502, 01598, 003/97K, 006/95) regarding the transmission and torque converter. The CD4E was produced until 2008 at Batavia and was never officially recalled in any application. In 1994, a passenger side airbag was added, whilst some models of the 1994 and 1995 Austin 5's 2.0L automatics were outfitted with Ford's EEC-IV diagnostic system. In North America, the V6 spread to the LX trim in addition to the leather ES trim. New for 1996 and 1997 models were a redesigned hood (raised center portion), chrome grille fairing (attached to the hood), and the introduction of the on Board Diagnostics II revision (OBD-II)


518 - 1992 - 1997 - 1.8 L FP I4 - 77 kW (104 hp) - 154 Nm (114 lb ft)
520 - 1992 - 1997 - 2.0 L FS I4 - 88 kW (118 hp) - 172 Nm (127 lb ft)
520 - 1993 - 1997 - 2.0 L FS I4 - 85 kW (113 hp) - 170 Nm (125 lb ft)
525 Vanden Plas - 1992 - 1997 - 2.5 L KL V6 - 121 kW (163 hp) - 217 Nm (160 lb ft)
525 Vanden Plas - 1993 - 1997 - 2.5 L KL V6 - 122 kW (166 hp) - 217 Nm (160 lb ft)


Vanden Plas.jpeg

Vanden Plas - Austin's short lived range of premium models

In the 1990's, Rover Group's Austin brand released a selection of cars under the Vanden Plas marque based on Mazda's Xedos brand.
These were cancelled after a decade due to the limited sales volumes but due to financial troubles of the Mazda
company stopping any further investment in the range.

Vanden Plas 6

The Vanden Plas was initially presented at the 1991 London Motor Show, and was based on the Mazda CA platform, also used by the Mazda Capella. The car entered full production in January 1992, with Japanese market models using the Eunos 500 name (as they were sold under the Eunos brand, and not the Mazda brand) and British and Australian, New Zealand and North American models utilizing the Vanden Plas 6 name. Left-hand drive versions of the Vanden Plas 6, destined for mainland Europe, were first produced in 1993. The car's exterior styling was often praised by reviewers, with Honest John stating that it "could have been the prototype for a new small Jaguar - with Mazda reliability," however, the interior was also criticized for being too dull. There were also plans to market the car under the Amati 300 in Japan name, but they did not come to fruition.

The Vanden Plas 6 was available with two different engines: a 1.6-litre straight-four (available in Europe from the beginning of production, in the UK from 1993 onwards and a 2-litre V6 (available everywhere from the car's launch) The 1.6-litre engine produced 114 hp (85 kW; 116 PS), and was criticized for being under powered, whilst the 2-litre engine produced 144 hp (107 kW; 146 PS), and was praised for its smooth, free revving nature. The V6 models were capable of up to 133 mph (214 km/h) with a manual transmission, and 125 mph (201 km/h) with an automatic transmission, and were claimed to be able to do 30-31 miles per gallon (imperial). In comparison, the 1.6-litre models had a top speed of 184 km/h (114 mph) with a manual transmission, or 175 km/h (109 mph) with an automatic. The engines were updated in 1994 to meet the new Euro 1 emissions standards (reducing the power outputs by 7 hp (5 kW; 7 PS) for the 1.6 and 4 hp (3 kW; 4 PS) for the 2-litre, and again in 1996 to meet the new Euro 2 standards. The 1.6-litre versions, as well as the 2.0 GT model, were withdrawn from production in 1998, a year before the remaining versions were withdrawn.

The Vanden Plas 6 used different engines to the European models. The 1.6-litre engine was not offered in Japan, with the base model instead being a 1.8-litre K8-ZE V6, producing 140 PS (103 kW; 138 hp) and having a top speed of 195 km/h (121 mph). The 2-litre V6 was offered in Japan, but in a higher state of tune; Japanese models produced 160 PS (118 kW; 158 hp) from their KF-ZE engines, and had a top speed of 205 km/h (127 mph). For 1994, a 1.8-litre straight-four was introduced as the new base model, with a power output of 115 PS (85 kW; 113 hp), whilst the 1.8-litre V6 was discontinued. In 1996, following Mazda's decision to axe the Eunos brand, the Eunos 500 was rebranded as the Mazda Eunos 500 in Japan and the rest of Asia, and remained in production under that name until 1999. With this decision Austin said that they too would be axing the Vanden Plas as a stand alone brand but would continue to badge some of the cars as Vanden Plas spec's.


616i - 1.6 L B6-9 / B6 -E I4 - 88 kW (118 hp)
618i - 1.8 L FP-DE I4 - 91 kW (122 hp) - 163 Nm (120 lb ft)
618i - 1.8 L K8-ZE V6 - 107 kW (144 hp) - 156 Nm (115 lb ft)
620i - 2.0 L KF-1 / KF-ZE V6 - 127 kW (170 hp) - 179 Nm (132 lb ft)

Rover 400 Series Mk II / MG 4 Mk II

The BMW based Rover 400 Series Mk II is the third generation of the Rover 400 Series range of compact executive cars, and was produced from 1990 to 2000. The initial models were of the four-door sedan body style, followed by the coupe, convertible, wagon ("Sporting Brake") and hatchback ("Compact") body styles in later years.

The Rover 400 was the first 400 Series to be offered in a hatchback body style. It was also the first 400 Series to be available with a six-speed manual transmission (in the 1996 MG 4), a five-speed automatic transmission and a four-cylinder diesel engine. The multi-link rear suspension was also a significant upgrade as compared to the previous generations of the BMW 3 Series. All-wheel drive was not available for the R36, unlike the previous (R30) and successive (R46) generations.

The 400 Series was named in 'Car & Driver' magazine's 10 best list for every year it was on sale.

The high performance MG 4 Mk II is powered by the BMW S50 or BMW S52 straight-six engine (depending on country). The MG 4 Mk II was introduced in 1992 and was available in coupé, sedan and convertible body styles.

Following the introduction of its successor, the Rover R46 400 Series Mk III in 1998, the Mk II began to be phased out and was eventually replaced in 1999.

Development & Launch

Development of the R36 (pre Rover) began in 1981 and the exterior design was heavily influenced by aerodynamics, specifically the overall wedge shape, headlight covers and smaller wing mirrors. The lead designers were Pinky Lai and Boyke Boyer.

The production version of the BMW based Rover 400 Series was launched in October 1990, with press release in November and market launch in early 1991.

Body styles

The body styles of the range are:

4-door saloon, produced from 1990 to 1998.
2-door coupe, produced from 1990 to 1999.
2-door convertible, produced from 1993 to 1999. A 4-door MG conversion was also available.
5-door estate (marketed as "Shooting Brake"), produced from 1994 to 1999.
3-door hatch back, produced from 1994 to 2000.


The four-cylinder petrol engines used in the 400 range were initially engines carried over from the previous generation 400 Series: the BMW M40 SOHC engine and the BMW M42 DOHC engine. In 1993, the M40 was replaced by the BMW M43 SOHC engine and the M42 was replaced in 1996 by the BMW M44 DOHC engine.

For the six-cylinder models, the 400 was launched with the then-new BMW M50 DOHC petrol engine. In late 1992 the M50TU versions added single VANOS (variable valve timing), which increased torque (peak power was unchanged). In 1995, the BMW M52 engine replaced the M50TU, resulting in the 428i model replacing the 425i and the addition of a new mid-range 423i model (powered by a 2.5 litre version of the M52).

In 1992, the 3.0 L BMW S50 engine debuted in the MG 4. In 1995, its capacity was increased to 3.2 L.

416i - 1990 - 1994 - M40 B16 inline 4 - 73 kW (98 hp) - 141 Nm (104 lb ft)
416i - 1993 - 1999 - M43 B16 inline 4 - 75 kW (101 hp) - 150 (111 lb ft)
418i - 1990 - 1993 - M40 B18 inline 4 - 83 kW (111 hp) - 162 Nm (119 lb ft)
418i - 1993 - 1998 - M43 B18 inline 4 - 85 kW (114 hp) - 168 Nm (124 lb ft)
418is - 1992 - 1995 - M42 B18 inline 4 - 103 kW (138 hp) - 175 Nm (129 lb ft)
418is - 1996 - 1998 - M44 B19 inline 4 - 103 kW (138 hp) - 181 Nm (133 lb ft)
420i - 1991 - 1993 - M50 B20 inline 6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
420i - 1993 - 1998 - M52 B20 inline 6 - 110 kW 9148 hp) - 190 Nm (140 lb ft)
423i - 1995 - 1998 - M52 B25 inline 6 - 125 kW (168 hp) - 245 Nm (181 lb ft)
425i - 1991 - 1992 - M50 B25 inline 6 - 141 kW (189 hp) - 245 Nm (181 lb ft)
425i - 1993 - 1995 - M50 B25 inline 6 - 141 kW (189 hp) - 245 Nm (181 lb ft)
428i - 1995 - 1998 - M52 B28 inline 6 - 142 kW (190 hp) - 280 Nm (207 lb ft)
MG 4 - 1992 -1995 - S50 B30 inline 6 - 210 kW (282 hp) - 320 Nm (236 lb ft)
MG 4 - 1995 - 1998 - S50 B30 inline 6 - 236 kW (316 hp) - 350 Nm (258 lb ft)
MG 4 - 1995 - S50 B30 US inline 6 - 179 kW (240 hp) - 305 Nm (225 lb ft)
MG 4 - 1996 - 1999 - S52 B32 US inline 6 - 179 kW (240 hp) - 320 Nm (236 lb ft)


418tds - 1994 - 2000 - M41 D17 inline 4 - 66 kW (89 hp) - 190 Nm (140 lb ft)
425td - 1991 - 1996 - M51 D25 UL inline 6 - 85 kW (114 hp) - 222 Nm (164 lb ft)
425td - 1996 - 1998 - M51 D25 TUUL inline 6 - 85 kW (114 hp) - 230 Nm (170 lb ft)
425tds - 1993 - 1996 - M51 D25 OL inline 6 - 105 (141 hp) - 260 Nm (192 lb ft)
425tds - 1996 - 1998 - M51 D25 TUOL inline 6 - 105 kW (141 hp) - 280 Nm (207 lb ft)

Drive train

The 400 was produced with the following transmissions:

5-speed manual
6-speed manual (1996-1999 MG 4- except for United States)
4-speed automatic
5-speed automatic

All models are rear-wheel drive, since the 400 was not produced with all-wheel drive (unlike its predecessor and successor).


The saloon, coupé, convertible and Shooting Brake models use the "Z-axle" multi link suspension in the rear, which was introduced in the MG G roadster.

The hatchback ("Compact") models use a rear semi-trailing arm suspension based on the older 400 Series design. This was done in order to save space due to the truncated rear end of the hatchback.

MG 4 Mk II

The MG 4 Mk II model of the 400 Series Mk II was released in November 1992 and was initially available as a coupé only, with a convertible version added in 1994. A sedan version was also added in December 1994, to fill in the gap caused by the lack of the MG 6 sedan model between the end of MG 6 production in 1995 and the launch of the MG 6 in 1998.

In September 1995, a face lift version of the coupé was introduced. Changes included the engine displacement increasing to 3.2 L (195 cu in), the manual transmission upgrading from a 5-speed to a 6-speed, different wheels and clear indicator lenses. The face lift changes were applied to the sedan model in November 1995 and the convertible model in February 1996. The kerb weight of the 1996 MG 4 coupe in European specification is 1,515 kg (3,340 lb).

The face lift also saw the introduction of a 6-speed "SMG" automated manual transmission, the first time an automatic transmission was available on an MG4 outside the United States. The SMG transmission was praised for its fast shift times and operation in performance situations, but criticised for behaviour in everyday driving situations.

In 1996, Rover MG hand-built an MG 4 Compact prototype as an M-car which would appeal to younger customers. It included various performance and styling features of the MG 4, including the 3.2-litre S50 engine. The MG 4 Compact was reviewed in the German magazine "Auto Motor und Sport", but never reached production.


The MG 4 is powered by the BMW S50 straight-six engine. It was the first MG 4 to use a six-cylinder engine, which has since been used the majority of MG 4 models (albeit in turbocharged form since 2014).

In most countries, the initial 2,990 cc (182 cu in) version generated 210 kW (286 PS; 282 hp) at 7,000 rpm and 320 N⋅m (236 lb⋅ft) at 3,600 rpm. North American models (except for the limited edition Canadian "MG 4 Euro-Spec" model) used the less powerful BMW S50 B30 US engine instead.

The face lift models in late 1995 were upgraded to a 3,201 cc (195 cu in) version of the BMW S50 engine, generating 236 kW (316 hp) at 7,400 rpm and 350 N⋅m (258 lbf⋅ft) at 3,250 rpm. North American models used the less powerful BMW S52 engine instead.

Discovery Series I

In 1992, the Discovery received several additions and improvements. The interior was offered in a more traditional beige as well as the distinctive (but controversial) light blue, an automatic gearbox was made available on 200 Tdi models, new colours were added to the range (and the large 'compass and mountain' side decals worn by early Discoveries to disguise wavy panel fit around the rear three quarter windows were no longer fitted) and the 'SE' pack (incorporating alloy wheels, front driving lights, roof bars and a special range of metallic paints) was introduced as an option. A two seat, three-door Discovery Commercial version, lacking rear-side windows, was later offered by Land Rover Special Vehicles.

Before 1994, the Discovery was available with either the 2.5-litre 200 Tdi engine or the 3.5-litre Rover V8. Early V8 engines used a twin SU carburetor system, switching to Lucas 14CUX fuel injection in 1990. A 2.0-litre petrol engine from the Rover stable was briefly available in a model known as the 2.0 litre Mpi. This was intended to attract fleet managers, since UK (and Italian) tax laws benefitted vehicles under 2.0 litres. A combination of changes in taxation and lack of power for such a heavy vehicle led to the demise of this engine, despite its fitting to several Discoveries supplied to the British Royal Family. One of these was notably driven by Prince Phillip around Windsor Great Park in his position as Park Ranger.

The transmission was a permanent four-wheel drive system, with a high and low range transfer box, locking centre differential at the transfer box. Similarly to the rest of the Land Rover range, the handbrake acts on the transmission at the back of the transfer box, therefore locking the rear prop shaft or both front and rear prop shafts if the central differential lock is engaged.

Healey 4000

In 1993, 1,500 LE (Limited Edition) cars were produced. This model featured red leather interior, upgraded stereo, Nardi shift knob, leather-wrapped steering wheel, cruise control, limited-slip differential, power windows, power mirrors, power steering, air conditioning, BBS wheels, Billstein shocks front and rear spoilers, ABS brakes, stainless sill plates, and Harley style peanut tank door speaker trim. All 1993 LE cars came in black.

Healey GT 7

The third generation RX-7 based Healey GT 7 FD (chassis code FD3S for Japan and JM1FD for North America), featured an updated body design. The 13B-REW was the first-ever mass-produced sequential twin turbocharger system to be exported from Japan, boosting power to 255 PS (188 kW; 252 hp) in 1993 and finally 280 PS (206 kW; 276 hp) by the time production ended in Japan in 2002.

The chief designer was Yoichi Sato. Another key designer was Wu-huang Chin, a Taiwanese automotive artist who also worked on the Healey GT 5.

In Japan, sales were affected by this series' non-compliance with Japanese dimension regulations and Japanese buyers paid annual taxes for the car's non-compliant width. As the Healey GT 7 was now considered an upper-level luxury sports car due to the increased width dimensions, Mazda who part owned Austin and Healey also offered two smaller offerings, the Eunos roadster and the Eunos Presso hatchback.

The sequential twin turbocharging system, introduced in 1992, was extremely complex and was developed with the aid of Hitachi. It was previously used on the exclusive-to-Japan Cosmo JC Series. The system used two turbochargers, one to provide 10 psi (0.69 bar) of boost from 1,800 rpm. The second turbocharger activated in the upper half of the rpm range, during full throttle acceleration — at 4,000 rpm to maintain 10 psi (0.69 bar) until red line. The changeover process occurred at 4,500 rpm, with a momentary dip in pressure to 8 psi (0.55 bar), and provided semi-linear acceleration from a wide torque curve throughout the entire rev range under normal operation. Under high speed driving conditions, the changeover process produced a significant increase in power output and forced technical drivers to adjust their driving style to anticipate and mitigate any over-steer during cornering. The standard turbo control system used 4 control solenoids, 4 actuators, both a vacuum and pressure chamber, and several feet of preformed vacuum/pressure hoses, all of which were prone to failure in part due to complexity and the inherent high temperatures of the rotary engine.

A special high-performance version of the RX-7 was introduced in Australia in 1995, named the GT 7 S. This model was developed to achieve homologation for racing in the Australian GT Production Car Series and the Eastern Creek 25 Hr production car race. An initial run of 25 cars were made, and later an extra 10 was built by Healey due to demand. The GT 7 S was rated at 277 PS (204 kW; 273 hp) and 357 N⋅m (263 lb⋅ft) of torque, a substantial increase over the standard model. Other changes included a race-developed carbon fibre nose cone and rear spoiler, a carbon fibre 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1 final drive ratio, 17-inch wheels, larger brake rotors and calipers. A "three times more efficient" inter cooler, a new exhaust, and a modified ECU were also included. Weight was reduced significantly with the aid of further carbon fibre usage including lightweight vented bonnet and Recaro seats to reduce weight to 1,218 kg (from 1,250 kg) making this model road-going race car that matched the performance of the rival Porsche Carrera RS Club for the final year Healey officially entered. The formula paid off when the RX-7 SP won the 1995 Eastern Creek 4 Hr, giving Healey the winning 12 hour trophy for a fourth straight year. The winning car also gained a podium finish at the international tarmac rally Targa Tasmania months later. A later special version, the Bathurst R, was introduced in 2001 to commemorate this victory in Japan only. It was based on the GT 7 Type R and 500 were built in total, featuring adjustable dampers, a carbon fibre shift knob, carbon fibre interior trim, special fog lamps and a different parking brake lever.

In the United Kingdom, for 1992, customers were offered only one version of the FD, which was based on a combination of the US touring and the base model. For the following year, in a bid to speed up sales, Healey reduced the price of the GT 7 to £25,000, down from £32,000, and refunded the difference to those who bought the car before that was announced. From 1992–1995, only 210 FD GT 7's were officially sold in the UK.. The FD continued to be imported to the UK until 1996. In 1998, for a car that had suffered from slow sales when it was officially sold, with a surge of interest and the benefit of a newly introduced SVA scheme, the FD would become so popular that there were more parallel and grey imported models brought into the country than Mazda UK had ever imported. Information about various trims and models is listed as follows:

Series 6 (1992–1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the GT 7 through its ɛ̃fini brand as the GT 7. Models in Japan included the Type S, the base model, Type R, the lightweight sports model, Type RZ, Type RB, A-spec and the Touring X, which came with a four-speed automatic transmission. The GT 7 was sold in 1993–1995 in the U.S. and Canada. The Series 6 was rated at 255 PS (188 kW; 252 hp) and 294 N⋅m (217 lb⋅ft)

In 1993, three North American models were offered; the "base", the touring, and the R models. The touring FD included a sunroof, fog lights, leather seats, a rear window wiper and a Bose Acoustic Wave system.The R (R1 in 1993 and R2 in 1994–95) models featured upgraded springs, Bilstein shocks, an additional engine oil cooler, an aerodynamics package comprising a front lip and rear wing, and suede seats. The GT B differed from the GT A in that it had slightly softer suspension


GT 7 A - 188 kW (252 hp) - 294 Nm (217 lb ft)
GT 7 B - 195 kW (261 hp) -
GT 7 S - 176 kW (236 hp) - 294 Nm (217 lb ft)
GT 7 RS - 188 kW (252 hp) - 294 Nm (217 lb ft)
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Healey 6 GT Coupe

Healey launched the first generation MX-6 based Healey GT using the GE platform, shared by the Austin 5, Mazda 626 and Ford rebadged cars, the Ford Probe and the Ford Telstar.

It was released in three distinct variants worldwide, known as A-spec, E-spec, and J-spec, which relates to their destined markets – U.S, Europe and Japan, respectively.

The A-spec variant for the North American market was manufactured alongside the Austin 5, Ford Probe and Mazda 626 from 1992 as a 1993 model by Auto Alliance International in Flat Rock, Michigan, Three trim levels were available on the A-spec models:

RS – Base model, fitted with the FS DE 2.0 DOHC I4 engine, making 118 hp (88 kW).

LS – Luxury model, fitted with the KL DE 2.5 DOHC V6 engine, making 164 hp (122 kW). It was also equipped with alloy wheels, a low rear spoiler, an optional CD player, fog lights, and leather or cloth interior.

LS M-edition – A special edition based on the LS, including different, all-red tail lights, chrome scuff plates, an in-dash three-disc CD stacker, gold alloy wheels (same design as

LS), all gold badges, and M-edition embroidered on the front seats and floor mats. M-editions only came in three paint colors: a trim exclusive burgundy, black, and white. All had cream leather interiors and special gold pin striping. The A-spec models never received 4WS.

In 1995, the second generation Healey GT 6 was refreshed with different five-spoke alloy wheels, and emissions changes. Another major change after 1995 was the addition of OBD-II to the car. With this addition, the 164 hp (122 kW) was decreased to 160 hp (120 kW) for every year thereafter. Known as the GE2, this model ran until 1997. Unlike the first generation, the second-generation Healey GT 6 only had one model with a different moniker – the Canadian Healey GT Mystère.


Healey 6 GT - 1992 - 1997 - 2.2 L FC I4 - 82 kW (110 hp) - 176 Nm (130 lb ft)
Healey 6 GT B - 1992 - 1997 - 2.2 L F2T turbo - 108 kW (145 hp) - 258 Nm (190 lb ft)
Healey 6 GT A - 1993 - 1997 - 2.0 L FS I4 - 97 kW (130 hp) - 172 Nm (127 lb ft)
Healey 6 GT C - 1993 - 1997 - 2.5 L KL DE V6 - 122 kW (164 hp) - 217 Nm (160 lb ft)
Healey 6 GT S - 1993 - 1997 - 2.5 L KL ZE V6 - 147 kW (198 hp) - 224 Nm (165 lb ft)


Vanden Plas 9

The Millenia based Vanden Plas 9 was originally planned as the second of three models for Austin's proposed luxury brand Vanden Plas and Mazda's Amati. As the company's dwindling finances caused by the onslaught of the "bubble economy" prevented the launch of the Amati brand, the Vanden Plas 9 was released in the autumn of 1993 in Europe and Australia as the 9 and in Japan and Asia as the Mazda Eunos 9. The car was launched in North America in 1995 and in July 1997 the Japanese market Eunos 800 was also renamed to Mazda Millenia as Mazda discontinued the Eunos brand. There was no model link to the other Mazda marque, Ẽfini.

Having been developed for a separate market from typical Austin customers, the Vanden Plas 9 boasted myriad finer details. It was engineered to far greater levels of perceived quality than existing Austin cars, such as interior plastic quality, panel gap and thicker paint coating. The Vanden Plas 9 / Eunos 800 / Xedos 9 was assembled along with the smaller Vanden Plas 6 / Eunos 500 / Mazda Xedos 6 in a new production line, presumably set up for Amati cars.

The Vanden Plas 9 does not have a direct predecessor or replacement in the Vanden Plas or Mazda product line, and production ceased with the introduction of the Austin 5 / Mazda6 in 2002. It appears to have received a brand-new platform, although the multi-link suspension at both ends strongly resembled that of the 1991 Mazda Sentia, with minor changes such as replacing the lower I-arm with an A-arm for front wheel drive. It was the only production car in the world to employ a Miller cycle engine (The current Austin 1 / Mazda2 features Miller Cycle on one of its engines). Yaw-sensitive four-wheel steering was available as an option in Japan; Mazda claimed that with this feature, the Vanden Plas 9 was capable of passing the elk test at speeds comparable to the BMW 850i and Nissan 300ZX.

The 1997 Japanese market name change from Eunos 800 to Mazda Millenia was accompanied by a significant face lift that included some cost-saving measures. For instance, the hood was downgraded from aluminum to steel. The Millenia was again face lifted for the 2000 model year.


920i - 2.0 L KF-DE I4 - 104 kW (140 hp) - 179 Nm (132 lb ft)
923i - 2.3 L KJ-ZEM Miller cycle V6 - 162 kW (217 hp) - 285 Nm (210 lb ft)
925i - 2.5 L KL-DE V6 - 130 kW (174 hp)


Austin A3 Mk II & Healey 3 Mk II

The seventh generation based Austin 3 was released to the market in 1994 with front-wheel drive. Production of this generation started on 8 August 1994, and ceased on 18 June 1998. The sedan version was sold as the Austin 3 in North America, as the Mazda Artis in some South American markets, as the "Mazda Étude" in South Africa. Originally there was a three-door lift back (323C/Familia Neo) available, but after sluggish sales a hatchback version based on the face lifted Familia saloon replaced it.

An unusual JDM model appeared in 1994, with the discontinuation of the 1985 generation station wagon. The Mazda Familia van offered after this year was a rebaged Nissan Sunny California, which was essentially the station wagon version of the Nissan Sunny N14. Another loan was the 1.7-liter inter cooled turbo diesel engine purchased from Isuzu for use in sedans after August 1995. These models have a prominent hood scoop. At about the same time a four-wheel-drive model was introduced in Japan, either with a 1.6-liter petrol or the Isuzu turbo diesel. The 4WD cars can be easily identified by having been equipped with the federalized front (but not rear) bumper, including side marker lights.

This generation grew considerably, with the four-door sedan's wheelbase only a few millimetres short of the then current Toyota Camry, a mid size car. The car was not originally offered with a 1.3-liter engine in Japan, with the lineup beginning with the bigger 1.5. To close this gap in the lineup, the BG hatchback with the 1.3 was kept in production until October 1996, when the new hatchback model was introduced (323P) and the smaller engine was made available. A new model appeared in August 1995, when a lean burn version called the GS-L arrived: its Z5 DEL engine produces 94 PS (69 kW), three down on the regular Z5-DE, but gas mileage improved by ten to fifteen percent.

The rare North American ES model came with the Healey’s 1.8-liter twin-cam engine (though the internals were not entirely the same), all-wheel disc brakes, and dual stabilizer bars. The same car went on sale in Australia in the second half of 1994 with a fully featured BP ZE engine. The Austin 3 became classified as a "compact car” for the 1995 model year in North America.

A Healey GTi version was released. It came equipped with HealeySpeed wrap around body kit, HealeySpeed rear spoiler, Momo steering wheel, 15-inch Rota Astral wheels wrapped in 195/55R15 Bridgestone Potenza RE01 tyres, HealeySpeed strut tower bar, Eibach springs, gas-charged shock absorbers, sway bars and HealeySpeed exhaust made by Yumex.

The Austin 3 was face lifted in 1996, with a newer somewhat more aggressive style.

Body styles

Four-door saloon
Three-door coupé hatchback
Three-door hatchback
Five door estate



313 - 1993 - 1999 - 1.3 L B3 SOHC - 55 kW (73 hp) - 104 Nm (77 lb ft)
316 - 1994 - 1998 - 1.5 L Z5 Fi 16v DOHC - 66 kW (89 hp) - 132 Nm (97 lb ft)
316 - 1994 - 1998 - 1.6 L B6D 16v DOHC - 79 kW (107 hp)
318 - 1994 - 1996 - 1.8 L B8 - 85 kW (114 hp) - 136 Nm (116 lb ft)
318 - 1995 - 1999 - 1.8 L BP Fi 16v DOHC - 98 kW (131 hp) - 160 Nm (118 lb ft)
320 - 1994 - 1996 - 2.0 L KF V6 Fi 24v DOHC - 107 kW (144 hp) - 179 Nm (32 lb ft)


320d - 1995 - 1999 - 2.0 L RF 8v SOHC - 53 kW (71 hp) - 127 Nm (94 hp)

Land Rover Discovery Series I

In 1994, many changes were made to the Discovery. It reached some markets as the "Discovery 2"; the 200 Tdi and 3.5 L V8 engines were replaced with the 2.5 L 300 Tdi 4-cylinder and 3.9-litre Rover V8 engines. The 300 Tdi introduced a Bosch electronic emissions control for certain models and markets. At around this time, a stronger R 380 gearbox was fitted to all manual models. The newer models featured larger headlamps and a second set of rear lights in the bumper. The new rear lights had their wiring configuration changed several times to meet real or expected European safety legislation. Some vehicles were left with an arrangement where the vulnerable bumper contains the only working direction indicator lights, other examples have these lights duplicated in the traditional rear pillar location. The interior was completely revised, dispensing with most of the Conran designed original. An all new "soft feel" dashboard was introduced (a derivative of which was also used in the run-out Range Rover Classic), which replaced most of the components from the Maestro and Montego with the switch gear and instrument pack now coming from the R17-series Rover 800. The new design allowed the fitment of airbags and a proper locking glove box replaced the zip bag of the original interior.

The 1994 model year marked the first year that the Land Rover Discovery was sold in the United States. Airbags were incorporated into the design of the 1994 model to meet the requirements of US motor vehicle safety regulations, though they were not fitted as standard in all markets. All North American specification (NAS) models were fitted with the 3.9-litre V8 from the Range Rover SE models, and later models saw a change to the 4.0-litre version of the engine.

Technically speaking, the 1996-98 US models with 4.0-litre engines had the same displacement as the 3.9-litre engines fitted to the earlier 1994-95 US models; the differences between the engines involved improvements to the block rigidity and pistons, and a change from the Lucas 14CUX engine management to the distributor-less Generic Engine Management System ("GEMS"). In earlier 3.9-litre US engines, the fuel injection computer (14CUX) did not control the ignition, which was instead controlled by a traditional system with an ignition coil and distributor made by Lucas. The GEMS system was developed jointly by Lucas and SAGEM; it controlled both spark timing and fuel injection. Unlike the earlier systems fitted to Rover V8 engines, GEMS was made OBD-II compliant. This change was largely driven by the federal requirement (starting in 1996) for vehicles sold in the United States to meet the OBD-II specification.

In Japan, a badge-engineered version of the Discovery I was offered, called the Mazda Crossroad. The Rover Group companies had a cross holding relationship with Mazda UK since the 1988 buy out by Ford.

In the Republic of Ireland, local tax laws meant that the first ever example of a Discovery Commercial (van) was launched there in 1991. A revised version was launched in 1993, shortly after the UK market example of late-1992. The Irish examples have formed the basis of the Discovery's success and high sales there, as commercials are on a much lower tax band.

Healey GT 7

In 1994, the interior received a small update to include a passenger air bag, and a PEG (performance equipment group) model was offered. This model featured leather seats and a sunroof. It did not include the fog lights or Bose stereo of the touring package.

Range Rover Series II

The Range Rover (LP) is the second-generation Range Rover model from British car maker Land Rover. It was launched on 28 September 1994, 24 years after the introduction of the first-generation Range Rover. It included an updated version of the Rover V8 engine, with the option of a 2.5-litre BMW six-cylinder turbo-diesel. The new model offered more equipment and premium trims, positioning the vehicle above the Land Rover Discovery to face the increased competition in the SUV marketplace.

It is usually known as the Range Rover P38 or P38A outside of Land Rover, after the office building in which the vehicle development team was based. During the early development stages, the Engineering team was based in the Engineering Block at Solihull, and the vehicle was known by the project designations of 'Pegasus' and 'Discovery,' changing to P38A when the team moved to Block 38A at Solihull. The name 'Discovery' was used temporarily as a cover to confuse journalists while the original Discovery vehicle was being developed.


In 1999 the Range Rover V8 received a new Bosch Motronic engine management system from the Rover 800 Series (BMW 7 Series E38). This replaced the Lucas "sagem" GEMS system. This engine is also known as the Bosch or Thor engine, the later engine also featured revised engine mounts along with a structural alloy sump to stiffen the engine up to help improve refinement and prevent vibration ingress into the cabin. It can easily be identified by its intake manifold.

Gems " Lucas "

4.0 - 135 kW (190hp) - 320 Nm (236 lb ft)
4.6 -167 kW (225hp - 380 Nm (280 lb-ft)

Bosch "Motronic

4.0 - 140 kW (188hp) 339 Nm (250 lb ft)
4.6 - 162 kW (218hp)407 Nm (300 lb ft)

The diesel edition received an EGR system, which came with a plastic inlet manifold. A modulator sends back part of the exhaust gas into the manifold, thus mixing hot exhaust gas via a vacuum pump into the cold air from the inter cooler.

2.5 BMW M51- 101 kW (136hp) - 270Nm (199 lb ft)


The second generation Range Rover incorporated an improved electronic air suspension (called EAS) which was an adaption of the system used on the 1993 - 1996 Range Rover Classic It allows automatic, speed determined height adjustment. The five suspension heights offered by EAS are (from lowest to highest in terms of height) "Access", "Motorway", "Standard", "Off-Road", and "Off-Road Extended". Height was also adjustable manually between the first four settings. The "Off-Road Extended" setting was only accessible automatically by the EAS ECU in the event of the chassis getting beached.


The 4.0 L V8 petrol and the 2.5 L I6 diesel engine were mated to either the R380 manual gearbox or the ZF 4HP22 transmission, as used in the late classic Range Rover, 300 Tdi, Td5 or V8 Discovery. The 4.6 L V8 petrol engine was only mated to the ZF 4HP24 transmission.

The R380 gearbox is basically the same as in the previous Range Rover, or Discovery 300 Tdi. The primary shaft for the diesel is different with a small input diameter for the spigot bearing inside the BMW flywheel and the output shaft has been changed to allow for the different Borg Warner Box.

The Borg Warner 4462 transfer box on the P38 unlike the classic has no direct control of High/Low range gears meaning that the vehicle has to nearly stop before shifting from high to low range and the lever from the classic model was replaced by an electric control on the dashboard for the manual and an H pattern gate on the automatic gear lever High/Low is selected by an electronic actuator on the TB. The transfer case's chain and sprockets have been reinforced. The rear differential on the 4.6 L V8 petrol model were a 4-pin version and four-wheel traction control was included with the vehicle, whereas initially the 4.0 L V8 and the 2.5 L I6 only had 2-pin versions and two-wheel traction control on the rear wheels only. Later versions had the four-wheel traction control and the later 4.6 L V8 petrol model had a 4-pin front differential.


The chassis was also made stronger and new welding techniques were used also unlike its predecessor the chassis and body sections are not prone to corrosion. This was the last Range Rover available with a manual gearbox and a classic transfer box. Other features included were anti lock braking system and in some automatic gearbox models two-wheel traction control — although later models saw this feature applied to all four wheels.

Rover 800 Series Mk II

Manufactured from April 1994 to 2001, the Rover (R38) 800 Series was based on the third generation of the BMW 7 Series. The flagship represented an evolution in design language of the prior R32 generation. The new 800 Series was available with straight six, V8 and V12 petrol and straight-six and V8 diesel engines — in three wheelbases: short (i), long (iL) and Limousine (L7). In 2001, the R38 was replaced by the R65 800 Series.

The R38 was the first car available with curtain airbags. It was also the first European car to offer satellite navigation and the first Rover to offer an in-built television. The R38 was the first 800 Series to be available with a diesel engine.


In early 1988, development began on the third generation of the (second generation 800 Series). From 1988 to 1990 styling work was done initially under design director Claus Luthe (through April 1990, taken over by Dr. Wolfgang Reitzle), when Boyke Boyer's concept design was chosen and further refined into production form.

In February 1991, the final production design for the new 800 Series was approved by the board 36 months ahead of the scheduled start of production for February 17, 1994. On April 27, 1993 German design patents were filed featuring a pre production prototype as a design representation. Patents were later filed on October 27, 1993 in the United States.


Production started on July 23, 1993 on pilot production models and US specification variants on January 13, 1994, with series production commencing in April 1994 for June 1994 British & German launch with the 830i and 840i. US-specification cars entered production in September 1994, for the November 1994 launch. On February 18, 1994, the R38 Rover Series was unveiled for the 1995 model year via a BMW/Rover press release. The 850i production began in November 1994, in advance of its January 1995 launch.

The last R38 (a silver 840i with a black leather interior) rolled off Rover's Castle Bromwich assembly line on July 27, 2001 to make way for the replacement R65 800 Series Mk III and given to the British Motor Museum at Gaydon.


Safety features include ASC+T traction control, headlight washers and auto-leveling low beam xenon HID headlamps. Side tubular airbags (called "Head Protection System") were fitted as standard equipment."Active Comfort Seats" were introduced in 1998, to improve comfort and reduce fatigue for the driver and front passenger. This system uses two fluid-filled bladders which alternate in height.

Other equipment includes Electronic Damper Control (called EDC III), power moon roof, rain-sensing wipers, dual zone climate control, electric drivers seat adjustment and electric steering wheel adjustment.

Double glazed windows were available (called "dual pane glass"). Break resistant laminated "security glass" was also available, which is known to delaminate. The delamination occurred with the Protection S357A option only, not with normal S352A dual pane windows. Bullet-resistant glass was used for the Protection model, with even thicker glass used for the Security model.

The Sport Package included a sport steering wheel, sports seats, sports suspension, "shadowline" exterior trim and unique wood trim for the interior. Some sports models also included a shorter differential ratio and higher stall speed for the torque converter. This allowed for a 0–97 km/h (60 mph) acceleration time of 5.9 seconds.



828i - 1995 - 1998 - 2.8 L M52 inline 6 - 142 kW : 193 PS (190 hp) - 280 Nm (207 lb ft)
828i - 1998 - 2001 - 2.8 L M52 inline 6 - 142 kW : 193 PS (190 hp) - 280 Nm (207 lb t)
828il - 1995 - 1998 - 2.8 L M52 inline 6 - 142kW : 193 PS (190 hp) - 280 Nm (207 lb ft)
828il - 1998 - 2001 - 2.8 L M52 inline 6 - 142 kW : 193 PS (190 hp) - 280 Nm (207 lb ft)
830i - 1994 - 1996 - 3.0 L M60 V8 - 160 kW : 218 PS (215 hp) - 290 Nm (214 lb ft)
830il - 1994 - 1996 - 3.0 L M60 V8 - 160 kW : 218 PS (215 hp) - 290 Nm (214 lb ft)
835i - 1996 -1998 - 3.5 L M60 V8 - 173 kW : 235 PS (232 hp) - 320 Nm (235 lb ft)
835i - 1998 - 2001 - 3.5 L M62 V8 - 175 kW : 238 PS (235 hp) - 345 Nm (254 lb ft)
835il - 1996 - 1998 - 3.5 L M62 V8 - 173 kW : 235 PS (232 hp) - 320 Nm (235 lb ft)
835il - 1998 - 2001 - 3.5 L M62 V8 - 175 kW : 238 PS (235 hp) - 345 Nm (254 lb ft)
840i - 1994 - 1996 - 4.0 L M60 V8 - 210 kW : 286 PS (282 hp) - 400 Nm (295 lb ft)
840i - 1996 - 1998 - 4.4 L M62 V8 - 210 kw : 286 PS (282 hp) - 420 Nm (310 lb ft)
840i - 1998 - 2001 - 4.4 L M62 V8 - 210 kW : 286 PS (282 hp) - 440 Nm (325 lb ft)
840il - 1994 - 1996 - 4.0 L M60 V8 - 210 kW : 286 PS (282 hp) - 400 Nm (295 lb ft)
840il - 1996 - 1998 - 4.4 L M62 V8 - 210 kW : 286 PS (282 hp) - 420 Nm (310 lb ft)
840il - 1998 - 2001 - 4.4 L M62 V8 - 210 kW : 286 PS (282 hp) - 440 Nm (325 lb ft)
840il P - 19980 - 2001 - 4.4 L M62 V8 - 210 kW : 286 PS (282 hp) - 440 Nm (325 lb ft)
850i - 1995 -1998 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)
850i - 1998 - 2001 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)
850il - 1995 - 1998 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)
850il - 1998 - 2001 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)
850il P - 1998 - 2001 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)
850il S - 1995 - 1998 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)
850il S - 1998 - 2001 - 5.4 L M73 V12 - 240 kW : 326 PS (322 hp) - 490 Nm (361 lb ft)


825tds - 1995 - 2001 - 2.5 L M51 inline 6 - 104 kW : 113 PS (141 hp) - 280 Nm (207 lb ft)
830d - 1998 - 2001 - 2.9 L M57 inline 6 - 141 kW : 193 PS (190 hp) - 410 Nm (302 lb ft)
840d - 1998 - 2001 - 3.9 L M67 V8 - 180 kW : 245 PS (241 hp) - 560 Nm (413 lb ft)


A 5-speed ZF 5HP automatic transmission was available on all models. In many markets, a 5-speed manual transmission was available for the 825tds, 828i, 830i, and 835i, while a 6-speed manual was on offer for the 840i

Healey 4000

For the 1994 model year, the first-generation Healey GT 5 was freshened with the introduction of the more powerful 1,839 cc (1.8 L; 112.2 cu in) BP ZE engine, dual airbags placed in a redesigned dashboard, the addition of a Healey badge on the front fascia in the US and a limited slip differential in some markets. The chassis was substantially braced to meet new side impact standards, most visibly by adding a "track bar" between the seat belt towers inside the car, but also to the front and rear sub frames. Also, 1994 and 1995 were the only years in which Healey (Austin) offered a light metallic blue paint (Laguna Blue Mica), making these cars rare collectors cars to some. 1994 also saw the introduction of the "R" package, a sport themed package with Bilstein shocks, stiffer sway bars, retuned springs, subtle front and rear under body spoilers, and a Torsen LSD. Air conditioning was optional, but the "R" package was not available with power steering, leather, or an automatic transmission. It can also be identified by a red Healey badge on the rear instead of the usual black. No body style changes were made, however. Halfway through the 1997 model year the hazard light button was changed to a black button with red symbol as opposed to the earlier red button with white symbol


Austin Healey Sprite

The Austin Healey Sprite is a mid engined, rear wheel drive roadster cars that were sold under the Healey marque between 1995 and 2011.

The Austin Healey Sprite was the first new model designed as an Austin Healey since the 3000 that was produced from 1959 to 1967.

The Sprite was initially designed by Rover Group during the period it was owned by Ford Motor Company. The Ford owned Rover Group manufactured the model from 1995 to 2008. Ford broke up Rover Group in 2008, divesting the Austin and MG passenger car businesses to Mazda.


Austin Healey had stopped producing sports cars in 1967 when British Leyland finished their contract with Jensen Motors in West Bromwich. In 1992, the company (by this time Rover Group) restarted production of the classic MGB as the limited edition RV8, and positive reaction led the company to continue to develop the Healey.

By 1991, Rover was working on a new mid engined sports car similar in size (and expected to be similar in price) to the recently launched Mazda MX5 and Lotus Elan. The final product, the Healey Sprite , was finally unveiled on 8 March 1995, and went on sale in September that year with a 1.8 litre 120 bhp engine, and was joined several months later by a 145 bhp VVC (variable valve control) version. It was hugely popular and received plaudits for its excellent ride and handling. The Healey received a mild face lift in August 1999, by which time a high performance Super sport version was reportedly in the pipeline, but this version was never launched; the highest performance Healey model was the 160 bhp Trophy model which joined the range a year after the face lift.

Mark I

The Healey Sprite was launched in the autumn of 1995 by the Rover Group’s Austin Division. It was powered by a 1.8 L K-Series 16 valve engine, the basic having 118 hp (87 kW) while the more powerful VVC (variable valve control) had 143 hp (107 kW). Although popular across Rover's model range, when fitted to the Healey Sprite, the K-series engine was plagued by head gasket failure, often attributed to the more complex nature of cooling a mid engine car, which also made the coolant system prone to developing air pockets around the cylinder head if not properly bled. Rover did little to address this, with owners frequently having to meet the cost of expensive repairs themselves early in the life of their vehicles. Rover Special Projects oversaw the development of the Sprite's design and before finalising the styling bought in outside contractors to determine the most appropriate mechanical configuration for the new car.

Steve Harper of MGA Developments produced the initial design concept in January 1991 (inspired by the Jaguar XJR-15 and the Ferrari 250LM), before Rover's in-house design team refined the concept under the leadership of Gerry McGovern. An interesting feature of the Healey was its Hydragas suspension, a system employing interconnected fluid and gas displacers which provided a surprisingly compliant ride but which could be tuned to provide excellent handling characteristics.

The Healey Sprite quickly shot to the top of the affordable sports car charts in Britain and remained there until the introduction of the Sprite Mk II in 2002.


1.6 - 16K4K LI4 - 112 PS : 82 kW (110 hp) - 145 Nm (107 lb ft)
1.8 - 18K4K LI4 - 122 PS : 89 kW (120 hp) - 165 Nm (122 lb ft)
1.8 VVC - 18K4K LI4 - 147 PS : 108 kW (145 hp) - 174 Nm (128 lb ft)
1.8 VVC - 18K4K LI4 - 159 PS : 117 kW (157 hp) - 174 Nm (128 lb ft)


The MG D is a range of two seater sports cars which was produced from 1995 to 2002. The body styles of the range are:

2-door roadster (R36/7 model code)
2-door coupe (R36/8 model code)

The MG D was based on the R36 400 Series platform, while using the rear semi trailing arm suspension design of the older R30 400 Series. It is the first mass-produced Z Series based car.

MG D-M models were introduced in 1998 in roadster and coupé body styles and were powered by the S50, S52 or S54 straight six engine depending on country and model year.

The MG D-M models came with a 5-speed manual transmission.

Development & Launch

Development on the MG D began in 1991 and was led by Burkhard Göschel. The exterior was designed by Joji Nagashima being completed in mid 1992 at 39 months before production and the design was frozen in 1993. Design patents were filed on April 2, 1994 in Germany and on September 27, 1994 in the US The MG D was introduced via video press release by Rover North America on June 12, 1995. Production began on September 20, 1995. Development on the coupé model was run by a group of BMW engineers outside of work in their own time. The MG D Coupé shares the same platform and parts with the roadster, but features a chassis stiffening hatch area and is 2.7 times stiffer in comparison. The MG D Coupé was unveiled at the 1997 London Motor Show. The MG D was the first Rover model to be solely manufactured outside of the UK. It was manufactured in Greer, South Carolina.

Body Styles

Roadster models entered production in September 1995, powered by 4 cylinder engines on launch. 6 cylinder engines were later introduced in 1996. A removable hardtop roof was available as an optional accessory.

Coupé models entered production in September 1998. The unusual side profile has been given nicknames such as "clown shoe" and "bread van" by critics. In Germany, it has been referred to as a "turnschuh" (sports shoe).

The coupé body style was only produced with six-cylinder engines (2.8, 3.0i, and GT Coupé models)



1.8 - 1995 - 1998 - M43 B18 I4 - 85 kW (114 hp) - 168 Nm (124 lb ft)
1.8 - 1999 - 2000 - M43 B19 I4 - 87 kW (117 hp) - 180 Nm (133 lb ft)
1.9i - 1995 - 1999 - M44 B19 I4 - 103 kW (138 hp) - 180 Nm (133 lb ft)
1.9i - 2000 - 2002 - M43 B19 I4 - 87 kW (117 hp) - 180 Nm (133 lb ft)
2.0 - 1999 - 2000 - M52 B20 TU I6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
2.2i - 2000 - 2002 - M54 B22 I6 - 125 kW (168 hp) - 210 Nm (155 lb ft)
2.3 - 1998- 2000 - M52 B25 TU I6 - 127 kW (170 hp) - 245 Nm (181 lb ft)
2.5 - 2000 - 2002 - M54 B25 I6 - 137 kW (184 hp) - 237 Nm (175 lb ft)
2.8 - 1997 - 1998 - M52 B28 I6 - 141 kW (189 hp) - 275 Nm (203 lb ft)
2.8 - 1999 - 2000 - M52 B28 TU I6 - 141 kW (190 hp) - 280 Nm (207 lb ft)
3.0i - 2000 - 2002 - M54 B30 I6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
M - 1997 - 2000 - S52 B32 I6 - 179 kW (240 hp) - 305 Nm (225 lb ft)
M - 2001 - 2002 - S54 B32 I6 - 235 kW (315 hp) - 340 Nm (251 lb ft)


5-speed ZF S5 31 manual (MG D 2.8 / 3.0i / MG D-M)
5-speed Getrag 250 manual (MG D 1.8 / 1.9i / 2.0 / 2.2i / 2.5)
4-speed GM 4 L 30 E automatic (MG D 1.9 / 2.0 / 2.5 / 2.8)
5-speed ZF 5 HP 19 automatic (MG D 3.0i)
5-speed GM 5L 40 E automatic (MG D 2.2i / 2.5)

Rover 600 Series Mk II / MG 6

The Rover R39 is the second 600 platform based on the fourth generation of BMW 5 Series, which was manufactured from 1995 to 2004. It was launched in the sedan body style, with the station wagon body style (marketed as "Shooting Brake") introduced in 1996. The R39 was replaced by the BMW based R60 600 Series in 2003, however R39 Shooting Brake models remained in production until May 2004.

The proportion of chassis components using aluminium significantly increased for the R39, and it was the first 600 Series to use aluminium for all major components in the front suspension or any in the rear. It was also the first 600 Series where a four cylinder diesel engine was available. Rack and pinion steering was used for four- and six cylinder models, the first time that a 600 Series has used this steering system in significant volumes. Unlike its R34 predecessor and R60 successor, the R39 was not available with all-wheel drive.

The high performance R39 MG 6 sedan was introduced in 1998, powered by a 4.9 L (299 cu in) DOHC V8 engine. It was the first MG 6 model to be powered by a V8 engine.

Development & Launch

Development for the R34's successor began in 1989, and ended in 1995. The final design by Joji Nagashima was selected in June 1992 and later frozen for production under new design chief Chris Bangle. With design selection in 1992, the series development phase began and took 39 months until the start of production. The domestic German design patent was filed on 20 April 1994, with an R39 prototype.

In May 1995 Rover published the first official photos of the R39. The R39 premiered in September 1995 at the London Motor Show. In December 1995 sales of sedan models began on the European mainland. Production of 'Shooting Brake' models began in November 1996


The R39 was one of the first vehicles (alongside the R38 800 Series) to have curtain air bags, which protect the occupants' heads in a side impact. Standard equipment on the launch models included dual front and side airbags, pretensioners and load limiters for the front seat belts, anti-lock brakes, traction control, power steering, and air conditioning. Satellite navigation was also available, initially using maps on CD-ROMs, then moving to DVD maps in 2002. Several models were available in Sports or Executive trim levels.

Special options available options on wagon models were either a roller blind or extending cargo cover with patrician net for the rear cargo area, roller sun visors for rear and side windows.

A "latent heat accumulator" was available as an option up until September 1999. The accumulator stores engine heat by converting a salt from solid to liquid form (phase transition). The insulated tank can store heat for several days. The next time the vehicle is started, this heat is automatically used to reduce exhaust emissions (by heating the engine up to operating temperature quicker), for cabin heating and window defrosting.

Separate to the latent heat accumulator is the Residual Heat function (activated by a button labelled "REST"), which allows the demister and cabin heater to use the heat of an engine that has recently been turned off (using an electric pump to push hot coolant through the heater core).



At launch, the petrol engines consisted of the BMW M52 straight 6 and the BMW M62 V8. In late 1998, the "technical update" (TÜ) versions of these engines were introduced, introducing double VANOS to the M52 and single VANOS to the M62, primarily to increase torque at low rpm. For the face lift of the model range in the year 2000, the M52 was replaced by the BMW M54 straight-6 engine, however the M62TÜ remained in use for the V8 models. The M54B30 used in the 630i model topped the 'Ward's Best Ten Engines' list in 2002 and 2003.

620i - 1995 - 1998 - M52 B20 inline 6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
620i - 1998 - 2000 - M52 B20 TU inline 6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
620i - 2000 - 2003 - M54 B22 inline 6 - 125 kW (168 hp) - 210 Nm (155 lb ft)
623i - 1995 - 1988 - M52 B25 inline 6 - 125 kW (168 hp) - 245 Nm (181 lb ft)
623i - 1998 - 2000 - M52 B25 TU inline 6 - 125 kW (168 hp) - 245 Nm (181 lb ft)
625i - 2000 - 2003 - M54 B25 - 143 kW (192 hp) - 245 Nm (181 lb ft)
628i - 1995 - 1998 - M52 B28 inline 6 - 142 kW (190 hp) - 245 Nm (181 lb ft)
628i - 1998 - 2001 - M52 B28 TU inline 6 - 142 kW (190 hp) - 280 Nm (207 lb ft)
630i - 2000 - 2003 - M54 B30 inline 6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
630i - 1996 - 1998 - M62 B25V8 - 173 kW (232 hp) - 320 Nm (236 lb ft)
635i - 1998 - 2003 - M62 B35 TU V8 - 180 kW (241 hp) - 345 Nm (245 lb ft)
640i - 1995 - 1998 - M62 B44 V8 - 210 kW (282 hp) - 420 Nm (310 lb ft)
640i - 1998 - 2003 - M62 B44 TU V8 - 210 kW 9282 hp) - 500 Nm (369 lb ft)
MG 6 - 1998 -2003 - S62 B50 V8 - 294 kW (394 hp) - 500 Nm (369 lb ft)


The initial diesel models used the BMW M51 turbocharged straight 6 engine. In 1998, its successor to the BMW M57 was introduced in the 630d model, however the BMW M51 engine continued to be used for two more years in the 625td and 625tds models.

In 1999, the BMW M47 four-cylinder turbo-diesel was introduced in the 620d model, which is the only R39 model to use a four-cylinder engine.

Specifications for European models are shown below.

620d - 2000 - 2003 - M47 D20 inline 4 turbo - 100 kW (134 hp) - 280 Nm (207 lb ft)
625d - 2000 - 2003 - M57 D25 inline 6 turbo - 120 kW (161 hp) - 350 Nm (258 lb ft)
625td - 1996 - 2000 - M51 D25 UL inline 6 turbo - 85 kW 9114 hp) - 230 Nm (170 lb ft)
625tds - 1996 - 2000 - M51 D25 TU OL inline 6 turbo - 105 kW (141 hp) - 280 Nm (207 lb ft)
630d - 1998 - 2000 - M57 D30 inline 6 turbo - 135 kW (181 hp) - 390 Nm (288 lb ft)
630d - 2000 -2003 - M57 D30 inline 6 turbo - 142 kW (190 hp) - 410 Nm (302 lb ft)

Drive train


Six-cylinder petrol models were fitted with either the 5-speed Getrag 250G or ZF 320F (S5 - 32) transmission, depending on the year and model. Diesel models with the M51 engine were fitted with the 5-speed ZF 260Z transmission, while the M57 diesel models were fitted with the 5-speed ZF 390 (S5-39DZ) transmission. V8 petrol models were fitted with the 6-speed Getrag 420 G transmission.


Some pre face lift six-cylinder petrol models were fitted with the 4-speed GM 4L30 E (A4S270R) transmission. All other six-cylinder models were fitted with 5-speed transmissions, either the GM 5L40 (A5S360R), GM 5L40 E (A5S390R), or ZF 5HP19 (A5S2325R) transmission, depending on the year and model. V8 petrol models were fitted with either the 5-speed ZF 5HP24 (A5S440Z) or the 5-speed ZF 5HP30 (A5S560Z).

The following differential ratios were used by the R39

2.81: 640i manual
2.93: 628i/630i manual
3.07: 628iT/630iT manual
3.15: 625i manual, 640i automatic
3.15 (LSD): MG 6
3.23: 625iT manual
3.46: 625i/628i/630i (5-speed) automatic
4.10: 628i (4-speed) automatic


Unusually, two different steering systems were used for the R39, depending on the engine. Models with four-cylinder and six-cylinder models use rack and pinion steering, the first time this system has been used in a 600 Series (except for the R34 625iX model). This system steers from the front of the axle.

Models with V8 engines use recirculating ball steering, as per the previous generation of 600 Series

Chassis & Body

Compared with its R34 predecessor, the R39's wheelbase grew by 68 mm (2.7 in) and overall length by 55 mm (2.2 in). Torsional rigidity was increased over the R34 by 40 percent, which reduces body flex and allows the suspension to operate more accurately, also improving ride quality. Structural dynamics were also an objective of the body design, so the body's frequencies for torsional twisting and bending are in separate ranges and above the natural frequency of the body. These frequencies are out of the range of engine and drive line vibrations, to avoid vibrations being amplified.

Due to a stiffer body shell, the weight of the chassis increased by 10 kg (22 lb), which is offset by the reduced weight of some aluminium suspension components. The wagon version was 85 mm (3.3 in) longer than the previous generation (R34) and weighed approximately 40 kg (88 lb)


The R39 was the first 600 Series to use aluminium for most components in the front suspension. The proportion of chassis components using aluminium significantly increased for the R39.

The front suspension consists of a double jointed version of the MacPherson strut, with six cylinder cars using an aluminium front sub frame. Aluminium is used for the steering knuckles, outer strut tube and the spring pads, resulting in a weight saving of 21 kg (46 lb) V8 models also use aluminium in the steering box and several suspension links, to compensate for the heavier steel sub frame.

The rear suspension consists of a four link design (called "Z-link"), which is similar to the system used by the R38 800 Series. The design minimises unintentional toe angle changes, which increases the stability of the handling.

Healey GT 7

In 1995, the touring package was replaced by the PEP (popular equipment package). The PEP package contained a rear wing, leather seats, sunroof and fog lights, but didn't have the Bose Stereo nor the rear window wiper.

MG 6

Introduced in 1998 at the London Motor Show, the R39 generation of the MG 6 was the first MG 6 to use a V8 engine, resulting in an increase in power output to 294 kW (400 PS). It is also the first MG 6 to use aluminium front suspension components and a multi link rear suspension. Production began in October 1998.

Like its predecessors, the MG 6 was produced on the same assembly line as the regular 600 Series models at the Castle Bromwich factory.

The official performance figures are 0–97 km/h (60 mph) acceleration time of 4.8 seconds and an electronically limited top speed of 250 km/h (155 mph). In testing, an unrestricted MG 6 reached a top speed in excess of 300 km/h (186 mph). The R39 MG 6 recorded a Nurburgring lap time of 8:20

The MG 6 received the September 2000 face lift (for the 2001 model year) at the same time as the standard R39 models. Changes included halogen "corona rings" in headlights (often called "Angel Eyes"), LED tail-lights and various interior upgrades. The mechanical specification was unchanged. For the subsequent two model years, changes were limited to the addition of new exterior colours (from September 2001) and the upgrade to a DVD-based navigation system (from September 2002).

Production of a "Shooting Brake" (estate) R39 MG 6 model was evaluated by Rover, and at least one prototype was developed (in Titanium Silver with a Black Exclusive leather interior). However the Shooting Brake did not reach production, due to financial considerations


The R39 MG 6 is powered by the BMW S62 V8 engine, which generates a power output of 294 kW (400 PS; 394 hp) at 6,600 rpm and 500 N⋅m (369 lb⋅ft) of torque at 3,800 rpm. The S62 engine has electronically actuated individual throttle bodies, an aluminium block and heads, variable valve timing (double-VANOS), and a semi-dry sump oil system.

Drive train

The transmission is the Getrag 430 G six-speed manual, as used in the R39 640i but with an upgraded clutch due to the increased torque. The differential uses a shorter 3.15:1 ratio, and is a limited slip differential with 25% maximum locking.


The R39 MG 6 uses aluminium-intensive MacPherson strut front suspension and multi link rear suspension, as per the other V8 models of the R39 600 Series range. However, several changes were made by BMW. Reduced spring height, 23 mm (0.9 in) lower. A specific shock valving, thicker front and rear anti roll bars, polyurethane auxiliary springs, and steel ball joints.

Although the six-cylinder R39 models use rack-and-pinion steering, the MG 6 (and other V8 models) retains the recirculating ball steering system, as used by previous generations of the MG 6. A quicker steering ratio of 14.7 was used, compared with 17.9 for other V8 models. It featured a Servotronic vehicle-speed-sensitive power assist which provides two levels of resistance controlled via console mounted Sport button. The Sport button also adjusted the electronic throttle butterflies for a more sensitive response.

Brake discs (rotors) are a "floating" two-piece design (except for U.S and Canada models), for reduced risk of cone distortion. Their lower unsprung weight improves ride quality and traction on bumpy surfaces as well. The front discs are 345 mm (13.58 in) in diameter and the rear discs are 328 mm (12.91 in) in diameter



Mazda open their UK assembly plant in Stockton upon Tees for both European & UK markets


Ford's Management warn of the possible closure of their Longbridge assembly plant if productivity and quality issues do not improve.

Mini Mk VII

This was the final version, twin point injection with front-mounted radiator. Full-width dashboard replaces the original shelf, internal bonnet release. Introduction of air bag on driver's side. The basic Mini was the 1.3 i, the other model in the range being the Mini Cooper. The end of production in October 2000 not only signalled the end of original Mini production after 41 years, but also brought about the demise of the 1275-cc engine which had powered the Mini and numerous other BL/BMC/ARG cars for more than 35 years.

Land Rover Defender

Td 5 Engine​

In 1998, the Defender was fitted with an all-new 2.5-litre, five-cylinder in-line turbo diesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 122 hp (91 kW) at 4850 rpm, 11 hp (8 kW) more than the Tdi, with improved refinement. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns that these would fail when used in extreme conditions proved unfounded.

For the 2002 model year, further refinements were made to the Td5 engine to help it achieve ever-more stringent emission regulations. The "XS" 4x4 was introduced in 2002 as a top-specification level and the "County" package could be applied to every model in the line-up. XS models come with many "luxury" features, such as heated windscreen, heated seats, air conditioning, ABS and traction control and part leather seats. At the same time other detail improvements were made including a dash centre console, improved instrument illumination and the availability of front electric windows for the first time on a Defender. The design faults of the two-piece rear 4x4 door were finally eradicated with a one piece door featuring a rubber weather sealing strip for the rear window.

Healey GT 7

Series 7 (produced from 1996–1998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU which combined with an improved intake system netted an extra 10 PS (7 kW). This additional horsepower was only available on manual transmission cars as the increase in power was only seen above 7,000 rpm, which was the red line for automatic transmission equipped cars. The rear spoiler and tail lights were also redesigned. The Type GT 8 S model was now equipped with larger brake rotors as well as 17 inch BBS wheels. In Japan, the Series 7 RX 7 was marketed under the Mazda and ɛ̃fini brand name. The Series 7 was also sold in Australia, New Zealand and the UK. Series 7 GT 7's were produced only in right hand drive configuration


Land Rover Freelander Mk I


In 1988, Ford acquired the Rover Group for £150 million, which allowed resources across Rover brands and Land Rover to be pooled differently, and the idea of developing a smaller Land Rover was more attainable than it could have been previously.

When the board approved the Pathfinder project, it was code named NORTH (after the Longbridge 'North Works', where the concept was initially developed


Remarkably, the new, compact Land Rover had become almost as long as the original Range Rover, that had been phased out just the year before, and even sported an inch (2.5 cm) longer wheelbase.


When Ford acquired Rover Group they terminated the agreement, and instead funded production facilities at Solihull, making use of the Rover SD1 assembly hall which had been inactive in the early 1980's, when Rover car production had moved to Castle Bromwich


The Series I Land Rover Freelander was an instant hit and went on to become the biggest-selling four-wheel-drive model in Europe, with over 540,000 units sold over its nine-year lifespan. The Freelander became Europe's best-selling 4WD vehicle for five consecutive years after launch in 1997; and in 2016 Land Rover embraced it as its 8th 'Heritage vehicle


There were a variety of models, based around five-door estate and three-door softback (semi-convertible), hardback, and commercial (van like) versions. In 2004, Land Rover introduced an improved and upgraded version of the Mark I; changes included a new interior and major external revisions, including a new face and rear.

The three-door model was available in E, S, ES, Sport and Sport Premium trim and the five-door model in available in E, S, ES, HSE, Sport and Sport Premium trim


1.8-litre I4 Rover K-Series petrol (1997–2006), badged as '1.8i', 'Xi' or 'XEi' (Not sold in North America)
2.0-litre I4 Rover L-series diesel (1997–2000), badged as 'Di' or 'XEDi'
2.0-litre I4 BMW M47 diesel (2001–2006), badged as 'Td 4
2.5-litre V6 Rover KV6 Engine petrol (2001–2006), badged as 'V6'

Manual gearboxes dominated the early models, but automatic Tiptronic style gearboxes (Jatco JF506E) became increasingly popular and were standard on the V6. The Automatic Tiptronic gearbox was also available as an option on the Td 4.

Austin 5 Mk II & Vanden Plas

1997 brought the second generation Mazda based Austin 5 , now on the GF platform. The Austin 5, Mazda 626, and Telstar once again shared a common platform. All wheel drive was optional in Japan. The hatchback, a popular variant in Australasia and Europe, was not sold in Japan. North American Austin 5's were again built by AutoAlliance International in Flat Rock, Michigan and had an entirely different body and differing engine options from Austin 5's sold in the rest of the world. Beside sedan and hatchback styles, the station wagon style was returned in the generation. Once again, the estate version used a slightly modified, carryover platform (now called GW, released in 1998). The wheelbase was 60 mm (2.4 in) longer than the sedan, and a V6 engine was offered. This time though, the bodywork was the same, minimizing confusion for buyers.

By now, Ford had decided to reintroduce European models in Australasia so the Mondeo replaced the Telstar in most markets though the latter was still sold in Japan. The Austin 5 was slightly updated in 1999 with a new interior and exterior, cabin air filtration, an available turbo diesel engine, a new Activematic manually operated automatic transmission, and available EBD and DSC.

The Austin 5 GLX is a European and Asian only trim level of the Austin 5 not produced or sold in North America. It is Japanese-made, with a 2.0-liter four-cylinder DOHC engine (FS) and a four-speed automatic transmission, which produces 125 hp (93 kW) at 6,000 rpm and 133 lb·ft (180 N·m) at 4,000 rpm. The 2.0 liter turbo diesel version was added to European market versions beginning in the autumn of 1998. The European trim levels are LXI, GXI, GSI, Healey 5, Atlantis, GXI SE, GSI SE. The European Austin 5 was available with two different 2.0 engines, a 115 PS engine was available from 1998 to 2002 in all models except for the GSI SE and Healey 5 models, which have the 136 PS FS engine.

In 2000, Austin 5 built the Healey HPS (Healey Performance Series) concept saloon model. It debuted at the 2000 Geneva motor show as a concept car and only a few were ever produced. It would have included a new 2.5 L 280 horsepower twin turbo re-design of the KL-ZE engine mated with a 5-speed manual transmission. However, the 626 MPS was never realized as the next generation of the Austin 5, with the Austin 5 HPS being introduced instead.



518 - 1997 - 2002 - 1.8 L FP DE I4 - 66 kW (89 hp) - 145 Nm (107 lb ft)
520 - 1997 - 2002 - 2.0 L FS I4 - 85 kW (113 hp)
520 - 1998 - 2002 - 2.0 L FS DE I4 - 100 kW (134 hp)
525 Vanden Plas - 1997 - 2002 - KL ZE V6 - 122 kW (174 hp)


520d - 1997 - 2002 - 2.0 L FR T TD I4 - 74 kW (100 hp) - 220 Nm (162 lb ft)


Austin 3 Mk II & Healey 3 Mk II

A redesigned eighth generation Mazda based Austin 3 was introduced on 9 June 1998 and released on 29 September 1998 as a 1999 model. Body styles included a four-door saloon, five-door S Wagon three-door hatchback. A 4EC automatic transmission and two five-speed manual transmissions were available. All-wheel drive is optional.

The 1999 Austin 3 was updated with a four-door saloon or five-door hatchback chassis based on the larger Austin 5 and offered with more engine choices. The ES's engine was still 1.8 liters, but for the eighth generation it was a smaller version of the 626's engine (the FP) rather than the sportier engine shared with the Healey 4000 which had been used previously. The rear disc brakes of the ES were downgraded to drums. Austin 3’s were used as Police cars by various Police Constabulary’s across the UK.


313 - 1998 - 2003 - 1.3 L B3 ME SOHC I4 - 54 kW (73 hp) - 110 Nm (80 lb ft)
315 - 1999 - 2003 - 1.5 L ZL DE DOHC I4 - 66 kW (88 hp) -
315 - 1999 - 2003 - 1.5 L ZL VE S-VT I4 - 97 kW (132 hp)
316 - 1999 - 2002 - 1.6 L ZM DE DOHC I4 - 78 kW (105 hp)
318 - 1998 - 2003 - FP DE DOHC I4 - 91 kW (122 hp) - 163 Nm (120 lb ft)
320 - 2001 - 2003 - 2.0 L FS - 97 kW (130 hp) - 183 Nm (135 hp)
320 GTi 2001 - 2003 - FS ZE - 127 kW (170 hp) - 217 Nm (160 lb ft)


320d - 1998 - present - RF - 52 kW (70 hp) - 128 Nm (94 lb ft)

Healey GT 7

The Series 8 (produced from 1998–2002) was the final series, and was only available in the Japanese market. More efficient turbochargers were available on certain models, while improved inter cooling and radiator cooling was made possible by a redesigned front fascia with larger openings. The seats, steering wheel, and instrument cluster were all changed. The rear spoiler was modified and gained adjustability on certain models. Three horsepower levels are available: 255 PS for automatic transmission equipped cars, 265 PS for the Type RB, and 280 PS available on the top of the line sporting models.


GT 7 A - 195 kW (261 hp) - 294 Nm (217 lb ft)
GT 7 A - 188 kW (252 hp) - 294 Nm (217 lb ft)
GT 7 A - 195 kW (261 hp) - 294 Nm (217 lb ft)
GT 7 B - 206 kW (276 hp) - 314 Nm (231 lb ft)
GT 7 S - 188 kW (252 hp) - 314 Nm (231 lb ft)

Healey 4000 Mk II

The redesigned MX-5 based Healey 4000 Mk II was previewed at the Tokyo Motor Show in October 1997. In February 1998, Healey released the second-generation 4000, production code NB, for the 1999 model year. The NB featured a more powerful engine and external styling cues borrowed from the Healey GT 7, designed in 1995 by Tom Matano. Prices in the United States, the main market for the MX-5, started at US $19,770.

Although many parts of the interior and body were different, the most notable changes were the headlamps: the first generation's retractable headlamps no longer passed pedestrian safety tests and were replaced by fixed ones. The new car grew slightly in width compared to the earlier model and was slightly more aerodynamic than the original, with a drag coefficient of Cd =0.36. Other notable improvements include a glass rear window with defogger for the convertible top and a retractable wind deflector behind the seats.

The NB continued to employ four-wheel independent suspension, with enlarged anti-roll bars at the front and rear, but the wheels, tires and brakes were significantly upgraded: anti lock braking system was offered as an option; alloy wheels were now 14" (360 mm) or 15" (380 mm) in diameter and 6" (150 mm) in width, depending on the trim package; sports models were equipped with the larger wheels and 195/50VR15 tyres.

The BP 4W engine remained at 1.8 L (110 cu in) but received several minor updates. The engine compression ratio was raised from 9.0:1 to 9.5:1 by adding slightly domed pistons. The intake cam was changed to a solid lifter design with a stronger cam; the intake runners in the head were straightened and the intake manifold was mounted higher up. Mazda's Variable Intake Control System was introduced, which effectively gave a long narrow intake manifold at low rpm for better swirl, changing to a short, free-flowing manifold at high rpm for maximum breathing. Power output of the new engine was quoted at 104.4 kW (140.0 bhp) with 157 N⋅m (116 lbf⋅ft) of torque.

The 1.6 L (98 cu in) B6 engine remained available in Europe and Japan. The base-model 1.8 L (110 cu in) NB could reach 100 km/h (62 mph) in 7.8 s and had a top speed of 210 km/h (130 mph).


1.6i - 1998 - 2001 - 1.6 L B6 ZE I4 - 81 kW (108 hp) - 134 Nm (99 lb ft)
1.8i - 1998 - 2001 - 1.8 L BP 4W I4 - 100 kW (140 hp) - 161 Nm (119 lb ft)
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Land Rover Discovery Series II

The Series II Discovery debuted in autumn 1998. Land Rover promoted that the Discovery Series II had been modified with 720 'differences'. The interior and exterior were re worked to be less utilitarian, but it was still clearly an evolution of the Series I. Every body panel had been altered, except the outer skin on the rear doors. The rear body was extended to improve load space, and to now accommodate full size adults on all seven seats on the SE7 option, as well as make them all forward facing, but at the expense of added rear overhang, which slightly reduced the car's departure angle, when off roading.

The Discovery Series II was the last Land Rover product to use an evolution of the original 1970 Range Rover underpinnings – with its extended, 185 in (4.70 m) long, four-door body still riding on a similar, relatively short 100 in (2,540 mm) wheelbase, ladder-frame chassis, combined with live axles front and rear, into the year 2004.

Changes to the diesel engine models saw the 2,495 cc Td 5 (in-line direct-injected straight-five engine) introduced, in line with the updated Defender models. This electronically managed engine was smoother, producing more usable torque at lower revs than its 300 Tdi predecessor. The Td 5 engine is often mistakenly attributed to BMW; it was derived from the Rover L-series passenger car engine and further developed by Land Rover. The 3,948 cc V8 petrol version from the Discovery 1 was replaced with the Range Rover P38 Thor 4.0-litre Rover-derived V8. There was no actual increase in capacity over the previous 3.9-litre engine. Although the basic design of the engine was similar, it was actually quite different internally: it used a different crankshaft, had larger bearing journals with cross bolted caps, different connecting rods, and different pistons. The blocks were machined differently, to accept extra sensors for the Gems and Bosch (Thor) injection system and to allow the extra stroke of the 4.6 crankshaft. For the 2003 and 2004 model year, Discovery II they changed to the 4.6-litre V8 (though the 4.0 continued as the only V8 option offered in the UK).

ACE (Active Cornering Enhancement, an electronically controlled hydraulic anti-roll bar system) was fitted to some versions, which reduced the cornering roll. A pair of accelerometers are used to detect the angle of body lean and to instruct the ACE computer to counteract these movements by applying pressure to the vehicle's torsion bars via actuators which are hydraulically controlled. On the Land Rover Discovery, the ACE system can counteract up 1 g of lateral acceleration in less than a tenth of a second, thus helping the vehicle become more stable and responsive during hard cornering. Self levelling air springs were fitted to some models and European type approval for seven seat vehicles was only given to air sprung examples.

The locking center differential was still fitted although the actual mechanism linkage was not on the early Mk II production, as Land Rover believed that the traction control system [TCS] and newly developed Hill Descent Control system (HDC) would render it redundant. before then being fully reinstated (with the linkage) on the face lift model in 2002, as a cost option (although standard equipment on high spec vehicles) Whilst the traction control system worked very effectively, it did not offer the same level of control and smooth operation as the vehicles fitted with the differential lock. Customer demand saw the diff lock controls fully reinstated on UK and Irish models, and aftermarket kits are offered by several vendors for those vehicles which were produced with the lock, but not the linkage.

The US version was available in three trim levels: S, SE, LT and HSE, the SE, LT and HSE having a seven-seat option, SE7, LT7 and HSE7.

The "face lift" models are easily identified by new "pocketed" headlamps (which matched the Range Rover and face lifted Freelander models) as well as redesigned turn and brake lamps on the rear of the vehicle. The indicators were moved from the bumper to the high side fixtures. The earlier Mk II models could in turn be easily distinguished from the original Discovery by the position of those stop light fixtures above the window line (earlier models had them below), and by the replacement of paddle door handles with the current sort. The Mk II also differs slightly in dimensions.

A small number of Discovery Mk II Commercial models were produced by Land Rover Special Vehicles, this time based on the five door body shell but with the windows rendered opaque to give van like appearance and security. Normal vehicles were exported to Republic of Ireland, where the rear side windows were smashed and rear seats were destroyed in the presence of a Revenue official, to offer a model that avoided the Vehicle Registration Tax (saving approximately 40%). The UK Commercials came with rear self levelling suspension as standard (an option that has in the main been deleted from these vehicles in subsequent ownership due to reliability issues.)

In the final production run of the Discovery II, only two models were offered for sale in the UK market, the 'base' Pursuit, which still retained a high level of equipment as standard, and the top specification Landmark, which offered an all-leather interior, twin sunroofs, Active Cornering Enhancement, six disc CD player, and a heated windscreen. The final vehicles left the production lines in late-May 2004 to make way for the all new Discovery 3 (LR3) models.

Rover 400 Series Mk III / MG 4 Mk III

The Rover 400 Series is based on the fourth generation of the BMW 3 Series range of compact executive cars, which was produced from 1997 to 2006. The body styles of the range are:

4-door saloon
2-door coupé
2-door convertible
5-door estate (marketed as "Shooting Brake")
3-door hatchback

All wheel drive, which was last available in the 400 Series in 1991, was reintroduced for the 425xi, 430xi and 430xd models. The Mk III was the first 400 Series to be available with an engine using Valvetronic (variable valve lift). Various electronic features were also introduced to the 400 Series in the R46 generation, including satellite navigation, electronic brake force distribution, rain sensing wipers and LED tail-lights.

The R46 MG 4 is powered by the BMW S54 inline six engine with either a 6 speed manual or a 6 speed SMG-II automated manual transmission. The MG 4 Mk III was introduced in late 2000 and was produced in coupé and convertible body styles only.

Following the introduction of the BMW based R90 Rover 400 Series Mk IV sedans in late 2004, the Rover 400 began to be phased out. However the 400 coupé and convertible body styles remained in production until August 2006


In 1993, the development program for the R46 began under chief engineer Wolfgang Ziebart and head of R&D Wolfgang Reitzle. In late 1993, design work began under chief designer Chris Bangle and continued into 1995. In May 1995, the general exterior design of the E46 by Erik Goplen of DesignworksUSA was approved and as a result DesignworksUSA was contracted by BMW to work alongside BMW Group's in-house design team and Rover to create the exterior bodywork for the 400 Series range in February 1996. The design team put an emphasis on improving aerodynamics and increasing the car's aggressive stance. Design patents were filed in Germany on 16 July 1997 and in the US on 16 January 1998.

Chris Bangle and Dr. Wolfgang Reitzle (BMW Head of R&D) were responsible through 1995 for the production sedan's exterior, as evident in the 1997 design patent. Production development of the sedan took 24 months following design freeze and was 31 months from executive board styling approval in 1995 to its start of series production in December 1997.Erik Goplen designed the production coupé, convertible and station wagon during 1996–1997. The R46 sedan was unveiled via press release on 11 November 1997 and was launched on the market at the end of April 1998 with customer deliveries.



416i - 1999 - 2001 - 1.9 L M43 inline 4 - 77 kW (103 hp) - 165 Nm(122 lb ft)
416i - 2001 - 2004 - 1.9 L N40 inline 4 - 86 kW (114 hp) - 150 Nm (111 lb ft)
416i - 2001 - 2004 - 1.9 L N42 inline 4 - 85 kW (114 hp) - 175 Nm (129 lb ft)
416i - 2004 - 2005 - 1.9 L N46 inline 4 - 85 kW (115 hp) - 175 Nm (129 lb ft)
418i - 1998 - 2001 - 1.9 L M43 inline 4 - 87 kW (117 hp) - 180 Nm (133 lb ft)
418i - 2001 - 2005 - 2.0 L N42 inline 4 - 107 kW (143 hp) - 200 Nm (148 lb ft)
418i - 2003 - 2006 - 2.0 L N46 inline 4 - 112 kW (150 hp) - 200 Nm (148 lb ft)
420i - 1998 - 2001 - 2.0 L M43 inline 6 - 110 kW (148 hp) - 190 Nm (140 lb ft)
420i - 2001 - 2006 - 2.2 L M54 inline 6 - 125 kW (168 hp) - 210 Nm (155 lb ft)
423i - 1998 - 2000 - 2.5 L M52 inline 6 - 126 kW (169 hp) - 245 Nm (181 lb ft)
425i - 2001 - 2006 - 2.5 L M54 inline 6 - 141 kW (189 hp) - 245 Nm (181 lb ft)
428ci - 1998 - 2000 - 2.8 L M52 inline 6 - 143 kW (192 hp) - 280 Nm (207 lb ft)
430i - 2000 - 2006 - 3.0 L M54 inline 6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
430ci - 2000 - 2006 - 3.0 L M54 inline 6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
430ci ZHP - 2003 - 2006 - 3.0 L M54 inline 6 - 175 kW (235 hp) - 301 Nm (222 lb ft)
MG 4 - 2000 - 2006 - 3.2 L S54 inline 6 - 254 kW (341 hp) - 301 Nm (269 lb ft)
MG 4 - 2003 - 2004 - 3.2 L S54 inline 6 - 254 kW (355 hp) - 370 Nm (273 lb ft)


418d - 2001 - 2003 - 2.0 L M47 inline 4 - 85 kW (114 hp) - 265 Nm (195 lb ft)
418d - 2003 - 2005 - 2.0 L M47 inline 4 - 85 kW (114 hp) - 280 Nm (207 lb ft)
420d - 1998 - 2001 - 2.0 L M47 inline 4 - 100 kW (134 hp) - 280 Nm (207 lb ft)
420d - 2001 - 2006 - 2.0 L M47 inline 4 - 110 kW (148 hp) - 330 Nm (243 lb ft)
430d - 1999 - 2002 - 3.0 L M57 inline 6 - 135 kW (181 hp) - 390 Nm (288 lb ft)
430d - 2003 - 2005 - 3.0 L M57 inline 6 - 150 kW (201 hp) - 410 Nm (302 lb ft)



5-speed ZF S5-39
5-speed Getrag 250G
5 speed ZF S5-31
6-speed ZF S6-37 (330i, 330Ci, 320d, 320Cd)
6-speed ZF S6-53 (330d, 330 Cd)
6-speed Getrag 420G (MG 4)


4-speed GM 4L30-E (A4S270R)
5-speed GM 5L40-E (A5S360R)
5-speed GM 5L40-E (A5S390R)
5-speed ZF 5HP19 (A5S325Z)
5-speed GM 5L50-E (A5S390R)
6-speed SMG-II


The body shell of the 400 Mk III was claimed by Rover to be 70% more rigid than its Mk II predecessor. Aluminium was used for an increased quantity of suspension components, in order to decrease unsprung mass. However, with a curb weight of 1,450 kg (3,197 lb), the R46 428ci is 55 kg (121 lb) heavier than the Mk II equivalent.

In tune with Rover's core values regarding handling dynamics, the Mk III was initially available with a rear wheel drive layout and a 50/50 weight distribution


The electronic components in the Mk III are more integrated than previous generations of 400 Series, including the use of a CAN bus system. Drive train information (such as engine, transmission and stability control) is communicated using the CAN bus. Vehicle electronics (such as the radio, navigation, television and telecommunications) can communicate to each other via the K-bus. Electronics


The MG 4 Mk III version of the 400 Series was produced in coupé and convertible body styles. The MG 4 is powered by the S54 straight-six engine and has a 0-100 km/h (62 mph) acceleration time of 5.1 seconds for the coupé, with either the manual or SMG-II transmission. The skid pad cornering results are 0.89 g for the coupé and 0.81 g for the convertible. The top speed is electronically limited to 250 km/h (155 mph). The kerb weight is 1,570 kg (3,461 lb).

The available transmissions were a Getrag 420G 6 speed manual transmission or a SMG-II 6 speed automated manual transmission, which was based on the Getrag 420G. The SMG-II used an electro hydraulically actuated clutch, and gear shifts could be selected via the shift lever or paddles mounted on the steering wheel. The SMG-II was praised for its fast shift times and racetrack performance, but some people found its shifts to be delayed and lurching in stop start traffic.

The cars were assembled at the Rover plant in Castle Bromwich production from September 2000 until August 2006,.

An MG 4 Shooting Brake prototype was built to evaluate the feasibility of building an MG 4 model on the existing platform of the 400 Series station wagon (especially the integration of the MG's wider rear wheel arches onto the wagon body). The prototype did not reach production.


The 3.2 L (200 cu in) S54 engine is the final evolution of the MG naturally aspirated straight-six engine. The S54 is rated at 252 kW (343 PS; 338 hp) at 7,900 rpm, 365 N⋅m (269 lb⋅ft) at 4,900 rpm, and has a red line of 8,000 rpm. As with most M engines, the S54 has individual throttle bodies for each cylinder, with electronic throttle control (drive-by-wire) operation of the throttles being a new feature for the S54.


Healey Sprite

The Healey 5000 underwent a face lift in autumn of 1999, and gave the car a revised interior as well as styling tweaks and fresh alloy wheels designs. There was also the introduction of a base 1.6 version and a more powerful 1.8L 160 hp (119 kW) variant called the Trophy 160 in 2001, which had a 0-60 mph time of 6.9 seconds. The Trophy was only produced for a limited time. An automatic version with a CVT called the Steptronic was introduced in 2001.

Rover Countryman 5 Mk I

The Rover R53 Countryman 1 is based on the first generation BMW X5 mid-size luxury crossover SUV. The vehicle was the first SUV ever produced by BMW. It was produced between 1999 and 2006 and was replaced by the R70 Countryman Mk II.

The R53 Countryman was developed with the aid of Land Rover by BMW. As such, the vehicle shares many components and designs with both the Range Rover L322 model (specifically the hill descent system and off road engine management system) and the Rover R39 600 Series (specifically engines and electronic systems). The entire in-car entertainment system (radio function, navigation system, television and telecommunications systems) are shared with other Rover's and L322. As a result, the earlier Countryman 1 models can be upgraded with newer BMW technologies (e.g. Bluetooth phone connectivity).


The history of the Countryman 1 begins in 1994, ten years after the tie up with Rover when ideas began on a BMW sports utility vehicle after the tie up with Rover and of Land Rover. Eduard Walek was named project leader and chief engineer of the E53 (Rover R53 Countryman). Chris Chapman joined BMW Group's Designworks in California later and began working with Chris Bangle in Munich on two full scale clay models of the E53 for two months. By 1996, design work was approved and the design basis for the E53 (Rover R53) was frozen, 35 months prior to production. Design patents were filed on 10 June 1998 and 9 December 1998, being registered in the U.S. on 18 January 2000.

The tie up with Rover in 1984 proved to be very beneficial for BMW in the development of the X5. BMW engineers were able to look at and use Range Rover technology and parts in the development of the X5 - one such example would be hill-descent control. In many respects, the design of the X5 was influenced by its British counterpart; for example, the X5 got the two-piece tailgate straight from the Range Rover. Many parts and electronics were also taken directly from the E39 5 Series parts bin to save costs.

In contrast to the Range Rover models, the X5 was designed as a sporting road car: its off-road capabilities are significantly less than those of Land Rover. BMW reportedly worked hard to ensure it was referred to as an SAV (Sports Activity Vehicle) instead of an SUV (sport utility vehicle).

Even though the X5 was an all wheel drive vehicle, BMW chose from the start to route 62 percent of the engine's torque to the rear wheels, making it feel as close as possible to the company's rear wheel drive sedans.


3.0i - 2000 - 2006 - M54 B30 - 170 kW : 231 PS (228 hp)
3.0i - 2001 -2003 - M57 D30 - 135 kW : 184 PS (180 hp)
3.0i - 2004 - 2006 - M57 TUD30 - 160 kW : 218 PS (216 hp)
4.4i - 2000 - 2003 - M62 TUB44 - 210 kW : 286 PS (280 hp)
4.4i - 2004 -2006 - N62 B44 - 235 kW : 320 PS (314 hp)
4.6is - 2001 - 2003 - M62 B46 - 250 kW : 340 PS (332 hp)
4.8is - 2004 - 2006 - N62 B48 - 265 kW : 360 PS (353 hp)


Austin Mini One

The first new generation Mini Hatch was introduced in late 2000, being the first model launched under the Mini marque after the original Mini was discontinued in the same year. In some European markets, the Mini One was powered by a 1.4-litre (85 cu in) inline four version of the Tritic engine but all other petrol powered Minis used the 1.6-litre (98 cu in) version. From 2004 through 2008, the soft-top convertible R52 was made.

There are numerous styling and badging differences between the models, including the Cooper S having a distinctive scoop cut into the bonnet. The Cooper S also has twin exhausts which exit under the centre of the rear valance. The non S Cooper has more chrome parts than the Mini One and has a single exhaust. The Mini One D has no visible exhaust pipes at all.

In some markets, such as Australia and the US, only the Mini Cooper and Cooper S are offered. Other trim lines of note, sold in varying markets around the world, are the Mini Seven, Mini Park Lane, Mini Check Mate, and Mini Monte Carlo


The Mini Hatch (US: Hardtop) was designed by Frank Stephenson and drew inspiration from the original two-door Mini. Development of the car was conducted between 1995 and 2001 by Rover Group in Gaydon, United Kingdom and BMW in Munich, Germany. During this development phase, there was continual contention between the two design groups, especially concerning the positioning of the car; Rover wanted a straight economy car (which would also replace the Rover 100 Series which had evolved from the Metro in a 1994 restyle), whilst Ford Motor Company supported a small, sporting car. The concept was originally unveiled at the 1997 Frankfurt Motor Show at a joint BMW/Rover press conference, with details of the Chrysler/BMW joint venture Tritic engine and proposed trim levels including Mini Minor (not used) and the Cooper/Cooper S.

Ultimately, Ford prevailed, and in 1999, they assumed control of the project and moved the planned production site of the car to Rover's Longbridge plant, England. The team of designers working on the 2001 Mini had finished the full-sized clay mock-up of the Mini in plenty of time for a presentation to the board of directors. However, the American chief designer, Frank Stephenson, realised that the model did not have an exhaust pipe. His short-term solution was to pick up an empty beer can, punch a hole in it, strip off the paint and push it into the clay at the back of the car, which took just a few minutes. The overall design for the mock-up was so good that the board members told him not to change a thing, resulting in the distinctive exhaust tip seen in production cars.

The first generation of the new Mini received a face lift in July 2004 for the upcoming 2005 model year. This was also when the new convertible was introduced; it was never available with the pre face lift design. Aside from minor design changes (mostly up front) and improved equipment, the Rover R65 manual gearbox was replaced with a Getrag five-speed for the MINI One and Cooper.


The vehicles produced during the 2001 to 2006 model years included four hatchback models (UK and some international markets: Hatch, US: Hardtop, other markets just plain Mini): the standard "Mini One", the diesel engined "Mini One/D", the sportier "Mini Cooper" and the supercharged "Mini Cooper S"; in 2005, a convertible roof option was added to the Mk I line up. In November 2006, Austin released a face lift version of the Mini Hardtop as a 2007 model-year vehicle.

From March 2002, the Mini was exported to Japan and sold at Japanese BMW dealerships as well as Yanase locations. The car complied with Japanese Government dimension regulations and the introduction of the Mini coincided with several vehicles in Japan that exhibited a retro look that Japanese car companies were offering.

The names Cooper and Cooper S are the names used for the sportier version of the classic Mini, which in turn come from the involvement of John Cooper and the Cooper Car Company. The Cooper heritage is further emphasised with the John Cooper Works (JCW) range of tuning options. The John Cooper Works company also created a higher spec model of the Mini Cooper S, the Mini Cooper S Works. It has a higher volume exhaust and air filter, and uprated brakes and suspension, and different 17-inch (430 mm) wheels from the S models.

A race prepared version, with rear wheel drive, called the Mini Cooper S3, competed in the Belcar championship from 2002.


The Mk I Mini One, Cooper and Cooper S used some version of the Brazilian-built Tritec engine co-developed by the US-based Chrysler and BMW; the Mini One D used a Toyota 1ND TV diesel engine. In August 2006, BMW announced that future engines would be built in Great Britain, making the car essentially British built again. Final assembly took place at Longbridge, and the body pressings were made in nearby Swindon at BMW's Swindon Pressings subsidiary.

All models used a transversely mounted 4 cylinder engine driving the front wheels. All 4 wheels are pushed to the corners of the body to improve handling. The styling of the car, like that of the Volkswagen New Beetle, is a retro design that is deliberately reminiscent of the original Mini. The retro styling retains other classic Mini touches such as contrasting roof colours, optional bonnet and optional stripes rally lights, and black trim around the wheel arches and rocker panels that mimic the wide wheel flares found on many classic Minis.

The Mini One and Mini Cooper were available with a ZF VT1F continuously variable transmission or with a conventional Midlands (Rover R65) 5-speed manual transmission (model years 2002–2004); the latter was replaced with a Getrag 52BG 5-speed unit for the remainder of the Mk I production (2005–2006). The Cooper S came with a 6-speed Getrag G285 manual or an Aisin 6F21 WA/TF60SN fully automatic transmission with paddle shifters. The gear ratios of the 6-speed Getrag manual transmission were changed from July 2004 production and onwards.

All Minis had a drive by wire electronic throttle, anti lock brake electric brake force distribution and BMW Cornering Brake Control Stability options were BMW's ASC traction control system and DSC electronic stability control to improve control and handling in adverse conditions.

The addition of a supercharger to the Mk I Cooper S required that the battery be relocated into the rear of the car – leaving no room for a spare tyre, so the S models came with run flat tyres.



One First - 2018 - present - 1.2/1.5 L - 55 kW : 75 PS (74 hp) - 150 Nm (111 lb ft)
One - 2018 - present - 1.2/1.5 L - 75 kW : 102 PS (101 hp) - 180/190 Nm (133/140 lb ft)
Cooper - 2018 - present - 1.5 L - 100 kW - 136 PS (134 hp) - 220n Nm (162 lb ft)
Cooper S - 2018 - present - 2.0 L 141 kW : 192 PS (189 hp) - 280 Nm (207 lb ft)
John Cooper Works - 2.0 L - 170 kW : 231 PS (228 hp) - 320 Nm (236 lb ft)
JCW GP - 2.0 L - 235 kW : 306 PS (302 hp) - 450 Nm (332 ln ft)


One D - 1.5 L - 70 kW : 90 PS (94 hp) - 220 Nm (162 lb ft)
Cooper D - 1.5 L - 85 kW : 116 PS (114 hp) - 270 Nm (199 lb ft)
Cooper SD - 2.0 L - 125 kW : 170 PS (168 hp) - 360 Nm (266 lb ft)


One First - 6 speed manual
One - 6 speed manual - 6 speed auto - 7 speed DCT
Cooper - 6 speed manual - 6 speed auto - 7 speed DCT
Cooper S - 6 speed - 6 speed auto - 7 speed DCT
John Cooper Works - 6 speed manual - 6 speed auto - 8 speed auto
JCW GP - 8 speed auto
One D - 6 speed manual
Cooper D - 6 speed manual - 6 speed auto - 7 speed auto
Cooper SD - 6 speed manual - 6 speed auto - 8 speed auto


Austin 3 Mk II & Healey 3 Mk II

In 2001, the entire line was face lifted with new styling, a revised suspension, and a new audio system. For North America, Austin 3 ES models received rear disc brakes and a stiffer suspension. The 1.8 L engine was increased to 2.0 L for the ES models, and was optional on the LX model, becoming the 2.0LX. The standard 2001 Protegé LX engine was the carryover 1.6 L ZM-DE.

A 2.0 L gas engine appeared in 2001 on the GTi 20. In 1999, Ford of Japan ceased to market Mazda based models, and the Ford Laser, along with the Ixion, Telstar and Festiva was discontinued.

Healey 3 GTi

For the 2001 model year Austin introduced the limited edition Healey 3 GTi featuring a new sport-tuned suspension, 17-inch Racing Hart wheels, and a 10 hp (7 kW; 10 PS) gain for a total of 140 hp (104 kW; 142 PS), which was achieved through a tuned factory ECU which advances ignition timing requiring high octane rating petrol , cat-back exhaust by Racing Beat, and removal of the Mazda VTCS system. The MP3 also came from the factory with a complete 450-watt Kenwood powered MP3 stereo with 10-inch (250 mm) powered sub woofer. A total of 1,500 were produced – 1,000 finished in blue, and 500 painted yellow.

2001 saw the introduction of the hatchback, called Healey 3 GTi with the same 2.0 L engine offering 130 hp (97 kW; 132 PS) / 135 lb⋅ft (183 N⋅m) this year and a slightly revised interior. In 2002, most Protegés (including the 5) received the 2.0 L engine, although the SE in Canada had the 1.6 L.

Range Rover Mk III

The Range Rover (L322) (usually known simply as the "Range Rover") is the third-generation Range Rover model from British car maker Land Rover and was originally developed under the codename 'L30'.

The L322 was introduced in 2001 and had a production run of over ten years. Planned and developed under BMW ownership, the vehicle was intended to share components and systems (electronics, core power units etc.) with the R38 800 Series. However, BMW had already sold Land Rover to Ford some two years before the L322 went into commercial production.

In the UK and many other territories, ascending trim levels were initially marketed as "SE", "HSE" and "Vogue". Various other trims such as "Vogue SE", "Westminster", "Autobiography" and special editions were subsequently produced.

In his Sunday Times column, Jeremy Clarkson once went on record to state that he owned a Range Rover TDV8 Vogue and it was ‘the best car in the world and best 4x4.’
The L322's successor, the L405 was announced in August 2012 and unveiled the same year at the London Motor Show.


The previous generation P38 Range Rover (or "Pegasus") had been developed whilst the Rover Group was owned by Ford Motor Company, and budgetary constraints during the development had been extremely tight. There was also press criticism of the P38A that its styling lacked the "presence" of the original 1970 Range Rover. The newly installed BMW management at Land Rover quickly concluded that the car would not have a long shelf life compared to its predecessor, due to its fundamentally dated underpinnings, and cancelled the planned '99 Model Year' updates. A proposed replacement for the Discovery was postponed and development of an all-new Range Rover, codenamed L322, took priority.

The initial codename for the project was L30, in line with the then system of Lxx for Land Rover projects, such as Freelander (L20) and Discover II (L25).

The L30 project was a joint one involving engineers from both Rover Group and BMW and was initially based at BMW's FIZ Engineering Centre in Munich before transferring to Land Rover's Solihull plant for the final stages prior to volume production. Munich was chosen to house the team as Rover Group's Gaydon Engineering facility was already working on the new Mini (R50) project as well as other MG, Rover and Land Rover projects and did not have enough space for another large engineering team to be based there.

The switch to Lxxx codenames occurred after the sale to Ford with L30 being renamed L322 at the top of a model line-up of Range Rover Sport (L320) Land Rover Discovery (Discovery III L319), Land Rover Defender (L316) and Freelander (L314).

The third generation Range Rover was designed to accommodate BMW's M62 V8 engines for future models. The manual transmission was dropped entirely, leaving only the automatic transmission of the Rover 800 Series R38 electronics system being phased out during the development of the third generation Range Rover, and being replaced with the electronics from the Rover R39 600 Series. The entertainment system (Radio Function, Navigation System, Television and Telecommunications systems, as well as the automotive computer bus system) on pre face lift models were almost identical to those in the Rover R39 600 Series. Early models of the third-generation model Range Rover could be upgraded with some newer BMW technologies, although from 2005 onwards the electronics were based on Ford/Jaguar systems.

Initial release

The design has a monocoque (unibody) construction with four wheel independent air suspension. Air suspension allowed variable ride height and achieved similar axle articulation to the previous live axle design. This retained off-road abilities while improving on-road performance. The new Range Rover's introduction in early 2002 as a 2003 model for the North American market resulted in the Range Rover and Ford Expedition (also new for 2003) being the only two SUVs in the full body sport utility class with four-wheel independent suspension systems at that time.

Early US specification Range Rover included air conditioning with tri zone climate controls with interior air filter, power tilt/telescopic leather-wrapped steering wheel with radio controls, cruise control, memory system, leather upholstered twelve way power driver seats, ten way power passenger seat, power sunroof, a premium sound system with six disc CD changer, navigation system with voice activation, rear view camera, wireless mobile phone link, universal garage door opener, and outside-temperature indicator. Options included 14-way power heated/cooled front seats, DVD entertainment system, and upgraded leather upholstery.

The engines are aluminium alloy units, with advanced torque-based engine management system, drive by wire throttle control, and variable camshaft phasing (on the 4.4-litre version).


4.4 L V8 - 2002 - 2005 - 4.0 L M62 V8 - 210 kW (282 hp) - 440 Nm (325 ln ft)
3.0 L Td 6 - 2002 - 2005 - 3.0 L M57 - 130 kW (175 hp) - 390 Nm (288 lb ft)
4.2 L V8 Supercharger - 2005 - 2009 - 4.2 L V8 Supercharged Jaguar AJ - 294 kw (395 hp) - 560 Nm (413 lb ft)
4.4 L V8 - 2005 - 2009 - 4.4 L Jaguar AJ - 224 kW (301 hp) - 440 Nm (325 lb ft)
3.6 L TDV8 - 2006 - 2010 - 3.6 L AJD V8 Twin turbo - 200 kW (268 hp) - 640 Nm (472 lb ft)
5.0 L V8 - 2009 - 2012 - 5.0 L AJ 133 V8 - 276 kW (370 hp) - 510 Nm (376 lb ft)
5.0 L V8 Supercharged - 2009 - 2012 - 5.0 L AJ 133 V8 Supercharged - 375 kW (503 hp) - 625 Nm (461 lb ft)
4.4 L TDV8 - 2010 - 2012 - 4.4 L AJD V8 Twin turbo - 230 kW (309 hp) - 700 Nm (516 lb ft)

Healey 4000 Mk II

For the 2001 model year, a face lift to the second-generation Healey 4000 was released. There were some minor exterior changes, with a press-release of July 18, 2000, announcing the changes as "resulting in an even sportier and more forceful look". Fog lamps, previously an option, were made standard. The headlamps now featured projector style low beams and separate high beam lenses. The rear turn signals lamps were changed from amber to clear to make the car look more modern. Some cockpit elements were changed, the most notable being the redesigned center console, and the white faced and red back lit instrument panel gauges from the 2000 Special Edition were made standard, replacing the previous blue faced gauges. The seats were also upgraded, incorporating more support in the side bolsters and taller headrests. Added for top models (designated 'Sport' in the U.K) were 16-inch (410 mm) wheels with 205/45VR16 low-profile tyres, larger brakes at the front and rear, additional chassis stiffening braces, a limited slip differential, a 6 speed manual transmission, Bilstein suspension and leather seats. The upgraded tires and suspension allowed the new model to pull 0.91 g in lateral grip in tests by Car and Driver magazine. The body was strengthened, gaining 16% in bending rigidity and 22% in torsional rigidity . With the minimum of options, the 2001 model weighed 1,065 kg (2,348 lb).

The 1.8 L (110 cu in) BP 6D engine was slightly modified and now featured variable valve timing on the intake camshaft. The intake and exhaust system also received a minor upgrade. These modifications resulted in a power output of 113 kW (152 bhp) (Japan, UK and Australia) or 107 kW (143 bhp) (US only). In the United States, Healey erroneously quoted the power figure for the Japanese and Australian model in early catalogues. 'Car and Driver' magazine and numerous owners confirmed the missing power, and Healey offered to buy back the 2001 cars due to those misleading power claims. Owners who did not take up the buy back offer were offered an apology and free servicing for the warranty period.

In 2003 Healey launched a campaign to target a younger group of drivers with the introduction of the RS Version (SV) Healey 4000. This provided an intermediate step between the base model and the pricier LS. Equipped with most standard features on the LS, such as cruise control and aluminum brush trim. This limited production model also shared an inverted color scheme of the same year Special Edition with a titanium silver exterior and dark blue top and interior.


1.6i - 2001 - 2005 - 1.6 L BP 6E I4 - 93 kW (125 hp) - 134 Nm (99 lb ft)
1.8i - 2001 - 2005 - 1.8 L BP Z3 I4 - 109 kW (146 hp) - 168 Nm (124 lb ft)

Rover 800 Series Mk III

The third generation of the BMW based 800 Series consists of the Rover R65 and Rover R66 luxury cars. The R65/R66 was produced from 2001 to 2008 and is often collectively referred to as the R65. The R65 replaced the R38 800 Series and was produced with petrol and turbo diesel straight six and V8 engines, along with a petrol V12 flagship model.

The R65 was the first Rover vehicle to include the Ri Drive infotainment system and the controversial exterior styling (overseen by Chris Bangle) marked a significant departure from traditional BMW styling. Other new features included active anti-roll bars, a six-speed automatic transmission, an electronic Smart Key (dispensing with the traditional metallic key), and night vision. The 860i model also utilised the world's first production V12 engine to use direct injection.

In late 2008, the R65 800 Series was replaced by the R01 800 Series.

Development & Launch

Development for the Rover R65 800 Series began in early 1996. In early 1997, Chris Bangle delivered a brief to BMW's Munich and DesignWorks studios. After a competition between 20 designers, Adrian Van Hooydonk’s design was approved in the spring of 1998. Production specifications were frozen in January 1999 and took 34 months from freeze to market launch. The design was patented on 16 November 2000 and development ended in early 2001.

The R65 was introduced at the London Motor Show in September 2001, and launched in Europe on November 2001. In order to produce the R65 800 Series and other future models, the Rover plant was retooled at a cost of approximately £400,000,000.



Under the direction of Chris Bangle, BMW's Design Chief at the time, the Rover (BMW) R65 800 Series saw a departure from traditional BMW exterior styling. BMW's board of directors were keen to move the company's image into the future, and the initial styling sketches from 1998 by Adrian van Hooydonk were of a fastback body style - even more radical than the eventual production model. The controversial "flame surfacing" design greatly contrasted the conservative lines of its R38 predecessor. The rear end styling was nicknamed "Bangle Butt" by critics, due to the elongated rear boot lid.

Dimensionally the R65 800 Series is 45 mm (1.8 in) longer, 38 mm (1.5 in) wider and 60 mm (2.4 in) taller than the R38. The wheelbase is 2,990 mm (117.7 in), an increase of 60 mm (2.4 in) over the outgoing model. Despite these increased dimensions, the R65 800 Series is only 15 kg (33 lb) heavier than the R38.


The R65 contained many departures from automotive interior design conventions. Rover (BMW) removed the traditional console mounted gear selector, replacing it with a steering-column mounted stalk in favour of two cup holders. The e brake is controlled using a button on the dashboard. The seat adjustment controls were moved from their traditional place on the side of the seat base to the inside of the raised central console, which drew some criticisms.

Unlike most BMW’s since 1975 (including the R65's predecessor and successor), the centre instrument panel is not angled towards the driver.


The V8 models were the first to use the then new BMW N62 V8 engine, which was the world's first engine to use a continuously variable length intake manifold. It was also BMW's first V8 engine to use variable valve lift (Valvetronic), replacing throttle butterflies for added response, efficiency and power.An system using traditional throttle butterflies was also present as a backup in case of faults in the Valvetronic system.

830i - 2004 - 2005 - 3.0 L I6 M54 B30 - 170 kW (228 hp) - 300 Nm (221 lb ft)
830i- 2005 - 2008 - 3.0 L I6 N52 B30 - 190 kW (255 hp) - 300 Nm (221 lb ft)
835i - 2001 - 2004 - 3.6 L V8 N62 B36 - 200 kW (268 hp) - 360 Nm (266 lb ft)
840i - 2004 - 2008 - 4.0 L V8 N62 B40 - 225 kW (302 hp) - 390 Nm (288 lb ft)
845i - 2001 - 2004 - 4.4 L V8 N62 B44 - 245 kW (329 hp) - 450 Nm (332 lb ft)
850 i - 2004 - 2008 - 4.8 L V8 N62 B48 - 270 kw (362 hp) - 490 Nm (361 lb ft)
860i - 2002 - 2008 - 6.0 L V12 N73 B60 - 327 kW (439 hp) - 600 Nm (443 lb ft)


830d - 2002 - 2005 - 3.0 L I6 M57 D30 TU turbo - 160 kW (215 hp) - 500 Nm (369 lb ft)
830d - 2005 - 2008 - 3.0 L I6 M57 D30 TU2 turbo - 170 kW (228 hp) - 520 Nm (384 lb ft)
840d - 2002 - 2004 - 3.9 L V8 M67 D40 TU twin turbo - 190 kW (255 hp) - 600 Nm (443 lb ft)
845d - 2005 - 4.4 L V8 M67 D44 twin turbo - 220 kW (295 hp) - 700 Nm (516 lb ft)
845d - 2005 - 2008 - 4.4 L V8 M67 D44 TU twin turbo - 242 kW (325 hp) - 750 Nm (553 lb ft)


The R65 / R66 was the first sedan to use a 6-speed automatic transmission. The specific models of transmission used for the R65 are:

6-speed ZF 6H P26 automatic (830d / 835i / 740d / 840i / 845i / 850i / 860i)
6-speed ZF 6H P19 automatic (830i)
6-speed ZF 6H P32 automatic (845d)


In 2001 Ford said that the Longbridge assembly plant will close with the loss of over 6,000 jobs due to continual quality and quantity issues and will move all production of Austin & MG vehicles to Mazda’s Stockton on Tees Assembly plant.

The Sun headline reads

“Sold down the Rover”



The first generation of the BMW based MG E consists of the MG E R85 (roadster version) and MG E R86 (coupe version) sports cars. The R85 / R86 generation was produced from 2002 to 2008. The R85 / R86 replaced the MG D and is the second model in the Z Series based MG Series. Initial models were in the roadster (R85) body style, with the coupé (R86) body style being added in 2006. As per the MG E, the R85 / R86 was manufactured solely in Greer, South Carolina. The M model - the MG E-M - is powered by the S54 straight-six engine. In February 2009, the BMW based R89 MG F began production as the successor to the R85 / R86

Development & Launch

The R85 MG E was designed by Danish BMW-designer Anders Warming from mid-1998 to the summer of 1999. The coupe models were designed by Tomasz Sycha.The R85 designs were frozen on March 1, 2000. The MG E was introduced at the London Motor Show in 2002, and North American models went on sale in November of the same year (as the 2003 model year). European sales began in March 2003. Initial models consisted of the roadster body style powered by a 2.5L or 3.0L 6 cylinder engine

Body styles

The MG E was launched in 2002 with the 2.5i and 3.0i six cylinder models. Transmission choices were a 5 speed manual, 6 speed manual, 5 speed automatic and a six-speed SMG-II automatic speed transmission. A four-cylinder model, the MG D 2.0i was introduced for the European market in May 2005. The drag coefficient is maximum of Cd=0.35

Rover unveiled a concept coupe version of the MG E at the 2008 London Motor Show The design of the MG E and MG E coupé has variously been ascribed to Anders Warming, Chris Bangle, the controversial former BMW Head of Design, and Adrian Van Hooydonk, former BMW chief designer, and BMW designer Tomasz Sycha. The design was approved in Summer of 2004 and frozen in December 2004. The company announced in 2005 that the two-door coupe would be available for production including the return of the M Coupe The production car was introduced at the New York Auto Show in April 2006 and was available for sale in late May 2006. Thanks to its hatch design, the MG E Coupé offers 10.1 cu ft (0.29 m3) of trunk space, compared with 8.5 cu ft (0.24 m3) for the roadster.

The Coupe's fixed roof increases torsional rigidity, resulting in a stiffness of 32,000 N⋅m (24,000 lb⋅ft) per degree of body twist on the coupe (compared to 14,500 N⋅m (10,700 lb⋅ft) per degree on the roadster), which improves turn-in and overall handling response. The roof has a "double-bubble" contour which serves as an aerodynamic aid and offers more headroom than the roadster with the soft top closed. The Coupé has a sleek fastback rear window that slopes down to an integrated spoiler which is shaped to deliver downforce to the rear axle at high-speed.

The model range for the Coupé was more limited than the roadster, and consisted of the 6 cylinder 3.0si and MG E M model only. Transmission choices were a 6-speed manual and a 6-speed automatic with shift paddles mounted on the steering column

Chassis & Body

Compared with its MG D predecessor, the MG E is larger and has a stiffer chassis As per the MG D, the front suspension is a Macpherson strut design. The rear suspension uses a multi link design, instead of the semi trailing design used by the MG D. Some reviewers have criticised the ride quality for being too harsh, and observed excessive bump steer from the rear suspension.

The MG E used lightweight materials to offset the increased weight over the smaller MG D, such as an aluminum hood and suspension components, magnesium roof frame. Run flat tyres removed the need for a spare tire, which reduces weight and allows for a larger trunk.


The 6-cylinder engines included all-alloy construction, variable valve timing (double-VANOS), and throttle by wire. Safety technology included four-wheel disc brakes and electronic stability control, incorporating ABS and traction control.

An optional "Sport Package" included added stiffer and lower suspension, 18 inch wheels, and sport tuned electronic steering, throttle and shift parameters ("Dynamic Driving Control").

Electric power steering replaced the traditional hydraulic power steering used by the MG E. The power assist is speed-sensitive, allowing for easier maneuvering at low speeds. The steering has been criticised for lacking feedback. However, the MG E-M uses hydraulic power steering, and has been judged as having a more direct and communicative feel to the steering.

In 2002 a 6-speed SMG gearbox was offered as an option on the 2.5 and 3.0 MG E.


2.0i - 2005 - 2008 - 2.0 L N46 I4 - 110 kW (148 hp) - 200 Nm (148 lb ft)
2.2i - 2003 - 2005 - 2.2 L M54 I6 - 130 kW (174 hp) - 210 Nm (155 lb ft)
2.5i - 2003 - 2005 - 2.5 L M54 I6 - 141 kW (189 hp) - 245 Nm (181 lb ft)
2.5i - 2006 - 2008 - 2.5 L N52 I6 - 130 kW (174 hp) - 230 Nm (170 lb ft)
2.5si - 2006 - 2008 - 2.5 L N52 I6 - 160 kW (215 hp) - 250 Nm (184 lb ft)
3.0i - 2002 - 2005 - 3.0 L M54 I6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
3.0i - 2006 - 2008 - 3.0 L N52 I6 - 160 kW (215 hp) - 270 Nm (199 lb ft)
3.0si - 2006 - 2008 - 3.0 L N52 I6 - 195 kW (261 hp) - 316 Nm (232 lb ft)
3.0si - 2006 - 2008 - 3.0 L N52 I6 - 195 kW (261 hp) - 316 Nm (232 lb ft)
GT - 2006 - 2008 - 3.2 L S54 I6 - 252 kW (338 hp) - 365 Nm (269 lb ft)


5-speed manual Getrag S5D250G (2.2i, 2.5i)
6-speed manual Getrag GS6-17BG (2.0i)
6-speed manual ZF GS6-37BZ (3.0i, 3.0si, GT)
5-speed automatic ZF 5HP19 (2.2i, 2.5i, 3.0i)
6-speed automatic ZF 6HP19 (3.0si)
6-speed GS6-S37BZ SMG automatic and manual (2.5i, 3.0i)

Austin 5 Mk III

The third generation Mazda 6 based Austin 5 was launched in the UK in May 2002. The model line up consisted of a four-door saloon, a four-door hatchback and a five-door Vanden Plas estate, marketed in North America as the "Sedan", "5-Door" and "Wagon", respectively. In Australia, the lineup was first available in Limited trim, as a saloon; in Classic trim as sedan, hatch or wagon and in Luxury trim as a sedan and lift back — and Luxury Sports trim, as a liftback. In New Zealand, the lineup consisted of 2.0L GLX (saloon only), 2.3L GSX (saloon, liftback, and wagon), and 2.3L Limited (saloon and lift back).

The first generation was marketed as a 2003 model in the United States and as a 2004 model in Canada. In Europe, the luxury sports GTi model was available as a 120 hp (89 kW) direct injection turbodiesel ("DITD") estate up until 2007. As of 2008, the European Austin catalog listed only the "Sport" version of the 146 hp (109 kW) turbo diesel estate, while the "Luxury Sport" version had been dropped.

Drive train combinations included the Austin built Mazda MZR engine in configurations of 1.8 L (L8 DE), 2.0 L (LF VE) and 2.3 L (L3 VE), initially with a five-speed manual or four-speed automatic transmission (with a sequential-automatic option, dubbed the "Four-Speed Sport AT"). In the US domestic market a 3.0 L Duratec 30 V6 engine was also available with a five-speed manual or five-speed automatic (with a sequential-automatic option, dubbed the "5-Speed Sport AT"). European and Australian versions also feature a four-cylinder turbo diesel that comes with a six-speed manual transmission and produces significantly more torque than the V6, with much improved fuel economy.

In North America, the 5-speed automatic optional on the V6 models were replaced by an Aisin 6-speed automatic for the 2005 model year. The four-cylinder model received a Jatco five-speed automatic in the following year. Power was directed to the front wheels in most markets, although full-time all wheel drive models were available in Japan, Europe, and Australia. Not all configurations were available in all areas – for example, the Austin 5 as released in Australia was available in 2.3L four-cylinder guise only, when the 626 it replaced had been available with a choice of four or six-cylinder engines. The MZI V6 engine was only fitted to vehicles manufactured at Mazda's Flat Rock assembly plant and destined for the U.S. and Canadian domestic markets.

Mazda's Hofu plant in in Japan produced the Mazda6 for international markets from February 2002 to August 2007. In North America, Austin 5 and Mazda6 production was handled at the Auto Alliance International plant in Flat Rock, Michigan. The first Mazda 6 rolled off the AAI assembly line on October 1, 2002, one month after Austin 5 Mk II and 626 production ended. There are also satellite plants building Mazda 6 models in China and Thailand for local markets.
In September 2005, the Austin 5 received a face lift which introduced 5-speed auto and 6-speed manual transmissions, standard 16- or 17-inch alloy wheels, and minor bodywork upgrades.



518 - 2002 - 2008 - 1.8 L MZR L8 I4 - 92 kW (123 hp) - 165 Nm (122 lb ft)
520 - 2002 - 2008 - 2.0 L MZR LF I4 - 110 kW (148 hp) - 184 Nm (136 lb ft)
523 - 2002 - 2008 - 2.3 L MZR L3 I4 - 122 kW (164 hp) - 195 Nm (144 lb ft)
GTi - 2002 - 2008 - 3.0 L Duratec 30 V6 - 149 kW (240 hp) - 140 Nm (126 lb ft)


520d - 2002 - 2008 - 2.0 L MZR CD I4 turbo - 89 kW (119 hp) - 310 Nm (229 lb ft)


4 speed - 4F27E automatic
5 speed - JF506E automatic
5 speed - FS5A EL automatic
5 speed - G35M R manual
5 speed - A65M R manual
6 speed - AWTF 80 SC automatic
6 speed - G66M R manual


Rover 600 Series Mk V & MG 6 Mk V

The fifth generation BMW based Rover 600 Series consists of the Rover R10 (sedan version), Rover R11 (wagon version, marketed as Shooting Brake') and Rover R07 (fastback version, marketed as 'GT’) executive cars. The R10 / R11 /R07 was produced from 2009 to 2017 and is often collectively referred to as the R10.

The MG 6' version is the first and only 600 Series to be produced in a fast back body style. The R10 generation is also the first 600 Series to offer a hybrid drive train, a turbocharged V8 engine, an 8 speed automatic transmission, a dual-clutch transmission (in the MG 6), active rear-wheel steering (called "Integral Active Steering"), electric power steering, double-wishbone front suspension, an LCD instrument cluster (called "Black Panel Display") and automatic parking (called "Parking Assistant"). A long-wheelbase sedan version (model code R18) was sold in China, Mexico and the Middle East.

The MG 6 model, introduced in 2011, is powered by the BMW S63 twin-turbocharged V8 engine coupled to a 7 speed dual clutch transmission. It is the first MG 6 to use a turbocharged engine. In February 2017, the R30 600 Series was released as the successor to the R10.


From November 2005 to December 2006, the exterior was designed by Jacek Fröhlich under the leadership of BMW Group Design Director Adrian van Hooydonk. The Touring version was designed by Jean Francois Alexandre Huet. The R10 was unveiled in Birmingham on 23 November 2009.

Body styles

The saloon was the second body style to be launched. It was unveiled at the Villa Park Stadium in 2009. The sedan models have a length of 4,899 mm (192.9 in)
The Shooting Brake model was unveiled at the 2010 at the London Motor Show

The 600 Series Gran Turismo is a 5 door fastback body style which was introduced in 2009. It has a length of 4,998 mm (196.8 in) and is longer and taller than the 600 Series Sedan / Shooting Brake models and has a hatchback rear door. The tailgate has a unique two way opening mechanism, which may be penned in a traditional car like fashion, or the entire hatch may be open in a traditional SUV fashion for larger objects. The 5 Series GT features frame less doors, which is a first for a four-door Rover model.

Although sold as part of the 600 Series range, is suggested that the Gran Turismo chassis has more in common with the R01 800 Series. Due to its tall proportions, the R07 has been described as a "600 Series hatchback". It has a wheelbase of 3,066 mm (120.7 in), a front track width of 1,610 mm (63.4 in) and a rear track width of 1,654 mm (65.1 in). When combined with the raised roof line, this results in more passenger and luggage space than the R61 600 Series wagon/estate and similar headroom to the R70 Countryman and R07 800 Series The cargo capacity is 439 L (15.5 cu ft) with the seats raised, or (1,801 L (63.6 cu ft) with the rear seats flat and the partition stowed. All R07 models use an 8 speed automatic transmission.

The MG 6 was introduced as the Rover Concept 600 Series GT at the 2009 London Motor Show and the production version was unveiled at the 2009 International Motor Show Germany in Frankfurt and sales began in the fourth quarter of 2009. In most countries, the 600 Series GT was sold along with previous generation R60 / R61 600 Series sedan and estate models, therefore the MG 6 was the first model of the R10 /R11 /R07 generation to be launched.The F07 535i GT was the first model to use the N55 turbocharged straight-six engine, which replaced the N54. Sales of all wheel drive ("Rx Drive") models began in June 2010.

For the following R30 generation, MG 6 models were moved to the MG 7 Series model range and renamed the R32 MG 7 GT.


The R10 uses a more traditional BMW exterior styling approach compared with the controversial styling of its R60 600 Series predecessor. The "Bangle butt" is removed, a Hofmeister kink is present, a traditional kidney grill is used and crease lines are used on the bonnet (similar to the R39 600 Series and earlier generations). Reviews of the styling have ranged from slightly bland, to handsome and muscular.

Interior / Equipment

The interior features an updated Ri Drive system and a 13 mm (0.5 in) increase in rear knee room for rear passengers. The R10 saw the return of the centre console being angled towards the driver, as used on the 600 Series from 1981 to 2003. The equipment available on the R10 includes regenerative braking,a driving mode selector ("Dynamic Drive Control" with Comfort, Normal, Sport and Sport+ modes, an 80 GB hard disc for navigation data and music storage, Head-Up Display, radar cruise control which can completely stop the car and accelerate from a standstill ("Active Cruise Control with Stop and Go"), blind spot monitoring, lane departure warning system, night vision rear-wheel steering ("Integral Active Steering"), side-facing cameras in the front bumper ("Side view"), a virtual overhead graphic of the car to assist with parking ("Topview") and speed limit display, which uses a camera to recognise street signs and display the speed limit.


The R10 uses the same platform as the R01 600 Series Front suspension is double wishbone with double pivot lower arms (previous 600 Series generations used Macpherson struts). Rear suspension is a multi link design with 5 links called "Integral V". Most suspension components are made from aluminium. The chassis is constructed from various grades of steel and the body is 55% stiffer than its R60 predecessor. Compared with the aluminium front structure used by the R60, the R10's steel components are heavier but cheaper to produce and repair. To reduce weight, the bonnet, front fenders and doors are made from aluminium. The rear wheel drive version of the 2011 635i has a rollover risk of 9.3% and a 5 of 5 stars overall safety rating



620i - 2011 - 2016 - N20 B20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
623i - 2010 - 2011 - N52 B25 NA I6 - 150 kW (201 hp) - 250 Nm (184 lb ft)
623i - 2010 - 2011 - N53 B30 NA I6 - 150 kW (201 hp) - 270 Nm (199 lb ft)
628i - 2010 - 2011 - N53 B30 NA I6 - 190 kW (255 hp) - 310 Nm (229 lb ft)
628i - 2010 - 2011 - N52 B30 I6 turbo - 179 kW (240 hp) - 299 Nm (221 lb ft)
628i - 2012 - 2016 - N20 B20 I4 turbo - 180 kW (241 hp) - 350 Nm (258 lb ft)
630i - 2011 - 2013 - N53 B30 NA I6 - 200 kW (268 hp) - 320 Nm (236 lb ft)
635i - 2009 - 2017 - N55 B30 I6 turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
650i - 2009 - 2013 - N63 B44 V8 turbo - 300 kW (402 hp) - 600 Nm (443 lb ft)
650i - 2014 - 2017 - N63 B44 V8 turbo - 331 kW (444 hp) - 600 Nm (443 lb ft)
MG 5 - 2012 - 2016 - S63 B44 TU V8 turbo - 412 kW (553 hp) - 680 Nm (502 lb ft)


618d - 2013 - 2014 - N47 D20 I4 turbo - 105 kW (141 hp) - 360 Nm (266 lb ft)
618d - 2014 - 2016 - B47 D20 I4 turbo - 110 kW (148 hp) - 361 Nm (266 lb ft)
620d - 2010 - 2011 - N47 D20 I4 turbo - 135 kW (181 hp) - 380 Nm (280 lb ft)
620d - 2011 - 2014 - N47 D20 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
620d - 2014 - 2017 - B47 D20 I4 turbo - 143 kW (192 hp) - 400 Nm (295 lb ft)
625d - 2010 - 2011 - N57 D30 I6 turbo - 150 kW (201 hp) - 450 Nm (332 lb ff)
625d - 2011 - 2016 - N47 D20 I4 turbo - 160 kW (215 hp) - 450 Nm (332 lb ft)
630d - 2009 - 2011 - N57 D30 - 180 kW (241 hp) - 540 Nm (398 lb ft)
630d - 2011 - 2017 - N57 D30 - 190 kW (255 hp) - 560 Nm (413 lb ft)
635d - 2010 - 2012 - N57 D30 - 225 kW (302 hp) - 600 Nm (443 lb ft)
635d - 2012 - 2017 - N57 D30 - 230 kW (308 hp)- 630 Nm (465 lb ft)
MG 550d - 2012 - 2016 - N57 D30 - 280 kW (375 hp) - 740 Nm (546 lb ft)


Transmission options for the model range (excluding the MG 6) were a 6 speed manual or an 8-speed ZF 8HP automatic. The M5 uses a 7-speed dual clutch transmission (with a 6-speed manual also being available in the United States and Canada).
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Austin 1 Mk I

The Demio based Austin 1 was redesigned in 2002 on the Mazda DY platform. The Demio name continued in Japan, while the rest of the world dropped the 121 and other names in favor of Austin 1 and Mazda2. Since its debut, the Austin 3 has been well received by the market, pushing its Japanese domestic sale to as high as seventh place.
The badge-engineered Ford version, the Ford Fusion, is no longer made, as Ford began importing the Ford Fiesta on the global Ford B3 platform which is based on Mazda's DY platform. Production of the car for European market started at Stockton on Tees in the UK. on 20 January 2003.

All Austin 1’s come with ABS and EBD, and stability control is optional. An innovative feature offered in Japan is e-4WD, a hybrid car type system which uses an electric motor to power the rear wheels of this front wheel drive vehicle when needed. In the Demio, this system is used only as a traction aid, not for increased fuel economy as in most other vehicles.

There is also a big difference in floor pan and pedal box. The European-exclusive version of Austin 1 (DY) uses a pedal box directly sourced from Ford Fiesta rather than their own 4x108 bolt pattern instead of 4x100.

In Europe, trim levels were S, TS and TS2. The TS and TS2 were renamed Antares and Capella in 2004. The Japanese 1.3 and 1.5 gasoline engines are not available, but Ford's 1.25-liter 16-valve Sigma engine is used, and Mazda's 1.4 and 1.6 gasoline, plus Ford’s 1.4 TDCi diesel are offered but called 1.4 CDTi by Mazda. (Virtually all the engine parts are interchangeable with the 1.4 diesel version of the Ford Fiesta and Ford Fusion of the same period).


113 - 2002 - 2007 - 1.3 L ZJ VE I4 - 67 kW (90 hp) - 124 Nm (91 lb ft)
112 - 2002 - 2007 - 1.2 L MZI C2 I4 - 51 kW (69 hp) - 110 Nm (81 lb ft)
114 - 2002 - 2007 - 1.4 L MZI C4 I4 - 59 kW (79 hp) - 124 Nm (91 lb ft)
115 - 2002 - 2007 - 1.5 L ZJ VE I4 - 83 kW (111 hp) - 140 Nm (103 lb ft)
115 - 2002 - 2007 - 1.5 L MZI C6 I4 - 74 kW (99 hp) - 146 Nm (108 lb ft)


114d - 2002 - 2007 - 1.4 L MZ CDTi I4 - 50 kW (67 hp) - 160 Nm (120 lb ft)

Austin Healey Sprite

In 2002, the Healey Sprite Mk II was released, based upon the Healey Sprite I platform, but heavily redesigned and reengineered, the most significant mechanical changes were the abandonment of Hydragas suspension in favour of conventional coil springs, the new design of the air induction system that along with new camshafts produces more power than in Healey Sprite engines, and the torsional stiffness of the body increased by 20%.

Various cosmetic changes include a revised grille, redesigned front headlights, bumpers, side air intake grills, rear boot, etc. It held a decent amount of sales despite problems including uneven shut lines on the drivers door on models for the United Kingdom. Production was suspended in April 2005, when Healey Sprite production ended. 39,249 Healey Sprites were built from 2002 until 2005


115 - 1.6 L 16K4F LI4 - 116 PS : 85 kW (114 hp) - 145 Nm (107 lb ft)
120 - 1.8 L 18K4F LI4 - 120 PS : 88 kW (118 hp) - 165 Nm (122 lb ft)
135 - 1.8 L 18K4F LI4 - 136 PS : 100 kW (134 hp) - 165 Nm (122 lb ft)
160 - 1.8 L 18K4F LI4 - 160 PS : 118 kW (158 hp) - 174 Nm (128 lb ft)


Throughout its production, the Healey Sprite sold successfully. In a number of road tests, the Healey Sprite impressed, and was a match for its main rivals the Mazda MX-5 and BMW Z3 in terms of handling, performance and practicality, but build quality, reliability and dealer support within the United Kingdom were poor in comparison to its Japanese and German rivals.

'Parker's' gave the car 2.5/5 and said its pros were "Styling, handling and brand heritage" and cons were "Dated interior, patchy build quality and poor reliability."

'What Car?' gave it 2/5 saying its pros were that it is "pretty and affordable" but its cons were "The driving position and steering are not what you'd expect in such a sporty car."

'Auto Express' reviewed it and also had a verdict of 2/5, liking how it was "well equipped and compact" but disliking how it was priced more expensive than a basic Mazda MX-5, stating it has "barely changed since 1995, and can be mistaken for a much older vehicle" and also commenting on its cramped interior.

The engine of K Series used in the Healey Sprite has gained a reputation for head gasket failure. This is mainly due to the design and placement of the thermostat, however the installation of the head gasket was also a major factor. Other factors include insufficient width between the cylinders, build tolerances, block face stiffness, casting quality, gasket material, and cooling system layout (the engine is at the back and the radiator is at the front).

Due to the placement of the thermostat on the intake side of the water pump at the base of the block the head can overheat before sufficient heat is transmitted through the block to allow the thermostat to open. Thermal shock from cooling the block rapidly and the thermostat closing abruptly due to cold water from the radiator cooling the opening spring can result in insufficient coolant reaching as far as the head, which can cause different expansion and contraction rates between the head and the block.

This combined with the early practice of installing the head gasket with plastic locating dowels, which subsequently melted when the engines overheated, allowed the head gaskets to "walk." A redesigned head gasket, which consists of a multiple layer metal gasket or "MLS" used in conjunction with steel locating dowels, is alleged to significantly reduce the chance of a head gasket failure.

There is no replacement engine that is a suitable replacement for the motor of K Series. Apart from the head gasket problem, Healey Sprite Mk I & II models are said to have few major faults.

The engine for the K Series was sourced from the existing Rover line and was mainly intended as a front engine commuter vehicle power source. The design compromise of locating the thermostat on the pump intake rather than the head outlet originates in this original use. A common aftermarket modification by those who intend to drive their Sprite’s spiritedly is to install an Inline thermostat in the outlet pipe from the head to the radiator. This head gasket problem is also found on K series engine Lotus Elises and is also commonly solved by thermostat relocation.

Healey 8 GT

Development & Design

The development of the Healey GT 8 can be traced as far back as the 1995 Healey HX 01 concept car, which featured an early iteration of the 13B MSP engine. Naturally aspirated with side exhaust ports, this engine has a power output of 210 hp (157 kW). Because of Mazda's financial position at the time and the growing market interest in SUV;s, the HX-01 did not see further development or production. However, a "skunkworks" engineering team within Mazda kept the development of the 13B-MSP alive using an elongated Healey GT 5 chassis known internally as "gokiburi-ka", or "cockroach car" translated to English, eventually catching the attention of management, which was by then heavily influenced by Ford. Development of the 13B-MSP advanced and eventually led to the RENESIS name debuting along with the RX-EVOLV concept car which began to bear semblance to the production version of the Healey GT 8 with the "freestyle" rear suicide doors.

The styling was further refined, in Mazda tradition, by competition between its design studios in Japan, the US, and Europe. The lead designer was Ikuo Maeda, the son of Matasaburo Maeda (the lead designer of the original Healey GT 7). The project obtained official approval from management under one condition, that the resulting car should have four doors, and eventually the Healey X GT 8 concept car (design/engineering model) was produced and shown in 2001, closer resembling the production version. A near-production "reference exhibit" Healey GT 8 was shown shortly thereafter at the 2001 Tokyo Motor Show, pending final approval for production. The production version of the RX-8 closely resembles this vehicle save for minor trim details, and "Job 1" began in February, 2003 at Mazda's Hiroshima plant in Japan.

The Healey GT 8 was designed as a front mid engine, rear wheel drive, four-door, four-seater quad coupe. The car has a near 50:50 front-rear weight distribution and a low polar moment of inertia , achieved by mounting the engine behind the front axle and by placing the fuel tank ahead of the rear axle. The front suspension uses a double wishbone and the rear suspension is multi link. Weight is trimmed through the use of materials such as aluminum and plastic for several body panels. The rest of the body is made of steel, except for the plastic front and rear bumpers. The manual gearbox model uses a carbon fiber composite driveshaft to reduce the rotational mass (momentum of inertia) connected to the engine. Power is sent to the rear wheels through a torque-sensing conical limited slip differential for improved handling. While under powered in comparison to the final variant of the Healey GT 7 the Healey GT 8 is considered its successor as Mazda's (Austins) rotary engine sports car.

A prominent feature of the Healey GT 8 is its rear-hinged "freestyle" doors (similar to suicide doors) that provide easier access to the rear seats. The GT 8 has no B-pillars between the front and rear doors, but the leading edge of the rear door acts as a "virtual pillar" to maintain structural rigidity. Because of the overlapping design, the rear doors can be opened only when the front doors are open. The GT 8's cabin was designed to allow enough room to house four adults, making it a genuine 4-seater rather than a 2+2. In designing the GT 8, Mazda's and Austins engineers were able to achieve a chassis stiffness rating of 30,000 Nm/deg.


The earlier models of the GT 8, having chassis codes SE3P, and JM1FE, were produced from the 2003 model year, though the car's U.S. debut was for the 2004 model year. It is powered by the RENESIS 13B MSP (2-rotor, multi-side-port) Wankel engine displacing 1.3 L (1,308 cc). The 4-port standard RENESIS was rated at 191 hp (194 PS; 142 kW) and was coupled with either a 5-speed manual or 4-speed automatic transmission. The 6-port high power RENESIS was only available with a six-speed manual transmission and was rated at 238 hp (241 PS; 177 kW). For the North American market, Mazda revised the reported output rating of the standard and high power RENESIS soon after launch to 189 hp (141 kW) and 237 hp (177 kW), respectively. With exhaust ports now located in the side housing, the RENESIS boasted improved fuel efficiency and emissions rating over the 13B REW employed by the preceding Healey GT 7, thereby making it possible to be sold in North America.

At launch, the RX-8 was available in various models in different markets around the world. The variations according to different markets are as follows:

6-speed manual with a claimed output of 232 hp (235 PS; 173 kW) at 8,250 rpm and 159 lb⋅ft (216 N⋅m) of torque at 5,500 rpm with a 9,000 rpm (red line limited) (Sold in North America). This model was equivalent to the "Type S" trim in Japan.

5-speed manual with engine tuned to 189 hp (192 PS; 141 kW) with the red line reduced to 7,500 rpm. This power train combination was not available in North America.
6-speed automatic with manual paddle shifting option (introduced in the U.S. for the 2006 model year, replacing the 4-speed automatic transmission of 2004–2005) with the engine rated at 212 hp (215 PS; 158 kW) and 159 lb⋅ft (216 N⋅m) of torque with a redline at 7,500 rpm. This was the revised standard RENESIS, now with two extra intake ports like the high power version. The 2006 automatic GT 8 model also was given a second oil cooler, as was standard in the manual transmission model.

Automatic versions all had lower output/lower rpm engines due to the lack of availability of a transmission that would be able to reliably cope with the engine's high rpm limits.


GT 8 A - 1.3 L Renesis 4 port 2 rotor - 143 kW (192 hp) - 198 Nm (146 lb ft)
GT 8 B - 1.3 L Renesis 6 port 2 rotor - 172 kW (231 hp) - 212 Nm (156 lb ft)
GT 8 C - 1.3 L Renesis II 4 port 2 rotor - 158 kW (212 hp) - 216 Nm (159 lb ft)
GT 8 S - 1.3 L Renesis II 6 port 2 rotor - 173 kW (212 hp) - 216 Nm (159 lb ft)


Rover 600 Series Mk IV & MG 5 Mk IV

The fourth generation of the BMW based 600 Series consists of the Rover R60 (sedan version) and Rover R61 (wagon version, marketed as 'Shooting Brake') executive cars. The R60 / R61 generation was produced from 2003 to 2010 and is often collectively referred to as the R60.

The R60 generation introduced various new electronic features, including the Ri Drive infotainment system, head-up display, active cruise control, active steering, adaptive headlights, night vision, lane departure warning and voice control. The R60 was the first 5 Series to be available with a turbocharged petrol engine, a 6-speed automatic transmission and regenerative braking.

The MG 5 model was introduced in 2005 and is powered by the BMW S85 V10 engine. It was sold in the sedan and wagon body styles, with most cars using the 7-speed SMG III transmission. It was the first and only M5 model to be sold with a V10 engine. In January 2010, the Rover R10 began production as the successor to the R60.

Development & Launch

The development programme for the R60 began in 1997, concluding in 2002. The lead designer was Boyke Boyer.The final design, developed by Davide Arcangeli under BMW Design Director Chris Dangle, was approved in 2000 and German design patents filed on 16 April 2002.

The saloon was launched on 5 July 2003 in Europe and in October 2003 in North America. In late 2004, the Shooting Brake models were introduced.

Interior / Equipment

The Ri Drive infotainment system— first introduced in the R65 Rover 800 Series — was fitted to all R60 models. The standard Ri Drive system included a 6.5-inch LCD screen, Weather Band radio, a single-disc CD/MP3 player, Bluetooth for phone calls (available only on later-build 2004 models, and standard on all 2005 and newer models), basic voice control and vehicle settings. Optional features included an 8-inch LCD screen, GPS navigation, Sirius Satellite Phone (on North American-spec models), and DVD video playback. iPod and USB integration, HD Radio (on North American-spec models), an auxiliary audio input jack (standard on 2008 and newer models), full voice control, and a multi-disc CD/MP3/DVD changer (mounted in the glove compartment). On North American-spec models, a ten-speaker premium audio system with dual under-seat subwoofers and an amplifier was standard equipment, with a thirteen-speaker Harman Kardon "Logic 7" premium surround sound audio system available as an option on all models.

An emergency hotline feature Rover Assist was also available for the R60. The Rover Assist system could also use the phone network to notify the driver and their preferred Rover dealership when servicing was due. This feature was standard on all R60 models sold in the United States.

Other features available in the R60 initially included active cruise control, Bi Xenon headlights, run flat tyres, active anti roll bars, head up display and active steering. Safety-related items include Dynamic Stability Control(DSC), adaptive headlamps and night vision.

In 2009, the Ri Drive system was upgraded from the first-generation "CCC" interface to the newer "CIC" interface. The audio system control panel added six multi function preset buttons that could be programmed to store favorite radio stations and frequently-dialed telephone numbers for the Bluetooth hands-free system. The Ri Drive controller in the center console was also redesigned, and now integrated shortcut keys for frequently-used functions.

Over the R60's lifespan, the following features were added: Active Cruise Control & Stop, keyless entry ("comfort access"), LED tail lights, Lane Departure Warning and Brake Force Display.

The R60 was the first BMW 5 Series in 22 years where the centre console was not angled towards the driver, however the R60's successor returned to angling the centre console towards the driver.

In 2003 a 6-speed SMG-II gearbox was offered as an option on the 625i, 630i, 645i and 650i in some markets



620i - 2003 - 2005 - 2.2 L M54 I6 - 125 kW (168 hp) - 210 Nm (155 lb ft)
620i - 2007 - 2010 - 2.0 L N46 I4 - 115 kW (154 hp) - 200 Nm (148 lb ft)
620i - 2007 - 2010 - 2.0 L N43 I4 - 125 kW (168 hp) - 210 Nm (155 lb ft)
623i - 2005 - 2007 - 2.5 L N52 I4 - 130 kW (174 hp) - 230 Nm (170 lb ft)
623i - 2007 - 2010 - 2.5 L N53 I4 - 140 kW (188 hp) - 240 Nm (177 lb ft)
625i - 2005 - 2005 - 2.5 L M54 I6 - 140 kW (188 hp) - 237 Nm (175 lb ft)
625i - 2005 - 2007 - 2.5 L N52 I6 - 160 kW (215 hp) - 250 Nm (184 lb ft)
625i - 2007 - 2010 - 3.0 L N53 I6 - 160 kW (215 hp) - 270 Nm (199 lb ft)
628i - 2007 - 2010 - 3.0 L N52 I6 - 172 kW (231 hp) - 270 Nm (199 lb ft)
630i - 2003 - 2005 - 3.0 L M54 I6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
630i - 2005 - 2007 - 3.0 L N52 I6 - 190 kW (255 hp) - 300 Nm (221 lb ft)
630i - 2007 - 2010 - 3.0 L N53 I6 - 200 kW (268 hp) - 320 Nm (236 lb ft)
635i - 2007 - 2010 - 3.0 L N54 I6 turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
640i - 2005 - 2010 - 4.0 L N62 V8 - 225 kW (302 hp) - 390 Nm (288 lb ft)
645i - 2003 -2005 - 4.4 L N62 V8 - 245 kW (329 hp) - 450 Nm (332 lb ft)
650i - 2005 - 2010 - 4.8 L N62 V8 - 270 kW (362 hp) 490 Nm (361 lb ft)
MG 5 - 2005 - 2010 - 5.0 L S85 V10 - 373 kW (500 hp) 520 Nm (384 lb ft)


620d - 2005 - 2007 - 2.0 L M47 I4 turbo - 120 kW (161 hp) - 350 Nm (258 lb ft)
620d - 2007 - 2010 - 2.0 L N47 I4 turbo - 130 kW (174 hp) - 350 Nm (258 lb ft)
625d - 2004 - 2007 - 2.5 L M57 I6 turbo - 130 kW (174 hp) - 400 Nm (295 lb ft)
625i - 2007 - 2010 - 3.0 L M57 I6 turbo - 145 kW (194 hp) - 400 Nm (295 lb ft)
630i - 2003 - 2005 - 3.0 L M57 I6 turbo - 160 kW (215 hp) - 500 Nm (369 lb ft)
630i - 2005 - 2007 - 3.0 L M57 I6 turbo - 170 kW (228 hp) a- 500 Nm (369 lb ft)
630i - 2007 - 2010 - 3.0 L M57 I6 turbo - 173 kW (232 hp) - 500 Nm (369 lb ft)
635di - 2004 - 2007 - 3.0 L M57 I6 turbo - 200 kW (268 hp) - 560 Nm (413 lb ft)
635i - 2007 - 2010 - 3.0 L M57 I6 turbo - 210 kW (282 hp) - 580 Nm (428 lb ft)


6-speed ZF S6 37manual (2004–2010)
6-speed ZF S6 53 manual (2004–2010)
6-speed ZF 6 HP 19 automatic (2003–2007)
6-speed ZF 6 HP 26 automatic (2003–2007)
6-speed ZF 6 HP 28 automatic (2007–2010)
6-speed GS6S37BZ SMG I (2003–2010)
6-speed GS6S53BZ SMG II (2003–2010)
7-speed GS7S47BG SMG III (MG 6 model)

MG 6

The R60 MG 6 was introduced in 2004, with a V10 engine and 7-speed paddle-shift transmission linking the car with the BMW Sauber Formula One program.The R60 MG 6 was the world's first production sedan to use a V10 gasoline engine. This generation of the MG 6 was also built in the R61 Shooting Brake (wagon) body style, which was only sold in Europe. The R63 / R64 MG 7 coupé and convertible are based on a shortened version of the M5 chassis and largely use the same mechanical components.

The official 0 to 100 km/h (62 mph) acceleration figure is 4.7 seconds for the sedan, however magazine tests have recorded figures down to 4.1 seconds. The R60 MG 5 was the fastest 4-door sedan available at the time of its introduction.Top speed is electronically restricted to 250 km/h (155 mph) but could be raised to 305 km/h (190 mph) with the optional M-driver's package.The MG 6 has recorded a Nurburgring lap time of 8:13.

Upgrades over regular MG 6 Series models include a wider track, unique body panels, a colourful head up display featuring navigation, control messages, speed, rpm and gear selection information, automated seat side bolsters, heated/ventilated seats and power rear curtain. The larger, flared front guards on either side also featured cooling vents, reminiscent of the 1970s BMW CSL. The wheels were of 19-inch diameter and the car has quad exhaust pipes at the rear.

During its five-year production run, 20,589 units were built composing of 19,564 sedans and 1,025 Shooting Brake. The biggest market was the United States with 8,800 cars (sedans only), followed by Great Britain and Ireland with 1,776 cars and Germany with 1,647 cars.

The MG 6 model was designed by Karl John Elmitt and produced at the Rover Plant in Castle Bromwich in the UK. The R60 MG 6 did not offer safety features such as automatic radar braking or lane departure warning, which was offered on the R60 MG 6 Series that were not the MG 6.


The BMW S85 is a 5.0 L (305 cu in) V10 engine which generates a power output of 373 kW (507 PS; 500 hp) at 7,750 rpm and 520 N⋅m (384 lb⋅ft) of torque at 6,100 rpm.The S85 was exclusively used in the R60 MG 5 (and related R63 / R64 MG 6) and is not based on any other engine.

There are three driver-selectable engine modes: P400, P500 and P500 S. P400, the default start-up mode, limits the engine to 294 kW (400 PS; 394 hp). P500 increases power to the full 373 kW (507 PS; 500 hp). The P500 S mode keeps the engine at the same power output as the P500 mode but adds a more sensitive throttle response.

This engine is well-known for its rod bearing failures. The S85 and S65 from the R9X series MG 4 share this rod bearing issue, and can lead to catastrophic engine failure if it is not addressed. Another major issue with this engine is the throttle actuators, which is usually attributed to the gears located inside the actuators, however, electronic failure of the actuators themselves is not uncommon


The MG 6 uses the SMG-III 7-speed single-clutch automated manual transmission, that performs gear shifts in 65–250 milliseconds, depending on the gear shifting mode.
The SMG-III includes launch control, a hill holder, shift-lock avoidance (by briefly disengaging the clutch during downshifts) and an automatic shift mode. However, many reviews have observed the automatic mode of the transmission at low or frequent stop start speeds as being less smooth than that of a conventional automatic transmission.

In North America, a conventional six-speed manual transmission was announced in October 2006.The SMG-III remained the default transmission in North America, while the manual was available as a no cost option.The six-speed manual MG 6 was marginally slower in certain tests, as the dynamic stability control could not be disengaged unlike the SMG version (however this was later made possible and a retrofit was released for earlier cars).In North America, the launch control for SMG transmissions is set at 1,500 rpm, instead of the 4,000 rpm used in other regions.

Rover Countryman 3 Mk I

The BMW X3 based Countryman 3 is a compact luxury crossover SUV manufactured by Rover since 2003. Based on the Rover 400 Series or BMW CLAR platform, and now in its third generation, BMW markets the crossover as a Sports Activity Vehicle, the company's proprietary descriptor for its X-line of vehicles.

The first-generation Countryman 3 was designed by BMW in conjunction with Magna Steyr of Graz, Austria—who also manufactured all Countryman 3s under contract to BMW. BMW manufactures the second-generation Countryman 3 Mk II at their Spartanburg in South Carolina, United States.

It was considered as the first mid-size, premium SUV on the market. Only since 2008, Countryman 3 started competing with the Mercedes GLK Class (renamed GLC Class since 2016), and numerous other SUVs in this segment. Currently, it slots below the larger Countryman 5 and 6 and above the smaller Countryman 1 and the 2.

The first-generation Countryman 3, internally designated as the R83, was produced from 2003 to 2010 and based on the Rover 400 Series (BMW 3 Series platform). The R83 was designed by BMW in conjunction with Magna Steyr of Graz, Austria who also manufactured all first-generation X3s under contract to BMW.

As a precursor to the Countryman 3, in 2003 BMW presented the Rx Activity concept vehicle at the Detroit Auto Show featuring the Rover 400 Series platform and a fixed profile convertible body style with reinforced longitudinal rails connect the A pillars to the rear of the car on both sides, eliminating B- or C-pillars.

The Countryman 3 premiered in September 2003 at the London Motor Show, sharing its rear suspension with the R46 430xi and using an automatic four-wheel drive system marketed as Rx Drive. All Countryman 3 models feature BMW’s all wheel drive system, with a default 40:60 torque split between the front and rear axles and the ability to direct all torque to either axle. The system used an electronically controlled multiple-plate clutch to enable infinitely adjustable, fully variable distribution of torque from front to rear with the capability of up to 100 percent of engine torque going to either axle. Rover markets the crossover as a Sports Activity Vehicle, the company's descriptor for its X line of vehicles.

The Countryman 3 was conceived to combine the agility of a compact model with the driving experience of the company's Countryman 5. The Countryman 3 featured an upright, high H point seating configuration, marketed as "command seating". Styling exhibited interacting concave and convex surfacing, characteristic for the company at the time along with a reinterpreted Hofmeister kink.

Rover upgraded the model in 2005 and face lifted the model in 2007, with revised body bumpers, engine, interior trim, and suspension.

The Countryman 3 3.0i won the Canadian Car of the Year, Best Sports Utility Vehicle award for 2005. The Countryman 3 was initially criticised for its harsh ride, austere interior, lack of off-road capability and high price.

U.S-spec Countryman 3 models were well-equipped, with standard equipment such as: the BMW Business A/M-F/M-CD radio (with optional dealer-activated Bluetooth functionality for wireless phones), an eight-speaker premium audio system, leatherette-trimmed seating surfaces, dual power front bucket seats, aluminum interior trim accents, key less entry, and seventeen-inch (17") aluminum-alloy wheels. Optional equipment included a ten-speaker premium audio system with Digital Sound Processing (DSP), Sirius Satellite Radio, a dashboard-mounted color GPS navigational system that replaced the upper dashboard storage compartment and contained a modified version of BMW's "i Drive" multimedia system, eighteen-inch (and later nineteen-inch) aluminum-alloy wheels, Nevada leather-trimmed seating surfaces, heated front and rear seats, a heated steering wheel, a security system, BMW Assist, a panoramic dual-pane moon roof, Xenon front headlamps with adaptive front headlamps, and sport front bucket seats.



2.0i - 2004 - 2010 - 2.0 L N46 B20 I4 - 110 kW (148 hp) - 200 Nm (148 lb ft)
2.5i - 2004 - 2006 - 2.0 L M54 B25 I6 - 135 kW (181 hp) - 245 Nm (181 lb ft)
2.5si/Rx Drive - 2007 - 2010 - 3.0 L N52 B25 I6 - 160 kW (215 hp) - 250 Nm (184 lb ft)
3.0i - 2004 - 2006 - 3.0 L M54 B30 I6 - 170 kW (228 hp) - 300 Nm (221 lb ft)
3.0si/Rx Drive - 2007 - 2010 - N52 B30 I6 - 200 kW (268 hp) - 315 Nm (232 lb ft)


1.8d Rx Drive - 2009 - 2010 - 1.8 L N47 D20 I4 turbo - 110 kW (148 hp) - 350 Nm (258 lb ft)
2.0d/ Rx Drive - 2005 - 2007 - 2.0 L M47 D20 TU I6 turbo - 110 kW (148 hp) - 330 Nm (243 lb ft)
2.0d/ Rx Drive - 2007 - 2010 - 2.0 L N47 D20 I6 turbo - 130 kW (174 hp) - 350 Nm (258 lb ft)
3.0d/ Rx Drive - 2003 - 2004 - M57 D30 TU I6 turbo - 150 kW (201 hp) - 410 Nm (302 lb ft)
3.0d/ Rx Drive - 2004 - 2010 - 3.0 L M57 D30 TU2 I6 twin turbo - 160 kW (215 hp) - 500 Nm (369 lb ft)
3.5sd/ Rx Drive - 2007 - 2010 - M57 D30 TU2 I6 twin turbo - 210 kW (282 hp) - 580 Nm (428 lb ft)

Healey GT

In 2003, Headley Speed introduced the Healey 3 GTi, an update to the Healey 3 GTi that had a 170 hp (127 kW; 172 PS) / 160 lb⋅ft (217 N⋅m) turbo charged engine, shared the MP3's full Racing Beat suspension, redesigned 17-inch (430 mm) wheels, larger four-wheel disc brakes and a Kenwood stereo system that included an amplifier along with a rear-deck mounted 8-inch (200 mm) sub. Mazda then followed with a mid year change dubbed the "2003.5." This model included a different aero-kit, the same 17-inch (430 mm) Racing Hart wheels, but with a darker color, and custom interior pieces. In total, there were 4,500 Mazdaspeed Protegé models produced of which 1,750 were painted Black/Orange for the first version and 2,750 of the mid-year model that were finished in Yellow/Titanium/Blue/Silver.

The 2003 Healey 3 GTi ES model received a tiptronic automatic transmission as an option, as well as a new wheel design appearing on models with the 15-inch (380 mm) alloy rim option. This was also the last year of production for the Austin 3.

Austin 3 Mk III & Healey 3 Mk III

The BK series of Mazda based Austin 3 Mk III was launched in Japan in October 2003 as the Axela. The model has been generally well received by the automotive press for its performance, handling, styling and interior, with some describing it as feeling like a more expensive sports saloon despite its value-oriented price. Some criticisms have included fuel economy and crash test results (only receiving four out of a maximum five stars from the EURO NCAP Safety Testing Program) the latter of which was rectified by making six airbags standard. In 2006 the Austin 3 was the second best-selling car in Canada and the best selling car in Israel during 2005–2007


The Austin 3 Mk III is based on the Ford global C1 platform shared with the latest European Ford Focus and Volvo S40 Previewed by the MX-Sportif, Austin 3 / Healey 3 the Austin 3 is available in two body styles, a four-door fastback / saloon marketed as a "4-door coupe style" in Europe, and a five-door hatchback, branded the Sport version in Canada, Japan, and the United States. Design work began under chief designer Hideki Suzuki in 1999 at three Mazda design centres in California, United States; Frankfurt, Germany; and Hiroshima, Japan. By 2001, Hasip Girgin's design was chosen as a finalist. Girgin was sent to work in Hiroshima for 6 months, after which the final design was frozen for scheduled 2003 production.

The front suspension comprises MacPherson struts with coil springs and an anti roll bar. The rear suspension is a Ford-designed "E-link" multi link suspension with four locating links per wheel and an anti-roll bar, suspended on coil springs that are mounted inboard of the shock absorbers to reduce suspension intrusion into the cargo area. The first generation of the Austin 3 has been known to have spontaneous piston failure in the form of the piston itself cracking which is a result of manufacturing anomalies that has plagued a small percentage of the normally reliable car. Four-wheel Disc brakes are fitted, with 300 mm (11.8 in) discs in the front and 279 mm (11 in) discs in the rear; ABS and electronic brake force distribution are available as standard, depending on the model. Wheel and tire sizes vary with model, from 15" on base models to optional 17" wheels on upper-level models. The Austin 3 was used as a regular police patrol car by the various UK Police Forces.

When first introduced, United States market Austin 3 models were available in only two trim levels, i and s, with the 2.0 L and 2.3 L engines, respectively. Since then Austin has introduced additional models under the GT and GT A labels. Healey 3’s are offered in S, TS, TS2, Sport, and a top end 2.3 L turbocharged Healey 3 (Healey Performance Series) models. Since April 2008, when there was a mainly cosmetic facelift of the Healey 3.

All three models use the inline 4 cylinder ZR engine with various types, displacements and outputs including the MZ CD turbo diesel depending on model and market. Transmissions are a five-speed manual transmission and a four-speed automatic transmission; since the 2006 model year, a five-speed automatic is optional on models with the 2.3 L engine. This transmission has now been made standard on the 2.0 L engine in Japan (FWD models only), as part of a minor facelift in early 2008 which includes different front/rear bumper designs, new wheel designs and body colors, stiffened chassis, and better interior materials. The MPS / Mazdaspeed version is only available with a six-speed manual.


314 - 1.4 L - 62 kW (81 hp) - 122 Nm (90 lb ft)
316 - 1.6 L - 77 kW (98 hp) - 145 Nm (107 lb ft)
320 - 2.0 L - 110 kW (148 hp) - 187 Nm (138 lb ft)
Healey GT - 2.3 L - MZR DISI turbo - 191 kW (255 hp) - 380 Nm (280 lb ft)


316d - 1.6 L MZ CD - 80 kW (107 hp) - 240 Nm (177 lb ft)
320d - 2.0 L MZR CD - 105 kW (140 hp) - 360 Nm ( 266 lb ft)
322d - 2.2 L MZR CD - 136 kW (182 hp) - 400 Nm (295 lb ft)

Rover Countryman 3 Mk I

Bluetooth could actually be ordered straight from the factory (part of the Premium Package) and functioned without dealer intervention. (Although the Countryman 3 was originally offered and promised with Bluetooth support in 2004, none of the cars that shipped from the factory actually had it installed. Few were able to get it to work with servicing from their dealer.)

The interior was upgraded with more consistent plastic panels. Also instead of having grey carpeting which was present on all 2004 Countryman 3s, the 2005 Countryman 3 came with carpeting that matched the leather ordered (with the exception of the Terracotta interior with black carpeting).
Slightly softer suspension.

Front fenders are one-piece, as opposed to the two-piece found on 2004 models.

A 2.0d engine became available in 2005 for some markets – joining the 2.5i and 3.0i engines (found stateside) as well as the 3.0d engine sold elsewhere in the world. An 'Open-Door' indicator was added on the 2004 models.


Land Rover Discovery Mk III

On 2 April 2004, Land Rover introduced the Discovery 3, marketed as the LR3 in North America and the Middle East, and had its international debut at the London Motor Show. It retained the key features of the Discovery, such as the stepped roofline and steeply raked windscreen. The LR3 name was chosen for North American and Middle Eastern markets due to negative quality associations with the Discovery name and (according to Land Rover) a preference in the American market for alpha-numeric model designations – the second generation Freelander was also re-designated for the North American and Middle Eastern market as the LR2.

Land Rover developed a body construction method for the Discovery 3, marketed as Integrated Body Frame (IBF). The engine bay and passenger compartment are built as a monocoque, then mated to a basic ladder frame chassis for the gearbox and suspension. Land Rover claims IBF combines the virtues of monocoque and ladder-frame – though it makes for a heavier vehicle than a monocoque construction, compromising performance and agility somewhat but adding strength, toughness and adaptability.

The LR3 features full independent suspension (FIS). Like the Range Rover L322, this is an air suspension system, enabling ride-height adjustment by simply pumping up or deflating the air bags. The vehicle can be raised to provide ground clearance when off-road, but lowered at high speeds to improve handling. Land Rover developed 'cross-linked' air suspension. When needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). If the chassis of the vehicle contacts the ground when the suspension was at its 'off-road' height, the system senses the reduction in load on the air springs and raises the vehicle an extra inch. In the UK and European markets, a coil-spring independent suspension system was offered on the base model. This model was unique in the range by having only five seats and only being available with the 2.7-litre diesel engine. This model lacked the Terrain Response system.

The engines used in the Discovery 3 were all taken from Land Rover's cooperative company at the time, Jaguar. A Ford / PSA developed 2.7-litre, 195 hp (145 kW), 440 Nm V6 diesel engine (the Td V6) was intended to be the biggest seller in Europe. For the US market and as the high-performance option elsewhere, a 4.4-litre petrol V8 of 300 hp (220 kW) was chosen. A 216 hp (161 kW) 4.0-litre SOHC engine was available in North America and Australia.

The gearboxes on the Discovery 3 were also all-new. For the diesel engine, a six-speed manual transmission was standard. As an option, and as standard on the V8 engine, a six-speed automatic transmission was available. Both came with a two-speed transfer box and permanent four-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction.

The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC), prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system. Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain. Terrain Response attempted to take away as many of the difficulties as possible. The driver selected a terrain type ("Sand", "Grass, Gravel & Snow", "Mud & Ruts" and "Rock Crawl") on a dial in the cab of the vehicle. The on-board computer systems then select the correct gearbox settings, adjust the suspension height, adjust the differential lock settings and even alter the throttle response of the engine suitable for the terrain. For example, in "Rock Crawl", the suspension is raised to its maximum height and set to allow maximum wheel articulation, the differentials are locked, the driver is prompted to switch to Low Range, and the throttle response is altered to provide low-speed control. In "Sand" mode, the traction control system is 'primed' to be more sensitive to wheelspin, the differentials are partly locked, and the throttle response is re-mapped to produce high power outputs with short pedal movement. The driver retained some manual control over the off-road systems, being able to select the Transfer Box ratio and the suspension height manually, although use of the Terrain Response system is needed to allow full use of the vehicles' capabilities.

As well as new mechanical and electronic systems, the Discovery 3 introduced a new design to the interior and exterior of the vehicle. The Discovery 3 was able to have a fresh, minimalist style. The interior featured a flexible seven-seat layout. Passengers in the rearmost row now entered through the rear side doors, instead of the tailgate as in previous versions. The driver benefitted from a DVD navigation system , including some optional features like Bluetooth telephony in later models. Like the Range rover this audio, information & entertainment ("infotainment") system in the Discovery 3 adopted an electronics architecture whereby the system's distributed control units pass information and audio amongst one another and throughout the vehicle via optical links based on the MOST (or, Media Orientated Media Transport) fibre-optic automotive networking standard (informally called the "MOST-bus"). The system's navigation functions were unique to Land Rover because, in addition to the typical road map navigation, benefits included an off-road navigation and four-wheel drive information mode. When in four-wheel drive information mode, the screen showed a schematic of the vehicle, displaying the amount of suspension movement, angle the front wheels were steering, the status of the locking differentials and icons showing which mode the Terrain Response was in, and what gear was selected on automatic versions.

The vehicle was lauded by the press, with the Terrain Response system, improved on-road dynamics, and interior design receiving particular praise. Jeremy Clarkson of the BBC's Top Gear motoring show drove one to the top of Cnoc an Fhreiceada, a 307 m (1,007 ft) mountain near Tongue in northern Scotland, where no vehicle had previously reached. Richard Hammond, presenter of Top Gear, praised it as the "Best 4X4 of all time". In Australia, the vehicle was awarded "4WD of the Year" by the 4WD Press.

In 2006, Land Rover used the Discovery 3 in its G4 Challange, alongside the Range Rover Sport. The vehicles used were all in standard mechanical form, except for the fitment of additional Land Rover off-road equipment.

The first all-new model placement since the Freelander, the Range Rover Sport is based on the Discovery 3 platform, rather than on the larger Range Rover.
A 2008–2009 facelifted model of the Discovery 3 offered a Harman / Kardon stereo system upgrade, six-CD changer, clear side indicator lights, and body-colour bumpers.

Discovery IV

The Discovery 4 (called the LR4 in North America and the Middle East) is an updated version of the Discovery 3. Using the same Integrated Body Frame structure, the new Discovery has altered front and rear light units and a restyled front grille and bumper to adopt the same smoother, rounder style as also adopted for the 2010 Range Rover and Range Rover Sport. The Discovery 4 also retains the body-coloured wheel arches and bumpers as the late Discovery 3s (early D3s had black plastic trim). Optional Daylight Running Lamps can be specified whilst LED lights feature prominently in both front and rear lamp units

The majority of the changes are mechanical, with reliability issues addressed, improvements to engines and gearboxes, brake and suspension refinements, but also included major interior upgrades with a more luxurious and contemporary interior with greater luxury and technology levels available. The D4 receives two engines from Jaguar and Land Rover’s Gen III range. The Td V6 Gen III is a 3.0-litre development of the 2.7-litre engine used in the D3. The new version features advanced twin-sequential turbochargers where a variable geometry turbocharger is used at low engine speeds, with a second standard turbo is brought online at higher engine speeds. Two versions of the 3.0-litre diesel are offered. Fuel economy was improved over the previous generation diesel while power, torque and diesel NVH were improved significantly. This system provides greater output than the older engine, with 241 bhp (180 kW) and 600 N⋅m (440 lb⋅ft) whilst reducing CO2.

2 emissions by 10 percent when first introduced and in 2014 increased to 188 kW (252 hp). The Gen III version of the V8 petrol engine (available in markets outside the UK such as North America, Russia, Japan, Australia, and some EU countries) is now a 5-litre unit with direct fuel injection developing 385 bhp (287 kW) and 520 N⋅m (380 lb⋅ft).

An improved version of the ZF six-speed automatic/sequential gearbox was incorporated and in 2012(2014 in the US) was further improved including a change to 8 speeds. It includes taller gearing to take advantage of the new engines' greater torque output and an updated lock-up system to further reduce fuel consumption. Other technical changes include the fitting of the more powerful brakes from the Range Rover Sport and thicker anti roll bars to improve on-road handling. The Stability Control System now includes a programme that detects the onset of understeer and applies the brakes. The Discovery 4 retains its predecessor's fully independent air suspension with cross-linking when off-road and the twin-range transfer gearbox with an electronic infinitely variable locking centre differential. As before, a similar locking rear differential is available. The Terrain Response system remains but with two new features – the 'Sand' mode incorporates a new traction control mode to prevent loss of traction when starting off and stopping in soft sand, and the 'Rock Crawl' mode gains a feature that applies gentle brake pressure at low (less than walking pace) speeds to improve grip and stability on slick rock. The system is also 'retuned' to account for the new engines and gearboxes with their different torque characteristics. Other new electronic systems include Trailer Stability Assist which can adjust the throttle and brakes to prevent a dangerously swaying trailer.

The 2.7-litre TDV6 engine was available in Europe on the basic 2.7 GS passenger and 2010 Commercial ranges. Unlike the Discovery 3 base model, this was equipped with air suspension and the Terrain Response system. The automatic gearbox was an option on this model. The 3.0-litre Gen III model (only with automatic gearbox) is also available in the GS trim level.

The Discovery 4 also features a redesigned interior (in keeping with the new styles introduced elsewhere in the LR range for 2010). The instrument cluster is updated with redesigned analogue speedometer and tachometer gauges for improved clarity. The analogue temperature/fuel gauges of the previous model and the electronic information display are replaced by a single TFT screen capable of displaying information in a variety of modes and formats. The interior also has a new centre console, which includes redesigned and simplified switches and controls. The Discovery also has a new seat design and a wider range of available interior materials – some previously only seen in Range Rover models. The stated aim of the interior redesign was to lift the vehicle upmarket, with higher-spec models now aimed at the luxury and executive markets.

The car gains some electronic systems from the Range Rover lineup, such as the optional 'Surround Camera System' – a series of cameras located in the front bumper, door mirrors, and rear tailgate handle which can display their images on the centre console screen to improve visibility (although the image quality of this system was downgraded by Land Rover around 2014). Other electronic systems are intended to improve efficiency – the engines feature a 'Smart' alternator hat only charges the battery when engine load is low, thus helping to reduce fuel consumption when the engine is working harder.

The Discovery 4 was unveiled in the summer of 2009 and went on sale in the United Kingdom on 1 September that year. A Commercial van variant was released in the UK at the same time using the 2.7 engine and offered in GS and XS trim levels. In the Republic of Ireland a Commercial van was offered from 1 January 2010 based on the XE 2.7 manual and HSE 3.0 auto engines.

An armoured Discovery with B6 ballistic level of protection was announced in 2010. It offers numerous safety features designed to protect the occupants, including protection from grenades and small arms fire. The vehicle is indistinguishable from the standard LR4.

For the 2011 model year announced late 2010, the 2.7-litre engine was dropped and two versions of the 3.0-litre engine were made available – one called the TDV6 and one called the SDV6 (the latter offering 245 bhp).

For the 2012 model year, diesel models in Europe came with the new eight-speed auto gearbox with steering wheel paddle controls and a circular dial selector that raises upon startup. The SDV6 engine was uprated to 255 bhp (190 kW) whilst both diesel engines featured reduced emissions for European models. During 2012 the HSE Luxury special edition was announced, featuring enhanced trim levels, and available in Europe and North American markets.

In Ireland, 2012 saw the introduction of a new five-seat version of the Discovery 4 classified as an N1 Commercial vehicle, therefore attracting lower VRT rates. There is also a new two-seat Commercial on the same rules. All Irish models came with the lower emissions TDV6 engine. In 2014, an enhanced version of the unique-to-Ireland five-seater commercial utility went on sale which included almost all top-of-the-range features for a lower price. This vehicle is now the top selling Discovery in Ireland due to the fact that it attracts low road tax (€333 per year) and VAT can be reclaimed.

For 2013, models received a style freshening, new badging, new fuel stretching technology, improved audio systems and a new range of driver assistance, comfort and safety features. The 2014 Discovery comes with a standard ZF 8HP transmission, and in some markets can be supplied with a one-speed transfer case (replacing the two speed transfer case). 2014 also marks the first use of a 2,995 cc (2.995 L; 182.8 cu in) supercharged six cylinder engine, replacing the previous V6 and V8 offerings.

In a January 2011 comparison test by Car and Driver, the Land Rover LR4 came in fourth place out of five cars behind the Audi Q7, BMW X5 / Rover Countryman 5 and Acura MDX. However, it has always won the Auto Express categories of Best Large SUV and Best Towcar since it was launched in 2009.

To celebrate 25 years of the Land Rover Discovery, a special edition of 1800 vehicles was produced in 2014 marked as the XXV, and featured a number of unique details including light grey (Cirrus) XXV-embossed Windsor leather seats, special grill sets, and almost every extra and expansion pack available. A number of these were exported in silver grey and the darker causeway grey for UK markets.

A major milestone in Land Rover Discovery's history came when the one millionth example built rolled off the Solihull production line in March 2012. This vehicle, along with two similar examples, was driven from Solihull to Beijing, China in a replication of a 1950s expedition. During this expedition, G459 WAC, a pre-production Discovery 1 (which was subsequently converted into an amphibious vehicle) joined in the celebrations when the expedition visited Lake Geneva. The expedition concluded with the actual Millionth Discovery appearing at the Beijing Motor Show. This vehicle subsequently returned to go on permanent exhibition at the British Motor Industry Trust centre at Gaydon, Warwickshire, England.



5.0 L V8 - 2009 - 2013 - 5.0 L V8 AJ133 - 276 kW (370 hp) - 510 Nm (376 lb ft)
3.0 L SCV6 - 2014 - present - 3.0 L V6 AJ126 - 250 kW (335 hp) - 460 Nm (339 lb ft)


2.7 L TDV6 - 2009 - 2010 - 2,7 L V6 Ford AJD - 140 kW (187 hp) - 440 Nm (325 lb ft)
3.0 L TDV6 - 2011 - 2013 - 3.0 L V6 Ford AJD - 155 kW (208 hp) - 520 Nm (384 lb ft)
3,0 L SDV6 - 2009 - 2011 - 3.0 L V6 Fords AJD - 180 kW (242 hp) - 600 Nm (443 lb ft)
3.0 L SDV6 - 2011 - 2013 - 3.0 L V6 Ford AJD - 190 kW (254 hp) - 600 Nm (443 lb ft)


5.0 L V8 - ZF 6HP28 6-speed automatic
3.0 L SCV6 - ZF 8-speed automatic
2.7 L TDV6 - ZF S6-53 6-speed manual, ZF 6HP26 6-speed automatic
3.0 L TDV6 - ZF 6HP28 automatic
3.0 L SDV6 - ZF 8HP70 automatic

MG 1 & MG 1 GT

The first generation of the BMW based MG 1 series consists of the R81 (3-door hatchback), R82 (coupe), R87 (5-door hatchback) and R88 (convertible) compact cars. The R81 / R82 / R87 / R88 generation was produced from 2004 to 2013 and is sometimes collectively referred to as the R8x. The R8x replaced the Rover 400 / MG 4 as the entry level models of the Rover / MG range.

All models were rear wheel drive, which was a rare configuration in the hatchback market segment, where most cars use front-wheel drive. The engines available were four-cylinder turbo-diesel, four-cylinder naturally aspirated petrol, six-cylinder naturally aspirated petrol and six-cylinder turbocharged petrol (the latter only available on coupe and convertible models).

The MG 1 GT Coupe is powered by the BMW N54 turbocharged inline-six engine and uses a six-speed manual transmission. It was produced in only the coupe body style and is considered the predecessor to the MG 2 GT.

Following the introduction of the R20 / R21 MG 1 Series in 2011, the R81 / R87 hatchback models began to be phased out. However, the R82 / R88 coupes and convertibles remained in production until 2013, when they were replaced by the R22 / R23 MG 1 models

Development & Launch

Initially, Rover / MG considered adopting the Rover R30 design program into the upcoming MG 1 Series; however, it was eventually decided to develop the R8x alongside the R90 400 Series. The R8x shares approximately 60% of components with the R90, including front and rear suspension, structure, chassis, engines, drivetrain, hardware and electronic elements.

The MG 1 Series was developed under design director Chris Bangle, At the 2002 Geneva Motor Show, the CS1 Concept previewed the MG 1 Series design. with Christopher Chapman leading the exterior design for the hatchback models.

The first MG 1 Series production models – in the R87 five-door hatchback body style – were launched at the London Motor Show in September 2004.

Chassis & Suspension

The chassis has a rear wheel drive layout with a 50:50 weight balance, a longitudinally mounted engine and aluminium multi link suspension.
In May 2005, in a commercial for the MG 1 Series Hatchback, Kermit the Frog was shown driving a MG 1 Series around in a desert making figure-eights, showcasing the car's agility.

Body styles

The MG 1 Series was launched globally in September 2004 as the R87 five-door hatchback.

The R87 was produced from 2004 until 2011,with the model range consisting of the 116i, 116d, 118i, 118d, 120i, 120d, 123d and 130i. Kerb Weight: 1340 kg.
The R81 three-door hatchback models were produced from July 2007 until 2012.

As per the five-door body style, the model range consisted of the 116i, 116d, 118i, 118d, 120i, 120d, 123d and 130i. The overall length is the same as the five-door models, and the kerb weight is 10 kg (22 lb) lighter.

The MG 1 Series Coupé (R82) was unveiled in 2007 at the London Motor Show and went on sale on 24 November 2007.
The model range consisted of the 118d, 118i, 120i, 120d, 123d, 125i, 125se, 128i, 135i and the GT Coupé.In North America, the R82 went on sale in October 2007 with the 128i and the 135i models. The R82 was produced until August 2013.

The R88 convertible models were produced from 2007 until June 2013. The model range consisted of the 118d, 118i, 120i, 120d, 123d, 125i, 128i and 135i.The E88 uses a fabric roof (unlike the R93 400 Series convertible, which uses a folding metal roof)



116i - 2004 - 2007 - 1.6 L N45 I4 - 85 kw (114 hp) - 150 Nm (111 lb ft)
116i - 2007 - 2009 - 1.6 L N43 I4 - 90 kw (121hp) - 160 Nm (118 lb ft)
118i - 2005 - 2007 - 2.0 L N46 I4 - 95 kW (127 hp) - 180 Nm (133 lb ft)
118i - 2007 - 2009 - 2.0 L N43 I4 - 105 kW (141 hp) - 190 Nm (140 lb ft)
118i - 2009 - 2011 - 2.0 L N43 I4 - 90 kW (121 hp) - 185 Nm (136 lb ft)
120i - 2004 - 2007 - 2.0 L N46 I4 - 110 kW (148 hp) - 200 Nm (148 lb ft)
120i - 2007 - 2011 - 2.0 L N43 I4 - 125 kW (168 hp) - 210 Nm (155 lb ft)
125i - 2007 - 2010 - 3.0 L N52 I6 - 160 kW (215 hp) - 270 Nm (199 lb ft)
128i - 2008 - 2013 - 3.0 L N52 I6 - 170 kW (228 hp) - 271 Nm (200 lb ft)
130i - 2007 - 2009 - 3.0 L N52 I6 - 195 kW (261 hp) - 315 Nm (232 lb ft)
130i - 2009 - 2013 - 3.0 L N52 I6 - 190 kW (255 hp) - 310 Nm (229 lb ft)
135i - 2007 - 2010 - 3.0 L N54 I6 - 225 kW (302 hp) - 400 Nm (295 lb ft)
135i - 2010 - 2013 - 3.0 L N55 I6 - 225 kW (302 hp) - 400 Nm (295 lb ft)
135is - 2013 - present - 3.0 L N55 I6 - 239 kW (320 hp) - 430 Nm (317 lb ft)
GT - 2011 - 2012 - 3.0 L N54 I6 - 250 kW (335 hp) - 450 Nm (332 lb ft)


116d - 2009 - 2011 - 2.0 L N47 I4 turbo - 85 kW (114 hp) - 260 Nm (192 lb ft)
118d - 2004 - 2007 - 2.0 L M47 I4 turbo - 90 kW (121 hp) - 280 Nm (207 lb ft)
118d - 2007 - 2013 - 2.0 L N47 I4 turbo - 105 kW (141 hp) - 300 Nm (221 lb ft)
120d - 2004 - 2007 - 2.0 L M47 I4 turbo - 122 kW (164 hp) - 340 Nm (251 lb ft)
120d - 2007 - 2013 - 2.0 L N47 I4 turbo - 130 kW (174 hp) - 350 Nm (258 lb ft)
123d - 2007 - 2013 - 2.0 L N47 I4 turbo - 150 kW (201 hp) - 400 Nm (295 lb ft)


In early 2006, the 5-speed manual transmission was phased out in favour of the 6-speed gearbox.

Several 6-speed automatic transmissions were used- the ZF H6P for the 135i, GM 6L 50 for the 128i, and GM 6L 45 for 116i. A 7-speed Getrag dual clutch transmission ("DCT") was available for the 135i model from 2011


The MG 1 GT Series Coupe (often referred to as the "1 GT") is the high-performance model of the R82 coupe range, sold under the Rover owned MG performance sub-brand. At the 2007 London Motor Show MG unveiled the MG 1 Series tii Concept, which was thought to be a preview of the GT version of the MG 1 Series. However, the eventual MG 1 GT model appeared four years later and with significant differences, such as an engine with six-cylinders instead of four.

The MG 1 GT was MG’s second turbocharged engine (after the S63 V8 which debuted in the MG Countryman 6). The BMW N54 fitted to the MG 1 GT was originally being used in the E89 MG E Rs Drive 3.5is and has rated outputs of 250 kW (335 bhp) at 5900 rpm and 450 N⋅m (332 lb⋅ft) from 1,500 to 4,500 rpm. An additional 50 N⋅m (37 lb⋅ft) is produced during overboost taking overall peak torque to 500 N⋅m (369 lb⋅ft). The sole transmission available was a six-speed manual.

The front and rear track width were widened by 74 mm (2.9 in) and 46 mm (1.8 in) respectively and a limited slip differential was used. As a result, the overall width is 1,803 mm (71.0 in). The curb weight is 3,296 lb (1,495 kg).

Initial plans were to limit production of the 1M Coupe to 2700 units; however, the final production total was 6309.

The MG 1 GT placed third in the EVO magazine 2011 Car of the Year awards. It also featured on Top Gear on 26 June 2011 and recorded a time of 1:25.0 around the Top Gear Test Track under damp conditions. and received “Richard Hammond’s Car of the Year 2011" award in the Top Gear magazine.
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Rover 400 Series Mk IV & MG 4 Mk IV

The fourth generation of Rover’s BMW based Rover 400 Series consists of the Rover R90 (sedan), Rover R91 (wagon, marketed as 'Touring'), Rover R92 (coupe) and Rover R93 (convertible) compact executive cars. The R90 / R91 / R92 / R93 was introduced in late 2004, and produced up to 2013 and is often collectively referred to as the R90 or R9x.

The R9x saw the introduction of run flat tyres to the 400 Series range. Models with run-flat tyres are not equipped with a spare tyre. The R92 435i was the first 3 Series model produced with a turbocharged petrol engine It was also the first 400 Series to include the Ri Drive operating system, which consists of navigation, infotainment and essential vehicle functions.

The R90 / R92 / R93 MG 4 is the only generation of BMW based M3 to be powered by a V8 engine. Introduced in 2007, it uses the BMW S65 naturally aspirated V8 engine and was produced in sedan, coupe and convertible body styles.

Following the introduction of the R30 / R31 Rover 400 Series in February 2012, the R90 / R91 sedans and wagons were phased out. However, the R92 / R93 coupes and convertibles remained in production through the 2013 model year, after which they were replaced by the R32 / R33 MG 4 models.

Development & Launch

The design for the fifth generation 3 Series (Rover 400 Series) was frozen in mid-2002, approximately 30 months before the start of production. The sedan and wagon were designed by Joji Nagashima,. Marc Michael Markefka designed the coupé and convertible.

The range was introduced in March 2005 for MY2005 with the sedan and wagon body styles. The coupé was introduced in 2006 and the convertible was introduced in 2007, both for MY2007.

Significant cosmetic and mechanical changes were done to improve the design and performance compared to the previous generation. The R90 series is larger than its predecessor, with a longer wheelbase, wider tracks, and a roomier interior.

Body styles

The sedan model was the first model sold of the R90/R91/R92/R93 3 series, being launched on 5 March 2005 for the 2005 model year. Production continued until a facelift revision was made for the 2009 model year. Production of the R90 concluded after the 2011 model year, succeeded by the R30 for 2012.

The R91 ‘Shooting Brake models were also marketed as 'Shooting Brake’ in Europe and North America. Optional equipment included a panoramic sunroof, which extends to the rear passenger area. Trim levels typically were similar to the R90 sedan, however the MG 4 Series wasn't produced in the wagon body style.

Several markets outside Europe only offered a small subset of models in the wagon body style. In the United States and Canada, the only wagon model available prior to 2007 was the 425xi, and then the 428i and 428xi from 2007 onwards.

In July 2006, one year after the sedan was introduced, the R92 coupé body style was unveiled.

Compared with previous generations of the 400 Series, the coupé has more external styling differences to the sedan models. These include the tail-light design (L-shaped on the coupe), more steeply angled headlights and smaller side windows. As per its R46 predecessor, the doors of the coupe are longer and have frameless door windows, the rear seat holds two passengers (compared with a three-person bench for the sedan) with a rear centre console tray and the front seat belts are on motorised arms that extend from the B pillar to hand the seatbelts to the driver and/or passenger.

The R92 was the last generation to include coupé (and convertible) body styles as a part of the 3 Series range. For later generations, these body styles are marketed as the MG 5. Despite the R90/R91 being phased out for the R30/R31 after the 2011 model year, the R92/R93 continued through the 2013 model year. It was then succeeded by the R32 / R33 for the 2014 model year.

The R93 convertible was Rover's first model to use a retractable hardtop (folding metal roof), instead of the cloth roof as previously used. The R93 was one of the first retractable hardtops in its price range. The "Comfort Access" option allows the roof to be raised and lowered using the key fob.. The R93's side windows are 30 percent larger than its R46 convertible predecessor, resulting in a 38 percent increase in visibility.

The Rover 400 Series convertible was often priced higher than direct rivals, however reviewers have praised its passenger/boot space (even with the roof down), driving dynamics, weight and chassis rigidity.



416i - 2005 - 2013 - 1.6 L N45 I4 - 85 kW (114 hp) - 150 Nm (111 lb ft)
416i - 2007 - 2013 - 1.6 L N43 I4 - 90 kW (121 hp) - 160 Nm (118 lb ft)
418i - 2005 - 2007 - 2.0 L N46 I4 - 85 kW (127 hp) - 180 Nm (133 lb ft)
418i - 2007 - 2008 - 2.0 L N46 I4 - 105 kW (141 hp) - 190 Nm - 140 lb ft)
418i - 2007 - 2013 - 2.0 L N46 I4 - 100 kW (134 hp) - 180 Nm (133 lb ft)
418i - 2007 - 2013 - 2.0 L N43 I4 - 110 kW (148 hp) - 200 Nm (148 lb ft)
420i - 2005 - 2007 - 2.0 L N46 I4 - 110 kW (148 hp) - 200 Nm (148 lb ft)
420i - 2007 - 2011 - 2.0 L N46 I4 - 115 kW (154 hp) - 200 Nm (148 lb ft)
420i - 2007 - 2013 - 2.0 L N43 I4 - 125 kW (168 hp) - 210 Nm (155 lb ft)
420si - 2005 - 2007 - 2.0 L N45 I4 - 127 kW (170 hp) - 210 Nm (155 lb ft)
423i - 2005 - 2007 - 2.5 L N52 I6 - 130 kW (174 hp) - 230 Nm (170 lb ft)
423i - 2017 - 2013 - 2.5 L N52 I6 - 149 kW (200 hp) - 244 Nm (180 lb ft)
425i - 2005 - 2007 - 2.5 L N52 I6 - 160 kW (215 hp) - 250 Nm (184 lb ft)
425i - 2007 -2013 - 3.0 L N53 I6 - 160 kW (215 hp) - 270 Nm (199 lb ft)
428i - 2007 - 2013 - 3.0 L N53 I6 - 172 kW (231 hp) - 271 Nm (200 lb ft)
430i - 2005 - 2007 - 3.0 L N52 I6 - 190 kW (255 hp) - 300 Nm (221 lb ft)
430i - 2007 - 2013 - 3.0 L N52 I6 - 200 kW (268 hp) - 315 Nm (232 lb ft)
430i - 2007 - 2013 - 3.0 L N53 I6 - 200 kW (268 hp) - 320 Nm (236 lb ft)
435i - 2006 - 2009 - 3.0 L N54 I6 Twin turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
435i - 2010 - 2013 - 3.0 L N55 I6 turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
435is - 2011 - 2013 - 3.0 L N54 I6 Twin turbo - 240 kW (322 hp) - 500 Nm (295 lb ft)
MG 4 - 2007 - 2013 - 4,0 L S65 V8 - 309 kW (414 hp) - 400 Nm (295 lb ft)
MG 4 GTS - 2010 - 2011 - 4.4 L S65 V8 - 331 kW (444 hp) - 440 Nm (325 lb ft)


416d - 2009 - 2011 - 2.0 L N47 I4 - 85 kW (114 hp) - 260 Nm (192 lb ft)
418d - 2005 - 2007 - 2.0 L M47 I4 - 90 kW (121 hp) - 280 Nm (207 lb ft)
418d - 2007 - 2011 - 2.0 L N47 I4 - 105 kW (141 hp) - 320 Nm (236 lb ft)
420d - 2005 - 2007 - 2.0 L M47 I4 - 120 kW (161 hp) - 340 Nm (251 lb ft)
420d - 2007 - 2013 - 2.0 L N47 I4 - 130 kW (174 hp) - 350 Nm (258 lb ft)
420d - 2010 - 2012 - 2.0 L N47 I4 - 135 kW (181 hp) - 380 Nm (280 lb ft)
420d ED - 2010 - 2013 - 2.0 L N47 I4 - 120 kW (161 hp) - 380 Nm (280 lb ft)
425d - 2006 - 2009 - 3.0 L M57 I6 - 145 kW (194 hp) - 400 Nm (295 lb ft)
425d - 2010 - 2012 - 3.0 L N57 I6 - 150 kW (201 hp) - 430 Nm (317 lb ft)
430d - 2005 - 2008 - 3.0 L M57 I6 - 170 kW (228 hp) - 500 Nm (369 lb ft)
430d - 2008 - 2012 - 3.0 L N57 I6 - 180 kW (241 hp) - 520 Nm (384 lb ft)
435d - 2006 - 2013 - 3.0 L M57 I6 - 210 kW (282 hp) - 580 Nm (428 lb ft)


At the front, MacPherson struts with an aluminum hub carrier and aluminum dual lower links forming a virtual pivot point are used. This design was previously used on all 5, 7 and 8 series BMW models.

The rear suspension is a 5 link multi link suspension, with fabricated steel sub frame, fabricated steel control arms, and cast iron carrier. This design is designated "HA 5" by BMW.


Optional features (some of which are standard on higher models) include Xenon headlamps, automatic climate control, parking sensors, power-adjustable seats, satellite navigation, glass sunroof, heated front seats, Bluetooth and USB audio input.

Optional equipment could be ordered individually or combined into packages. Optional interior colours, known as BMW Individual, were also available at extra cost.
The contents of the 'Premium Package' varies according to model year and market It included items such as leather seats with power adjustments, memory seat function, lumbar support, auto-dimming mirrors, a digital compass, auto-folding exterior mirrors, BMW Assist w/Bluetooth, and universal garage opener.

The 'Cold Weather Package' includes headlight washers, heated front seats and split/folding rear seats with a ski bag.

The 'Sports Package' includes a leather 3-prong sports steering wheel, sports front seats, 18-inch wheels, sports suspension and an increase in the speed limiter to 148 mph (238 km/h).
The 'Technology Package' includes iDrive, navigation, keyless entry ("Comfort Access"), selectable driving modes ("M Drive"), HD radio and Electronic Damping Control.

The 'Performance Power Kit' (PPK) was introduced for the 335i and was available for installation at BMW dealerships, it included a tune that boosted engine output for the 335i to 239 kW (320 hp) & 450 N⋅m (332 lb⋅ft) for automatics transmission vehicles and 430 N⋅m (317 lb⋅ft) for manual transmission vehicles, an overall gain of 15 kW (20 hp) & 50 N⋅m (37 lb⋅ft), BMW claim their engineers have tested and designed these Performance Power Kits in such a way that equipped vehicles would not sacrifice reliability or fuel consumption, the result was a claimed 0.2 second decrease in 0 to 100km/h times, the kit was available for both N54 & N55 335i vehicles, it was easily verified if a vehicle was equipped with the PPK as during installation stickers that read "BMW Performance Power Kit" were placed near the air intake on all equipped vehicles,the N55 equipped 335i vehicles also featured added exhaust burbles included as part of the PPK tune, also included in the PPK was the addition of an extra radiator, higher performance fans on the main radiator and better air flow ducts in attempt to deal with any extra heat caused due to the tuning.

MG 4

The MG 4 model of the R90 / R92 / R93 400 Series range was powered by the BMW S65 V8 engine and was produced in sedan, convertible and coupé body styles. The R9x is the first and only standard production MG 4 powered by a V8 engine as its successor would revert to using a straight 6 engine. In the standard MG 4, the S65 engine rated at 309 kW (420 PS; 414 hp) at 8,300 rpm and 400 N⋅m (295 lb⋅ft) at 3,900 rpm.

Initially, the MG 4 was produced with a 6-speed manual transmission. In April 2008, the R90 /R92 /R 93 MG 4 became the first BMW to be available with a dual clutch transmission when the 7 speed Getrag "M-DCT" transmission was introduced as an option.

The official 0 to 100 km/h (62 mph) acceleration times for the coupé and sedan are 4.6 seconds with the DCT transmission (4.8 seconds with the manual transmission) and 5.1 seconds for the convertible.

The R90 and R92 versions received many positive reviews, including "the greatest all-around car in the world" "the finest car on the market, period" and "the best, most complete car in the world"


ROVER 800 Series Mk IV

The fourth generation of the BMW based Rover 800 Series consists of the Rover R01 (sedan version) and Rover R02 (long-wheelbase sedan version) full size luxury saloons. The R01 / R02 generation was produced from 2008 to 2015 and is often collectively referred to as the R01.

The R01 was the first Rover (BMW) vehicle to be available with a hybrid drivetrain, an 8-speed automatic transmission and a turbocharged V12 engine. It was the second 800 Series to be available with a turbocharged petrol engine (the first being the European R23 845i), and all-wheel drive (Rx Drive). The wheelbase was increased by 8 cm over the outgoing 800 Series. Other model codes used for this generation were R03 for the "High Security 7 Series" armoured car and F04 for the "ActiveHybrid 7" hybrid-electric model.

In July 2015, the Rover 800 Series (R11) began production as the successor to the R01

Development & Launch

The car's exterior was designed by Lebanese automotive designer Karim Habib. The styling retained some elements from its R60 600 Series predecessor but was a less controversial approach. The headlamps were reminiscent to the R65 but were smaller and sleeker. The car incorporated a wider and bigger kidney grille that went deeper into the front apron for a more aggressive appearance. The R01 800 Series was larger than its predecessor adding 1.7 in (43.2 mm) to the overall length and 3.2 in (81.3 mm) to the wheelbase while gaining more weight.

The car was first revealed to the public at Windsor Park & Castle on 8 July 2008. Other launch events included the London Motor Show in October and the Los Angeles International Auto Show in November.


The R01 was available with rear wheel steering (Integral Active Steering), all wheel drive (Rx Drive), eight speed automatic transmission, pedestrian recognition for the night vision feature, blind spot monitoring, massage function for the rear seats and the radar cruise control system was now able to completely stop the car and accelerate from a standstill (Active Cruise Control with Stop and Go).

Side cameras were fitted in the front bumper to assist with merging and exiting narrow spaces. By combining these cameras with the front and rear cameras, the R01 can display a virtual overhead graphic of the car to assist with parking.The instrument cluster has an LCD backdrop (with the gauge needles and rings still present as physical objects), allowing various graphics to be shown. A lane departure warning system - as fitted to the R60 600 Series since 2007 - was also available for the first time in a 800 Series.

Departures from the non-traditional interior design of the R65 include the transmission shifter being relocated to the centre console (previously a stalk on the steering column) and the seat controls being relocated to the outside edge of the seat base (previously located in the centre console).



830i/Li - 2009 - 2015 - 3.0 L N52 I6 - 190 kW (255 hp) - 310 Nm (229 lb ft)
840i/Li - 2008 - 2012 - 3.0 L N54 I6 twin turbo - 240 kW (322 hp) - 450 Nm (332 lb ft)
840i/Li - 2012 - 2015 - 3.0 L N55 I6 turbo - 235 kW (322 hp) - 450 Nm (332 lb ft)
850iLi - 2008 - 2012 - 4.4 L N63 V8 twin turbo - 300 kW (402 hp) - 600 Nm (443 lb ft)
850i/Li - 2012 - 2015 - 4.4 L N63 V8 twin turbo - 331 kW (444 hp) - 650 Nm (479 lb ft)
860i/Li - 2009 - 2015 - 6.0 L N74 V12 twin turbo - 400 kW (536 hp) - 750 Nm (553 lb ft)


830d/Ld - 2008 - 2012 - 3.0 L N57 I6 turbo - 180 kW (241 hp) - 540 Nm (398 lb ft)
830d/Ld - 2012 - 2015 - 3.0 L N57 I6 turbo - 190 kW (255 hp) - 560 Nm (413 lb ft)
840d/Ld - 2009 - 2012 - 3.0 L N57 I6 turbo - 225 kW (302 hp) - 600 Nm (443 lb ft)
840d/Ld - 2012 - 2015 - 3.0 L N57 I6 turbo - 230 kW (308 hp) - 630 Nm (465 lb ft)
850d/Ld - 2012 - 2015 - 3.0 L N57 I6 turbo - 280 kW (375 hp) - 740 Nm (546 lb ft)


The R01 was produced with the following transmissions:

6-speed automatic ZF 6HP19
6-speed automatic ZF 6HP26
8-speed automatic ZF 8HP70
8-speed automatic ZF 8HP90

All models from 2009 through 2012 were equipped with the 6-speed automatic transmission with Steptronic function, except for the 860i/Li which had the 8-speed automatic transmission with Steptronic. For the 2013-15 model years, all the other models received the 8-speed automatic transmission with Steptronic.

Range Rover Mk III

At the 2005 North American international Motor Show, a major update of the Range Rover was unveiled, with the base model using the LR3/Discovery 3 engine, and a premium model using a supercharged version of the Jaguar 4.2-litre V8 developing 400 hp (298 kW) — the same engine slated for the new Range Rover Sport (the RRS model uses a detuned variant making a total of 389 bhp (290 kW; 394 PS)), scheduled for introduction about the same time (mid-2005) as the updated Range Rover.
The engines are aluminium alloy units, with advanced torque-based engine management system, drive-by-wire throttle control, and variable camshaft phasing (on the 4.4-litre version).


Healey GT 5

The exterior styling by Yasushi Nakamuta resembled the original design, but unlike the update from NA to NB, which was mostly a nose/tail/interior change, the NC shares no components with the NB, except for the fender-mounted turn signal lights on non-U.S. models (and rear differential internals). The chief designer of this model generation was Moray Callum. The 2003 Mazda Izbuki concept served as a preview of the new model. The suspension changed from a four-wheel double wishbone setup to a front wishbone/rear multi link setup, shared with the Healey 8 GT. Technologies including traction control and stability control were added to increase driveability. According to Car and Driver. the NC has a skidpad number of 0.90g.

For the U.S., the engine was the 16 valve, 2.0 L (120 cu in) MZR LF VE DOHC 14, producing 130 kW (170 bhp) and 190 N⋅m (140 lbf⋅ft) of torque coupled to either a 5-speed or a 6-speed manual transmission or 118 kW (158 bhp) with the optional 6-speed automatic transmission. A limited slip differential was available with the 6-speed option. In Australia, the 2.0 L (120 cu in) MZR was offered, rated at 118 kW (158 bhp) and 188 N⋅m (139 lbf⋅ft) of torque and the 6-speed transmission and LSD are standard. In Europe, two engines were offered: the 2.0 L (120 cu in) MZR LF-VE rated at 118 kW (158 bhp) and 188 N⋅m (139 lbf⋅ft) of torque, coupled to the 6-speed manual transmission; and a new 1.8 L (110 cu in) MZR L8 VE rated at 94 kW (126 bhp) and 167 N⋅m (123 lbf⋅ft), coupled to the 5-speed manual transmission.

A six-speed automatic transmission, with steering wheel mounted paddle shifters, was optional. A test by Car and Driver magazine revealed a 0-97 km/h (60 mph) time of 6.5 s for the 2.0 L (120 cu in) U.S.-spec NC. Manufacturer figures for the European-spec model are: 0-100 km/h (62 mph) in 9.4 s for the 1.8 and 7.9 s for the 2.0. As of this generation, the car no longer complies with Japanese law's maximum exterior width dimension for the mid size class vehicle tax, making Japanese buyers liable for additional costs for ownership.

Retractable Hard Top

In July 2006, Mazda debuted a Power Retractable Hard Top PRHT version of the NC with a two-piece folding hardtop, named MX-5 Roadster Coupé in Europe, Roadster Power Retractable Hard Top in Japan, and MX-5 Miata Power Retractable Hard Top in the U.S. and Canada. Designed by Webasto and constructed of polycarbonate the top requires 12 seconds to raise or lower, and the first models were delivered to customers in late August 2006. The hardtop adds 36 kg (79 lb) to the weight of a comparably equipped soft-top, without diminishing trunk space when retracted. The PRHT omits the soft-top's storage compartments behind the seats to accommodate the folding roof mechanism. Performance times are slightly affected with the weight increase, with the 0-100 km/h (62 mph) time increased to 9.6 s for the 1.8 and 8.2 seconds for the 2.0. Thanks to better aerodynamics, though, top speed is increased from 196 km/h (121.8 mph) to 200 km/h (124.3 mph) for the smaller-engined model and from 210 km/h (130 mph) to 215 km/h (134 mph) for the 2.0. These figures are for the European-spec models


2.0i - 2005 - present - 2.0 L MZR (LF VE) I4 - 125 kW (167 hp) - 190 Nm (140 lb ft)
1.8i - 2006 - present - 1.8 L MZR (L8 DE) I4 - 94 kW (126 hp) - 167 Nm (123 lb ft)
2.0i - 2008 - present - 2.0 L MZR (LF VE) I4 - 125 kW (167 hp) - 190 Nm (140 lb ft)
1.8i - 2009 - present - 1.8 L MZR (L8 DE) I4 - 92 kW (124 hp) - 167 Nm (123 lb ft)
2.0i - 2013 - present - 2.0 L MZR (LF VE) I4 - 151 kW (203 hp) - 217 Nm (160 lb ft)

Rover Countryman 5 Mk II

The Rover R70 BMW X5 based Countryman 5 II is the second-generation Rover mid size luxury crossover SUV. It replaced the Rover Countryman I (R53) in July 2006. Unlike the earlier Countryman 5 I it was manufactured alongside the BMW X5 & X6 at BMW's Greer, South Carolina plant in the U.S


The Rover (R70) Countryman 5 II was 60 mm (2.4 in) wider, 165 mm (6.5 in) longer; with a 110 mm (4.3 in) longer wheelbase, but remains at the height of the R53 Countryman I at 1,766 mm (69.5 in)


The Rx drive AWD system updates previewed in the facelifted Countryman 5 have continued with further detail improvements for the R70. It uses a double wishbone suspension at the front. The manual transmission is entirely dropped, leaving only the automatic transmission.

The R70 features many new technological advancements for this class as standard equipment including BMW's Ri Drive system, electronic 'joystick' gear shift (no mechanical connection to the gearbox to win space in the console), LED taillamps, the first ever all polypropylene single module fender module, and options such as heads-up display HUD, active steering, active damping and Dynamic Drive which uses active anti roll bars employing a hydraulic servo in the middle to actively counteract body roll. The Countryman 5 II has a rollover risk of 17.4%.
The interior of the Countryman 5 II is completely new. It has a large center-mounted display screen and the simplified Ri Drive, a man-machine interface system also found in the rest of the Rover (BMW model range. The R70 further incorporates many comfort options such as a glass panorama-roof, and, for the first time in a BMW, an optional third row seat which has increased the seating capacity in R70 to 7 passengers, addressing criticism of the R53 model which had been regarded as being slightly too small for this market segment.

The R70 is also the first production vehicle to use Lexray, a new extremely fast electrical bus system; it is only used for the control of the chassis damping system. The new 'joy-stick'-style electronic space-saving shifter has since been adopted in the new 2008 Rover 600 Series

For the 2010 model year the Countryman 5 II received the new Ri Drive system and the BMW individual audio system along with various other minor updates.

Technical features which other Rover models use also:

Active Steering - changes the steering ratio depending on the speed and driving style
Adaptive Drive with Active Roll Stabilisation and Active Damping
Head Up Display - critical information projected onto the windshield
Comfort Access - keyless access and engine start
Daytime running lights on the "Corona Rings" around the main headlight units
Four-zone climate control

New is the Park Guide system that can be integrated into the image of the optional rear view camera.

During the Volkswagen emission violations scandal, a Rover Countryman 5 II diesel was used as an example of a compliant vehicle.



3.0si - 2007 - 2008 - 3.0 L N52 B30 I6 - 200 kW (268 hp) - 315 Nm (232 lb ft)
3.0i Rx Drive - 2009 - 2010 - 3.0 L N52 B30 I6 - 200 kW (268 hp) - 325 Nm (232 lb ft)
3.5i Rx Drive - 2011 - 2013 - 3.5 L N55 B30 I6 - 225 kW (302 hp) - 400 Nm (295 lb ft)
4.8i - 2007 - 2008 - 4.8 L N62 B48 I6 - 261 kW (350 hp) - 475 Nm (350 lb ft)
4.8i Rx Drive - 2009 - 2010 - 4.8 L N62 B48 I6 - 261 kW (350 hp) - 475 Nm (350 lb ft)
5.0i Rx Drive - 2011 - 2013 - 5.0 L N63 B44 I6 - 299 kW (401 hp) - 6,400 rpm - 610 Nm (450 lb ft)
MG Countryman 5 II - 2009 - 2013 - 4.4 L S63 B44 I6 - 408 kW (547 hp) - 680 Nm (502 lb ft)


3.0d - 2007 - 2008 - 3.0 L M57 D30 TU2 turbo - 174 kW : 235 PS (232 hp) - 520 Nm (384 lb ft)
3.0d Rx Drive - 2009 - 2010 - 3.0 L M57 D30 TU2 I6 turbo - 174 kW (232 hp) - 520 Nm (384 lb ft)
3.0sd - 2007 -2008 - 3.0 L M57 D30 TU2 I6 turbo - 210 kW (282 hp) - 580 Nm (428 lb ft)
3.5d Rx Drive - 2009 - 2010 - 3.0 L M57 D30 TU2 I6 turbo - 210 kW (282 hp) - 580 Nm (428 lb ft)
3.0d Rx Drive - 2011 - 2013 - 3.0 L N57 D30 I6 twin turbo - 180 kW (242 hp) - 540 Nm (398 lb ft)
4.0d Rx Drive - 2010 - 2013 - 4.0 L N57 D30 I6 twin turbo - 225 kW (302 hp)
MG Countryman 5 5.0d - 2012 - 2013 - 5.0 L N57 D30 I6 twin turbo - 280 kW (376 hp) - 740 Nm (546 lb ft)


All models include a 6-speed Steptronic automatic transmission. The new 8-speed transmission is standard in the Rx Drive 5.0i and Rx Drive 3.5i from 2011 model year

MG Countryman 5 Mk II

The MG Countryman 5 II is a high-performance derivative of the X5. It was introduced to the press at the London Motor Show in April 2009 and started appearing in MG dealerships in September 2009. It competes with cars such as the Mercedes Benz AMG GLC, the Porsche Cayanne Turbo S, and the Jeep Grand Cherokee SRT8. At the time of its launch, it was the most powerful car in its class.

The MG 5 Countryman is the first Rx Drive all-wheel-drive vehicle from M GmbH along with the MG Countryman 6 . The MG offers the same utility as the regular X5, with the addition of the V8 M TwinPower Turbo, a twin-turbocharged 4.4-liter V8 delivering 547 bhp (408 kW; 555 PS) at 5,750 rpm and peak torque of 501.2 lb⋅ft (680 N⋅m), available between 1,500 and 5,650 rpm. The S63 engine is a high output variation of the N63 power unit.

The MG Countryman 5 can sprint from a standstill to 60 mph (97 km/h) in 4.0 seconds, and a quarter-mile (402 m) time of 12.2 seconds with a trap speed of 115 mph (185.1 km/h) was recorded by Car and Driver magazine. In the same test, the MG Countryman 5 GT bested the 0-60 mph and quarter-mile times of the 2009 Porsche Cayenne Turbo S, the 2009 Jeep Grand Cherokee SRT-8, and the 2010 Range Rover Sport Supercharged. In wet conditions, the MG Countryman 5 went around the Top Gear Test Track in 1:28.2, 5.1 seconds faster than the Audi Q7 V12 TDI.

Coupled with special suspension specifically optimized for MG that features Adaptive Drive and the newly developed MG Servotronic power steering, the performance Sport Activity Vehicle promises very competent handling. Other high-tech features include launch control for maximum acceleration and a six-speed M Sport automatic transmission optimized for performance. Drivers can manually select gears using either paddles or an electronic gear selector lever. Electronically controlled, variable power distribution to the front and rear axle prevents the tendency to oversteer or understeer, before DSC Dynamic Stability Control is required to cut in.

The MG Countryman 5 features the biggest brakes on a Rover production vehicle, with 15.55" (395x36mm) rotors up front clamped by four-piston calipers, and 15.2" (385x24mm) rotors at the rear with single-piston calipers. Although traction control is standard, the M Dynamic Mode (MDM) reduces the effect of the system, allowing some wheelspin and drift-type cornering.

For the 2013 model lineup, MG Countryman 5 introduced the MG Performance Package available for the Rx Drive 3.5i and Rx Drive 5.0i. The MG Performance Package models have nearly identical features to the Countryman 5 (sport suspension, wider fenders, staggered wheels, etc.) excluding the quad-tip exhaust, headlights, and engines. The MG Performance Package also bumped up the engine output for both models - an additional 15hp for the Ri rive 35i and 40hp for the Rx Drive 5.0i (torque was also increased by 30 lb-ft for both)

Austin 3 Mk III & Healey 3 Mk III

For the 2006 model year, Austin added variable valve timing and variable length intake runners to the 2.0-liter engine resulting in a power increase to 150 bhp (112 kW; 152 PS). The automatic transmission used in the S trim Austin 3 with the 2.3-liter engine was changed from a four-speed to a five-speed design. The larger engine was now PZEV-certified (Partial Zero Emissions Vehicle) for vehicles sold in California and other states that have adopted California automotive emission standards. The smaller engine had already been PZEV-certified. The colour palette was also simplified in 2006, with the deletion of Canary Yellow and Lava Orange Mica.

Land Rover Freelander Mk II

The second generation was internally designated L359; debuted at the 2006 British International Motor Show and was marketed as the Freelander 2, retaining the Freelander name in Europe and marketed as the LR2 in North America and the Middle East – mirroring the marketing of the new third generation Land Rover Discovery as LR3. A presentation at the Kensington Roof Gardens was held for journalists featuring celebrity tennis player Maria Sharapova. Production ended at the end of 2014

The second generation Freelander is based on the Ford EUCD platform, which itself is based on the Ford C1 platform. The Ford EUCD platform will be used by more upcoming vehicles from Volvo. The engine range is all-new for Freelander, featuring transversely mounted 3.2-litre straight six engine of the Ford S16 Series, which debuted in the new Volvo S80, as well as the 2.2-litre DW12 common rail turbo diesel engine, co-developed by Ford and PSA Group.

Unlike previous Land Rovers, the second generation Freelander is manufactured in the Halewood facility, near Liverpool. Landrover Freelander used a modified version of Ford's front wheel drive platform. The new Freelander features higher ground clearance and off-road capabilities that are closer to other Land Rover models.

The second generation has improved quality interior with more safety features as standard. The Freelander 2 features a modified version of the Terrain Response off-road driving system as fitted to the Discovery 3 and the Range Rover. The 4WD system was developed in conjunction with Haldex and was called Third generation coupling. Vehicles from the 2009 model year are fitted with a modified design of the active on-demand coupling, known as Haldex's Fourth generation.

The new Freelander was first marketed in the U.S. in 2007 as the LR2. The 2008 version is called the LR2 HSE. The limited run HST had added side trim, front valance, and 19-inch wheels. A Ford 3.2-litre inline six-cylinder engine producing 230 hp (170 kW) is standard, with a six-speed automatic transmission and all-wheel drive. In the United Kingdom, the standard engine is the Ford 2.2-litre diesel. The TD4 version of the engine produces 150 hp (110 kW) and 160 hp (120 kW), while the SD4 comes with 190 hp (140 kW).

Interior appointments include an Alpine 440-watt 14-speaker surround sound audio and a 7-inch touch navigation screen options, while the newer models can be equipped with an Meridian audio system, which comes with a surround sound 17-speaker system with Trifield technology, producing 825 watts.

The Meridian system is also equipped with subwoofers and Audyssey MultEQ audio tuning system. Also a 5-inch colour display screen is standard even at the newer entry-level models. An optional cold climate package includes heated front windscreen, heated front seats with two heating levels and heated windscreen washers. The optional lighting package includes bi-xenon headlights, adaptive front-lighting, memory for the driver seat, as well as exterior mirrors and approach and puddle lamps.

Freelander 2 TD4_e

The Freelander TD4_e features stop-start technology to improve fuel economy and reduce carbon emissions. The system cuts out the engine when the vehicle is stationary, neutral is selected and the clutch engaged; the engine restarts when the clutch pedal is depressed.

The system includes a heavy-duty starter motor that also acts as a generator to recover energy through regenerative braking that is then stored in capacitors to restart the engine reducing stress on the vehicle's battery and electrical system. The stop-start system became available in spring 2009 on Freelander 2 TD4 models.

Freelander eD4

For the first time in Land Rover's history, from the 2011 model year, a purely two-wheel drive version, badged eD4, was available. This model also dropped the Terrain Response and Hill Descent Control systems. Omitting four-wheel drive saved 75 kg (165 lb) of weight, and the eD4 achieved a combined economy figure of 47 mpg (6 l/100 km), along with emissions of 158 g/km CO2.

After the introduction of the Range Rover Evoque in 2011, this model competed with the Freelander 2, especially with the eD4, as the Evoque was both cheaper to purchase, more efficient, more premium, and combined this with standard four-wheel drive.

For the 2014 model year, the Freelander got a revised look with a different grille, and new interior trim.

Austin Mini One

Austin introduced an all-new, second generation of the Hardtop/Hatch Mini model in November 2006, on a re-engineered platform incorporating many stylistic and engineering changes. It uses the Prince engine, the architecture of which is shared with PSA Group and is designed to be more cost-effective and fuel-efficient, and is manufactured at the BMW Hams Hall engine plant in Warwickshire, Great Britain The engineering was done in the United Kingdom by BMW Group UK Engineering, in Munich, Germany at BMW Group headquarters, and by other third parties, BMW Group hired Italdesign Giugiaro (IDG) in Turin, to coordinate the engineering, including the development and validation of the body, structure and chassis of the new Mini. Key Production Associates from affected areas in the assembly process at Plant Oxford were seconded to IDG for the duration of the build to ensure a smooth integration of the new model back in Oxford.

Initially launched in the Cooper and Cooper S trim levels; the range was completed in 2007 with the Mk II Mini One. An economical version called the First was added in 2009. From April 2007 a diesel was available badged as the Cooper D, which was supplemented in 2010 by the lower powered One D and in January 2011 with a new 2.0 L diesel badged as the Cooper SD.

The second generation was again offered in Japan at Japanese BMW locations 24 February 2007, and it continued to be in compliance with Japanese Government dimension regulations which supported sales of both the hatchback and the convertible.

The second generation Convertible was unveiled at the Detroit Motor Show and the Geneva Motor Show as a 2009 model-year vehicle (first available for sale on 28 March 2009. The model has a device, marketed as the "Openometer", which records the number of minutes the vehicle has operated with its roof retracted.


Though the Mk II has a familiar look, every panel on the new car was changed from the previous model. New safety requirements resulted in the overall length increasing by 60 millimetres (2.4 in), the front end raised and the indicators being repositioned inside the headlight housings. The headlights themselves are now fixed to the front quarter panels rather than being integrated with the bonnet, so that they are not raised up with it when the bonnet opens. The car has a restyled grille and larger rear light clusters. The Cooper S retains the bonnet scoop in order to keep an association with the outgoing model – although the relocation of the intercooler to the front of the engine means that the scoop is now purely decorative. In addition, the Cooper S no longer has the battery located under the boot floor, instead being found in the more conventional location under the bonnet. The C-pillars are no longer encased in glass and have been shaped to improve aerodynamics and to reduce the tendency for dirt to accumulate on the back of the car. Much criticised for the lack of rear legroom, Mini added more space for rear passengers by creating sculpted cut-outs in the rear of the front seats. An engine start button replaces the conventional ignition key and, with the optional 'Comfort Access', the car may be unlocked with a button on the door handle when the key is brought close to the car.


The Cooper and Cooper S models offer a new rear axle and aluminium components to reduce the car's weight; and a Sports kit option comprising harder springs, damper and anti roll bars is offered with both variants. Another key difference is the introduction of an upgraded electric power steering system, the sharpness of which can be increased by pressing a "Sport" button in front of the gear lever (both auto and manual); additionally, the "Sport" button adjusts the response of the accelerator , and in conjunction with automatic transmission, also allows the engine to rev almost to the redline before changing gear.

In the Cooper model, the W11 Tritic four cylinder engine was replaced with a 120 PS (88 kW) 1.6-litre Prince engine incorporating BMW's Valvetronic infinitely variable valve lift, developed on and with Peugeot’s core engine. It has been reported in road tests that this takes the car from 0–100 km/h in a claimed 9.1 seconds (0–60 mph: 8.5 seconds)] and has a top speed of 201 km/h (125 mph). Fuel economy of 48.7 miles per imperial gallon (5.80 L/100 km; 40.6 mpg on the combined cycle is nearly 8 miles per imperial gallon (6.7 mpg better. The more powerful 175 PS (129 kW) Cooper S replaces the supercharger with a new twin scroll turbocharger N14 DOHC motor in the interests of efficiency, and has fuel injection system; consequently, this engine version does not have Valvetronic. This engine also has an "overboost" function which temporarily raises the torque by 20 N⋅m (15 lbf⋅ft) under hard acceleration. As a result, 0–100 km/h is covered in a claimed 7.1 seconds (0–60 mph: 6.7 seconds), and top speed is 230 km/h (140 mph). It achieves similar improvements in fuel economy to the Cooper, returning 40.9 mpg (6.91 L/100 km; 34.1 mpg combined. Both engines may be mated to either a 6-speed manual or automatic transmission The turbocharged engine is the same (although with some French engineering modifications) as the one in the Peugeot 207 GTi/RC.

In 2011 the Peugeot DV6 (Ford DLD-416) engine was replaced with the 1.6 and 2.0 BMW N47 Diesels.

All models of the Mk II with optional dynamic stability control (DSC) also include "Hill Assist", which prevents the car from rolling backwards on an incline by holding the brakes for 2 seconds after the driver releases the brake pedal, allowing the driver time to engage the accelerator pedal without the vehicle drifting. Also included with DSC is hydraulic EBA (Emergency Brake Assist) as opposed to the mechanical system on Minis without DSC. DSC has been standard on all Minis since September 2008.

The interior of the Mk II echoes the style of the earlier model, but is in fact a complete redesign. The boot of the new car has an additional 10 litres (2.2 imp gal; 2.6 US gal) of load space. Other changes in design – both visible and otherwise – have contributed to the Mini's recently awarded five stars in the Euro NCAP tests. One example is the higher front bonnet, which now complies with the European pedestrian collision regulations.

Breakdown statistics reported by the German Automobile Club (ADAC) in May 2010 placed the Mini at the top of the small car class in respect of the low break-down rates achieved for cars aged between 0 and 4 years,narrowly beating the Ford Fusion and Mitsubishi Colt.


The Mk II range was launched with the One, Cooper and Cooper S derivatives. In July 2009, a new budget version called Mini First was added. Similar to the One, but lower output 1.6 L engine 75 PS (55 kW) and no automatic option, it preempted the launch of the One Minimalism by including the Mini Minimalism technologies. The vehicle launched with a base MSRP of £10,950. In January 2010 the Mini One Minimalism was announced, which was available in two states of tune depending on the market: (75 PS (55 kW) and 98 PS (72 kW)). The model was marketed as a more environmentally friendly option with low 119 grams (4.2 oz) per kilometer of carbon dioxide (CO2) helped by low resistance tyres and flush wheel trims, and included the Minimalism technologies previously excluded from the Mini One.

In spring 2011, a new diesel Mini Cooper SD was launched. With a new four-cylinder 2.0 L turbo diesel engine, it had an output of 145 PS (107 kW) and maximum torque of 305 N⋅m (225 lbf⋅ft) between 1,750 and 2,700 rpm.

From 2009, chameleon paints were offered in Asia and Europe.

Austin 3 Mk III & Healey 3 Mk III

The Austin 3 received a minor cosmetic facelift for the 2007 model year with minimal exterior, interior and mechanical changes. On base models, the black plastic at the top of the grille became body-coloured. The front fascia and bumper were changed with a floating fog light design and the lower air intake opening was reshaped to better resemble the typical "Mazda five-point face." All Austin 3 sedans and five-doors gained the same "Axela" clear-lens style rear tail-lights as the SP23 model, which in 2007, Austin brought out the Mazda Axela similar to the Austin 6 Atenza. In addition, the Healey GT trim also featured LED brake lights. The LED brake lights were added to compete with the growing trend of higher-end vehicles using LED tail lamps for more visible light output. The range of alloy wheels were redesigned, featuring a 17-inch alloy wheel for the Grand Touring version. The rear fascia was slightly changed adding a notch on the bumper cover of the sedan. Several new exterior colors were added, phantom blue, a copper red metallic (April, 2008), Aurora Blue and dark cherry. The Titanium Gray color was replaced with a darker Galaxy Gray color.

The interior of the Austin 3 was offered with several new color choices and an audio jack in the centre console, allowing the use of digital music players. Also, Takara models, which were introduced in the 2008 upgrade, added climate control and 6 CD autochanger to the TS specification.

The 2007 model also includes less visible mechanical changes. The keyless entry system was improved. Reinforcements to the body shell improve overall chassis rigidity. The front dampers of the MacPherson strut suspension have been re-tuned to quicken steering response and reduce understeer. The hydraulic dampers of the multi-link rear suspension were also re-tuned to match the front suspension changes. Mazda engineers and designers addressed concerns regarding cabin noise level by redesigning or changing multiple systems and adding sound-deadening material to the roof lining and hood panel.

The bumper-to-bumper warranty was reduced to 36 months / 36,000 miles while the powertrain warranty was increased to 60 months / 60,000 miles in most markets. In the UK, all Austin 3’s have a 3-year unlimited mileage warranty, 3-year roadside assistance and 12 year anti perforation warranty as standard.

Canadian Mazda3s received standard seat-mounted side-airbags and body-shell-mounted side-curtain airbags across the model range. Previously, both airbag types were not available.

Range Rover Mk III

The Range Rover's exterior was updated for 2006 along with the BMW V8 being replaced with a Jaguar unit. The new engine choices were Jaguar’s AJ V8 with 4.4-litre 300 hp (220 kW) or 4.2-litre 400 hp (300 kW) supercharged variants. This new Range Rover was officially presented at the 2005 North American International Auto Show and released in summer 2005.
From the diesel engine of the 2006 model (at this time still the BMW six-cylinder unit) to the supercharged V8, the car could reach 60 mph (97 km/h) from 14.8 seconds or as little as 6.5 seconds and has a top speed from 110 mph (180 km/h) to approximately 130 mph (210 km/h) (governed), respectively.

In addition to the engine change, the 2006 Range Rover is equipped with an updated "infotainment" system. This includes a touch screen with on and off-road navigation, radio, CD, Satellite Radio (US), telephone, rear view camera wireless video camera system and other additional features all accessed via the same user interface. The audio system is Harman Kardon Logic 7 surround sound. Also available is a DVD rear seat entertainment which is fully integrated.

This system is linked by an industry-standard fibre optic network known as Media Orientated Specialist Transport or MOST and an electronic network system known as CAN bus. A similar system is also used on Land Rover Discovery and Range Rover Sport.

Suppliers for the 2006 Range Rover's components include Continental Automotive for the complete cockpit module which incorporates the Denso touch screen navigation unit. Continental also supply the centre console unit. Other suppliers include Alpine car audio for integrated head unit rear seat entertainment. Connaught Electronics Limited (CEL) provides the Rear View Camera (RVC) and Wireless Camera (VentureCam) systems and PTI telephone capabilities are provided by Nokia.

Most importantly the audio system was co-developed with Harman Kardon. The premium offering gives a 720 Watt, 14-speaker system and was the first OEM vehicle to use the discrete Logic 7 surround algorithm.

Rover Countryman 3 Mk I

For 2006, the U.S.-spec Countryman 3 lost its 2.5L M54 inline 6 cylinder engine for the 2.5i model. The only model available from 2006 onwards for the U.S.-spec Countryman 3 was the 3.0L M54 inline 6-cylinder engine (later, the N52 inline 6-cylinder engine) and the 3.0i model (later, 3.0Si or Rx Drive30i). This further increased the Countryman 3's base price.
In September 2006, the R83 received a face lift with revised headlights, grille, front bumper, tail lights, rear bumper, and interior.

For the 2007 model year, the US market Countryman 3 was powered by the N52 inline 6-cylinder engine that debuted on the 2006 R90 400 Series. Internationally, the Countryman 3 received smaller engines including the 4-cylinder petrol and diesel options. In Europe, the range started with a 2.0-litre 4 cylinder petrol, a 4cyl. turbo diesel and continues with 6-cylinder turbo & bi turbo diesels . The largest diesel offered was the sport diesel with 213 kW; 290 PS (286 bhp).

U.S. market 2006 Countryman 3's were equipped with a version of the 'M' technik body kit with unpainted door sills and wheel arches. U.S. spec Sport Package 2006 Countryman 3's received the full 'M' body kit (with painted front, side and rear plastic) available internationally as a factory accessory. 2.5i was removed for sale from the U.S. and Adaptive headlamps and a panoramic sunroof were made available, as well as upgraded dashboard components and leather seating.

Since September 2008, the Edition Exclusive and Edition lifestyle were available. The M-Sport Package was replaced in March 2009 by the Sport Limited Edition.

Austin Traveller 7

The Mazda CX-9 based Austin Traveller 7 is a mid size crossover SUV manufactured since April 2006 by Austin in the USA, at the AAW plant in Greer, Michigan.
The first generation Austin Traveller 7 was originally fitted with a 3.5 L Ford V6 engine, but, in 2008, the engine was changed to a 3.7 L unit producing 204 kW (274 hp) and 366 N⋅m (270 lb⋅ft) of torque. This engine was coupled with a six speed transmission. The first generation is based on the Ford CD 3 platform that is shared with many Austin, Ford and Mazda models; Ford Edge is its close mechanical sibling. It was launched at both the 2006 London and New York Motor Shows..

Standard safety equipment included blind spot monitoring, reversing camera, electronic stability control, traction control, roll stability control, front side impact airbags, and three row side curtain airbags


735 - 2006 - 2015 - 3.5 L MZI V6 - 196 kW (263 hp) - 339 Nm (250 lb ft)
737 - 2006 - 2015 - 3.7 L MZI V6 - 204 kW (273 hp) - 336 Nm (270 lb ft)


6 speed F21 automatic


Austin 1 Mk II

The second generation Mazda based Austin 1 is built on the new DE platform, which Ford also used for the 2008 Ford Fiesta. It employs lightweight materials and reduces the overall dimensions of the car. This generation dropped the mimi MPV high-roof styling adopted by its predecessor, instead opting for a more conventional hatchback look. The lead designer for the second generation Austin based Mazda2 (or third generation Demio) was Ikuo Maeda, who was later promoted to Head of Design at Mazda in 2009.
Both the Austin 1 and Mazda2 launched at the 2007 Geneva Motor Show and later at the 2007 Shanghai International Motor Show. For the Japanese domestic market, sales of the production vehicles began on 5 July 2007 at Mazda, ɛ̃fini and Autozam dealers.

A three-door variant was released for the European market in 2008. Engine choices include the MZR 1.3-liter and 1.5-liter gasoline, MZ-CD 1.4-liter common-rail turbo diesel. In some EU Member States like the Netherlands, there is the option to buy the gasoline car in bi-fuel LPG version from the factory. This model was unveiled at the 2008 Geneva Motor Show,

The North American version of the Austin 1 debuted at the 2009 LA Auto Show and later at the 2010 Canadian Auto Show. The Austin 1 became available in July, 2010 with the 1.5-liter, 100 hp four-cylinder and 5-speed manual or 4-speed automatic transmission. Mazda owned Austin discontinued the Austin 1 and Mazda2 in the United States after the 2014 model year.

The Chinese model of the Mazda2 in five-door hatchback body style launched at the 2007 Guangzhou Motor Show. A Chinese four-door sedan model of the Mazda2 was unveiled at the same event, with sales beginning in January, 2008.

The sedan body style was manufactured in Thailand and China and marketed only in Southeast Asia, Oceania, South America and the Carribean.

In Australia, the sedan was introduced along with the facelifted hatchback in May 2010, with the sedan version being offered in a single 'Maxx' grade. In February 2011, Mazda Australia had reverted to Japanese sourced production, which led to the discontinuation of the sedan being offered after just 9 months on-sale.


113 - 2007 - present - 1.3 L ZJ VEM I4 - 66 kW (89 hp) - 120 Nm (89 lb ft)
113 - 2007 - present - 1.3 L ZJ VE MZR I4 - 55 kW (74 hp) - 121 Nm (89 lb ft)
113 - 2007 - present - 1.3 L ZJ VE I4 - 64 kW (86 hp) - 124 Nm (91 lb ft)
113 - 2007 - present - 1.3 L ZJ VE MZR I4 - 63 kW (85 hp) - 122 Nm (90 lb ft)
115 - 2007 - present - 1.5 L ZY VE I4 - 76 kW (102 hp) - 140 Nm (103 lb ft)
115 - 2007 - present - 1.5 L ZY VE MZR I4 - 75 kW (101 hp) - 137 Nm (101 lb ft)


114d - 2007 - present - 1.4 L Y4 I4 turbo - 50 kW (67 hp) - 160 Nm (118 lb ft)
116d - 2009 - present - 1.6 L Y6 I4 turbo - 66 kW (89 hp) - 212 Nm (156 lb ft)


Transmission choices include a five speed manual, a four speed automatic, a CVT (only available in Japan and Hong Kong) or a CVT with a sport mode featuring seven simulated ratios and paddle shifters (only available in Japan).


A digital fuel gauge is a standard feature and stability control is available, except in Australia, where it is standard. There are three trim levels available for the new Austin 1 range: the Neo base model with air-conditioning and 15-inch steel wheels and the range-topping Genki model with side airbags, 16-inch alloy wheels and a sports body kit.

Range Rover Mk III

For 2007, many of the Range Rover's changes were mechanical or interior. However, the external C-pillar was given a glass facelift akin to that of the Range Rover Sport, marking a subtle and yet clear departure from the original BMW influenced design.

On the inside, the hidden folding cup holder that popped out of the end of the dashboard in previous models was replaced by a simpler and more durable in-console design with sliding covers (similar in concept, but higher quality, to those in the Range Rover Sport). The ignition switch was moved from the lower part of the centre console up to the dashboard, next to the steering wheel and the Range Rover received the Range Rover Sport / LR3's Terrain Response system as well as a redesigned four-wheel drive control panel.

The handbrake is now electronic. Additionally, the seats differ from the old style, resembling the new Range Rover Sports seat design. Heated seats are standard across the board, with newly available climate controlled front seats standard on all supercharged trims and HSE Luxury/Vogue, with three settings for cool air and hot air activated by round dials on both sides of the analog clock on the part of the center control stack, and the premium leather seats from the BMW era are no longer available, with new more premium quality leather in different grains for HSE/Vogue, SE/Vogue, HSE Luxury/ Vogue and all supercharged trims. The HVAC system was also updated with more vents and quieter operation. That, along with the acoustic laminated/heated windscreen lowers noise. An increase in interior storage is mainly attributed to the new split-dual glove box. And then in a return to original Range Rover styling, more wood inserts have been added to the doors and centre console. Midway through production of the 2007 model (around production date of January 2007) the style of the key was changed from the BMW design to Land Rover's "switchblade" type.

The BMW M57 diesel engine was replaced for 2007 with the TDV8 engine developed by Ford and Land Rover at Dagenham and Gaydon. The 3.6-litreAJD V8 32-valve twin turbo V8 engine develops 272 hp (203 kW), far more than the 177 hp (132 kW) of the previous engine and so is better capable to deal with the weighty vehicle. The maximum speed is 124 mph, whilst 0-60 mph was reduced to 8.6 seconds for a car with a kerb weight of 2.7 tons. Torque is a substantial 472 lb/ft (640Nm) at 2,000 rpm.

Other changes for 2007 include better brakes, revised suspension, and Land Rover's Terrain Response system. Supercharged Range Rovers have an electronic rear differential (optional on other models).

Austin 3 Mk III & Healey 3 GT Mk III

An additional trim level included the Healey GT with a 2.0 L engine, previously all GT hatchbacks had a 2.3 L engine and came only in GS or GT trims. Compared to the GX sedan, the GX hatchback has body-coloured door handles, and fog lamps. Options for the Sport GX include air conditioning, a convenience package containing power accessories and 15-inch alloys, and a rear trunk spoiler.

The GS sedan received standard 16-inch alloy wheels, previously only available with the moonroof option, while the GX had 15-inch alloy wheels added to the convenience package (which includes steering-wheel mounted audio controls, power windows, power locks, and remote entry). The GS hatchback now comes with factory-installed air conditioning. GT models received standard xenon headlights, previously part of the leather package.

In the U.S., the i Touring trim level was replaced by the i Touring Value model. This new model added a body-color front grille, fog lights and 17" alloy wheels, giving it a very similar appearance to the more expensive s models. The interior also received leather covered steering wheel and shift knob from the s model. Anti-lock brakes and side-impact airbags, previously optional, were now standard

Austin 5 Mk IV

The fourth generation Mazda6 based Austin 5 made its premiere at the 2007 London Motor Show in September.

The new Austin 5 is based on the Mazda GH chassis platform, a revised version of the GG chassis which Ford also still uses as their CD3 platform. Austin continues to provide three body styles, including 4-door saloon, 5-door hatchback and estate. A number of journalists have already praised its electrically assisted steering for being considerably improved compared to the previous generation, providing more feedback to the driver. The hatchback model even has a trunk space which beats the larger rival Ford Mondeo and Opel / Vauxhall Insignia (hatchback) by 200 liters with rear seats folded down.

This model of the Austin 5 was awarded 2010 Family ‘Car of the Year’ by ‘What Car?’magazine.

At the 2010 London Motor Show, Austin announced their new 2011 Austin 5.

The North American version was redesigned for the 2009 model year, with the wagon version being dropped there. It is a widened and lengthened version of the model sold elsewhere, with larger engines. Reviewers have noted its coupe-like roofline and sportier style. North American engine choices include a new 2.5-liter 4 cylinder and North American versions get the 3.7-liter V6 which is also available in the Austin Traveller 9. Motor Trend recorded a 0–60 mph acceleration time of 6.1 seconds for the Austin 5 V6.
In America, only a saloon model was available (In the Middle East, USDM Mazda 6 known as Mazda 6 Ultra is sold alongside the JDM Mazda 6). A GTi 5 variant was not offered. Despite the North American version's increase in dimensions, Austin maintains that the 5 retains the overall driving experience is still sportier than rivaling Honda Accords, Toyota Camrys, or Chevrolet Malibus. Early reviews have been favorable.

On March 3, 2011, around 50,000 Austin 5 vehicles from the 2009–10 model years were recalled in the United States, with another 15,000 in Canada, Mexico and Puerto Rico after it was found that Yellow Sack Spidersware building nests in the fuel line of the vehicles. The Austin 5 has two pipes coming from its gas tank, an extremely rare configuration. The amount of gasoline vapor in the fuel line is just strong enough to draw the spider in but not strong enough to kill it. On April 5, 2014, Austin reissued the same recall for spiders against all 2010–2012 Austin 5 vehicles with 2.5 liter engines.

Production for North American market would stay in Flat Rock despite Mazda transferring Mazda 6 production to Hofu, Japan, when Mazda ceded production at Flat Rock Assembly Plant.

The last Austin 5 rolled off the line at the Flat Rock Assembly Plant on Friday, August 24, 2012, with the Mazda owned company discontinuing production on American soil, effectively ending the 20 year joint-venture between Mazda and Ford. Mazda moved North American production of the Austin 5 and Mazda 6 back to the Hofu factory in Japan.



518 - 2007 - 2012 - 1.8 L MZR L8 I4 - 93 kW (125 hp) - 165 Nm (122 lb ft)
520 - 2007 - 2012 - 2.0 L MZR LF I4 - 92 kW (123 hp) - 165 Nm (122 lb ft)
525 - 2007 - 2012 - 2.5 L MZR L5 I4 - 127 kW (170 hp) - 226 Nm (167 lb ft)
GTi - 2007 - 2012 - 2.5 L PY VPS I4 turbo - 139 kW (187 hp) - 252 Nm (186 lb ft)
GTS - 2007 - 2012 - 3.7 L Duratec 37 V6 - 203 kW (272 hp) - 365 Nm (269 lb ft)


520d - 2007 - 2012 - 2.0 L MZR CD I4 - 89 kW (121 hp) - 320 Nm (236 lb ft)
522d - 2007 - 2012 - 2.2 L MZR CD I4 - 136 kW (182 hp) - 400 Nm (295 lb ft)


5 speed manual
5 speed FS5A EL automatic
6 speed G36M R manual
6 speed AWTF 80SC automatic
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Due to the 2008 Financial Crisis and heavy losses in their home market in the USA, Ford is forced to sell it’s Rover & MG brands to BMW and sell their Austin brand to Mazda. Ford keeps their highly profitable Land Rover brand.

Ford Motor









Rover Countryman 6 Mk 1 & MG Countryman 6 Mk I

The Rover Countryman 6 is a mid size luxury crossover SUV by German owned automaker Rover. The Countryman 6 was marketed as a sports activity Coupe (SAC) by Rover (BMW), referencing its sloping rear roof design. It combines the attributes of an SUV (high ground clearance, all-wheel drive and all-weather ability, large wheels and tires) with the stance of a coupé (styling featuring a sloping roof). It is built in BMW’s North American plant in Greer, South Carolina alongside the Countryman 5, whose platform it shares. Prior to the release of the Countryman 7, the 6 is considered a flagship SUV for Rover.

Design & Launch

R71 development began in 2003 under Peter Tuennermann, after the start of R70 Countryman 5 (X5) development in 2001. Design work by R71 Countryman 6 designer Pierre Leclercq was frozen in 2005, with test mules being run from the summer of 2005 and prototypes being tested from late 2006. Production began on December 3, 2007.

The Countryman 6 marks Rover’s (BMW's) first use of its new Dynamic Power Control system, which works in unison with Rx Drive all wheel drive, both being standard on the Countryman 6. DPC is a drivetrain and chassis control system that works to regulate traction and especially correct over- and understeer by actively spreading out drive forces across the rear axle. Torque is distributed not only between the front and rear wheels (Rx Drive) but also from side to side at the rear, for improved agility and added stability (through the DPC rear axle). This lateral distribution of torque is commonly known as torque vectoring.

The DPC differential features clutch packs on both output sides that are actuated by an electric motor. The clutch pack activates a planetary gearset which causes one wheel to be overdriven. A conventional control system will use the brakes to reduce the speed of the faster moving wheel (which is the one with less traction) and reduce engine power. This leads to increased brake wear and slower than optimal progress. The DPC system speeds up the slower moving wheel (the one with the most traction) in order to maintain stability when needed. For example; while turning, the outer wheel is overdriven to provide greater acceleration using the traction advantage through the dynamic loading of the outboard wheel in cornering. In an oversteer situation, the inner wheel is overdriven to regain traction balance.



The base model is the Countryman 6 Rx Drive 3.5i which is powered by the 225 kW version of the N54 3.0-litre twin-turbocharged inline six petrol engine. The top-of-the-line model is the Rx Drive 5.0i which uses the N63 V8 engine, producing 300 kW.

3.5i Rx Drive - 3.0 L N54 B30 I6- 225 kW (302 hp) - 400 Nm (295 lb ft)
3.5i Rx Drive - 3.0 L N55 B30 I6 - 225 kW (302 hp) - 400 Nm (295 lb ft)
5.0i Rx Drive - 4.4 L N63 B44 V8 - 300 kW (402 hp) - 600 Nm (443 lb ft)
MG Countryman 6 - 4.4 L S63 B44 V8 - 408 kW (547 hp) - 680 Nm (502 lb ft)


At launch, the Countryman 6 was available in many markets with two diesel variants: the Rx Drive 3.0d and Rx Drive 3.5d, respectively. They are powered by BMW's 3.0-litre turbo diesel engine (in its sequential twin-turbocharged variant for the Rx Drive 3.5d), and produces 235 PS (173 kW) in the Rx Drive 3.0d and 286 PS (210 kW) in the Rx Drive 3.5d version. The second of these power units formed the basis of BMW's diesel launch in all 50 states in late 2008.

By 2010, a new 4.0d was added to the range, replacing the 3.5d, and in 2012 a new high-performance MG 5.0d was added, but despite its nomenclature, is still powered by a 3.0-litre engine.

3.0d Rx Drive - 4.4 L M57 D30 TU2 I6 - 173 kW (232 hp) - 520 Nm (384 lb ft)
3.0d Rx Drive - 4.4 L N57 D30 OL I6 - 180 kW (241 hp) - 540 Nm (398 lb ft)
3.5d Rx Drive - 4.4 L M57 D30 TU2 I6 - 210 kW (282 hp) - 580 Nm (428 lb ft)
4.0d Rx Drive - 4.4 L N57 D30 TOP I6 - 225 kW (302 hp) - 600 Nm (443 lb ft)
MG 5.0d - 4.4 L N57 S I6 - 280 kW (375 hp) - 740 Nm (546 lb ft)

Healey 5 GT

The Healey GT 5 facelift was unveiled at the London Motor Show and and later at the 2009 Chicago Auto Show..

The Japanese model went on sale on December 9, 2008 at Mazda and Mazda Anfini dealers.

Major changes concern the restyled front which now incorporates elements from Mazda’s newer models like the larger grille and new head and fog lights. Further restyled elements include the side skirts, rear bumper and the tail lights. The soft-top GT and GT A models feature a mesh grille bordered by a chrome frame. The hardtop Roadster Coupe now features a mesh grille bordered by a chrome frame and chrome elements inside the headlamps and outer door handles.

The instrument panel gained darker features and redesigned graphics for the gauges. To create more leg space in the cabin, a protrusion from the door pockets was eliminated.

The 2.0 L; 122.0 cu in (1,999 cc) I4 engine was rated 125 kW (167 bhp) at 7,000 rpm and 190 N⋅m (140 lb⋅ft) at 5,000 rpm for the 5-speed manual transmission 118 kW (158 bhp) at 6,700 rpm with the fuel cut-off at 7,200 rpm and 190 N⋅m (140 lb⋅ft) at 5,000 rpm for the automatic transmission. Engine red line was raised by 500 rpm to 7,200 rpm in manual model and fuel cut at 7,500 rpm. The suspension and gearbox have been fine-tuned; with the latter offering smoother shifts and an automatic transmission will be introduced in Europe for the first time.

Austin 3 Mk IV & Healey 3 GT Mk IV

In development from 2004 and designed under Kunihiko Kurisu from early 2005 to August 2006, in November 2008 Mazda debuted the second-generation Mazda3 with restyled exterior. Two engines were offered in the US and Canadian markets, the 2.0 L petrol engine offered in the previous generation and a new 2.5 L inline four shared with the second-generation Austin 6. The C1 architecture, a collaboration of Ford, Mazda, and Volvo, is carried over from the previous generation though marginally wider, longer and lighter than the previous generation. The 2.3 L engine was replaced with a 2.5 L engine that produces 167 bhp (125 kW; 169 PS) and 167 lb⋅ft (226 N⋅m) of torque. In other markets, more engines are offered including a new 2.2 L turbo diesel engine. A 2010 Mazda3 with a 2.5 L engine and 6-speed manual transmission accelerates from 0-60 mph (97 km/h) in 7.4 seconds and completes the quarter mile in 15.7 seconds at 87 mph (140 km/h).

Mazda unveiled the 2010 Austin 3 saloon at the LA Auto Show on 19 November 2008. The new Mazda3 is slightly larger than the older Austin 3 and is available in "i" and "s" versions. The Healey 3 GT is powered by a 148 bhp (110 kW) 2.0 L engine while the GT-S is powered by a 167 bhp (125 kW) 2.5 L engine adapted from the Austin 6 Both engines are also available in PZEV versions in the US, the 2.0 L producing 144 bhp (107 kW) and the 2.5 L producing 165 bhp (123 kW). The Healey 3’s GT’s trim level adds leather seats, power driver's seat, rain-sensing windshield wipers, dual-zone automatic climate control, and steerable active bi xenon headlights as standard equipment. The hatchback was unveiled a few weeks after the saloon at the Bologna Motor Show.

The European model includes a stop start system with the 2.0L DISI engine with an estimated increased fuel economy in city cycle by roughly 12%.



316 - 1.6 L DOHC I4 - 82 kW (109 hp) - 140 Nm (103 lb ft)
320 - 2.0 L DOHC w/AT I4 - 110 kW (148 hp) - 187 Nm (132 lb ft)
320 - 2.0 L DISI DOHC w/i-stop I4 - 111 kW (149 hp) - 191 Nm (141 lb ft)
320i - 2.0 L I4 - 112 kW (150 hp) - 183 Nm (135 lb ft)
320 - 2.0 L SKYACTIC-G I4 - 117 kW (157 hp) - 201 Nm (148 lb ft)
320i - 2.0 L PZEV I4 - 109 kW (146 hp) - 179 Nm (132 lb ft)
325 - 2.5 L I4 - 126 kW (169 hp) - 228 Nm (168 lb ft)
325 - 2.5 L PZEV I4 - 125 kW (167 hp) - 226 Nm (167 lb ft)
Healey GT - 2.3 L MPS DOHC DISI I4 turbo - 191 kW (256 hp) - 380 Nm (280 lb ft)
Healey GTA - 2.3 L I4 turbo - 199 kW (267 hp) - 380 Nm (280 lb ft)


316d - 1.6 L SOHC 8v I4 - 85 kW (114 hp) - 270 Nm (199 lb ft)
322d - 2.2 L DOHC I4 - 110 kW (148 hp) - 360 Nm (266 lb ft)
322d - 2.2 L DOHC I4 - 136 kW (182 hp) - 400 Nm (295 lb ft)

Healey GT 8

In November 2008, Mazda, now Healey’s owners, improved the GT 8 body rigidity through the addition of structural reinforcements, by adding a trapezoidal shock tower brace and enhancing the local rigidity of the front suspension tower areas. The rear suspension geometry was revised for better handling, and the final-drive-gear ratio on manual transmission cars was shortened from 4.444 to 4.777 for improved off-the-line performance. While minimal, these changes gave the updated GT 8 increased acceleration and performance. Mazda engineers claimed that the 2nd generation GT 8 was (slightly) faster than the previous generation due to the lower gearing and improved suspension.


Rover Countryman 1 Mk I

The Rover R84 BMW X1 based Countryman 1 is a sub compact luxury SUV and was produced from 2009 to 2015. It is the first generation model of the Rover Countryman 1 range, and was replaced by the R48 Rover Countryman 1 Mk II in mid-2015

Development & Launch

Development of the vehicle started in 2006 as petrol prices were going up, BMW and thus Rover identified the need for a smaller and more efficient model in its SUV line-up. As a result, it was reported that BMW has shortened the development and pre-production time by 40 percent compared to previous X & Countryman Series models.
The project director of the Countryman 1, Peter Kist commented that "never before has BMW produced a model that is meant for such a wide customer range." He pointed out it is suitable for young people and older people, and as Countryman 1 is the first Rover Countryman Series to be available in the Rs Drive trim (two-wheel drive), it is suitable for customers who do not need off-road capability.

The R84 Countryman 1 was revealed in a near-production prototype called the Concept X1 that was revealed at the London Motor Show in October 2008.
The final production version of the Countryman 1 is based on the same platform used in the R90 400 Series and both have the same 2,760 mm (108.7 in) wheelbase. The platform is also used in the Zinoro Z1, which is an all-electric crossover based on the Countryman 1, with a rear-mounted 125 kW (168 hp) electric motor that produces 250 N⋅m (184 lb⋅ft) of torque.

The Countryman 1 is available in rear-wheel drive (marketed as Rs Drive), and all-wheel drive (Rx Drive) variants with a 40/60 rear-bias


The Countryman 1 offers 420 L (14.8 cu ft) of cargo volume. The rear seats can be folded in a 40:20:40 split and increases the storage space to 1,350 L (47.7 cu ft). Standard equipment includes dual control climate controll, parking sensors, 17-inch alloy wheels, and regenerative braking. From 2012, the Countryman 1 is also offered in Rx Line, Sport, and MG Sport trims.
Rx Drive 2.5i and 3.5i models are only available with a 6-speed automatic transmission. The rest of the model range receives a 6-speed manual transmission and all models (except the Rs Drive 2.0d EfficientDynamics) are optionally available with an automatic transmission. 1.8i and 2.3d models receive a 6-speed automatic, while 2.0i, 1.6d, and 2.5d models are available with an 8-speed automatic.
2.8i, 1.8d, and 2.0d models featured a 6-speed automatic until 2011, before being replaced by an 8-speed transmission.



1.6i Rs Drive - 2010 - 2015 - 1.6 L N20 B16 I4 turbo - 105 kW (143 hp) - 220 Nm (162 lb ft)
1.8i Rs Drive - 2010 - 2015 - 2.0 L N46 B20 I4 turbo - 110 kW (148 hp) - 200 Nm (148 lb ft)
2.0i Rs Drive - 2010 - 2015 - 2.0 L N20 B20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
2.5i Rx Drive - 2010 - 2011 - 3.0 L N52 B30 I6 turbo - 160 kW (215 hp) - 280 Nm (207 lb ft)
2.8i Rs Drive - 2011 - 2015 - 2.0 l N20 B20 I4 turbo - 180 kW (241 hp) - 350 Nm (258 lb ft)
2.8i Rx Drive - 2009 - 2010 - 3.0 L N52 B30 I6 turbo - 190 kW (255 hp) - 310 Nm (229 lb ft)
2.8i Rx Drive - 2011 - 2015 - 2.0 L N20 B20 I4 turbo - 180 (241 hp) - 350 Nm (258 lb ft)
3.5i Rx Drive - 2013 - 2015 - 3.0 L N55 B30 I6 turbo - 224 kW (300 hp) - 407 Nm (300 lb ft)


1.6d Rs Drive - 2012 - 2015 - 2.0 L N47 D20 I4 turbo - 85 kW (114 hp) - 260 Nm (192 lb ft)
1.8d Rs Drive - 2009 - 2015 - 2.0 L N47 D20 I4 turbo - 105 kW (141 hp) - 320 Nm (236 lb ft)
2.0d Rs Drive - 2009 - 2012 - 2.0 L N47 D20 I4 turbo - 130 kW (174 hp) - 350 Nm (258 lb ft)
2.0d Rs Drive - 2013 - 2015 - 2.0 L N47 D20 I4 turbo - 135 kW (181 hp) - 380 Nm (280 lb ft)
2.3d Rx Drive - 2009 - 2012 - 2.0 L N47 D20 I6 twin turbo - 150 kW (201 hp) - 400 Nm (295 lb ft)
2.5 Rx Drive - 2012 -2015 - 2.0 L N47 D20 I6 twin turbo - 160 kW (215 hp) - 450 Nm (332 lb ft)


The MG F (R89) is the third generation of the MG Series based BMW Z range of two-door roadsters and was produced from 2009 to 2016. The R89 replaced the R85 / R86 and is the fourth model in the BMW Z Series.

The R89 MG F was the first MG Series model to use a retractable hard top roof, which meant that there were no longer separate roadster and coupé versions of the car. There was no GT model for the R89 generation.

The MG F (R89) was succeeded by the MG G (R29) in 2018.

Development & Launch

The R89 was the first Rover (BMW) automobile to be completely designed by two female designers — Juliane Blasi (exterior) and Nadya Arnaout (interior) — in 2006.
The MG F (R89) was officially announced on 13 December 2008 and was unveiled at the 2009 International Auto Showin Detroit, alongside the Mini convertible. The MG F (R89) was then launched in markets inMay 2009.

Like its predecessor the MG F was produced in the Spartanburg plant in the United States, the R89 was produced in the BMW's Spartanburg plant alongside the R93 400 Series.


The R89 MG F was offered with the base level Rs Drive or optional M Sport trim. The M Sport trim included 18-inch alloy wheels, leather upholstery, sports seats, redesigned front and rear bumpers, sports steering wheel and sports suspension. An optional Design Pure Impulse package was also offered, having colour matching Alcantara or Nappa leather, and BMW Individual anthracite roof lining.

The 2013 facelift also introduced the Design Pure Traction and Pure Fusion Design package, which had the choice of the exclusive Valencia Orange and Sparkling Brown metallic paintwork respectively (alongside regular colours), and colour matching interior design elements. The Design Pure Traction package also featured a black hardtop roof.


The R89 MG F came standard with BMW Efficient Dynamics technologies, such as regenerative braking and electric power steering. Models also feature an electric parking brake, engine start / stop system, directional headlamps, and a driving mode selector with Comfort, Sport, and Sport+ modes which adjust throttle and gearbox behaviour, power steering weighting, and the adjustable dampers (with the optional 'Electronic Damper Control'). The models could also be ordered with the Ri Drive infotainment system with BMW Connected services and keyless entry.


1.8i Rs Drive - 2013 - 2018 - 2.0 L N20 I4 turbo - 115 kW (154 hp) - 240 Nm (177 lb ft)
2.0i Rs Drive - 2011 - 2016 - 2.0 L N20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
2.3i Rs Drive - 2009 - 2011 - 2.5 L N52 I6 - 150 kW (201 hp) - 250 Nm (184 lb ft)
2.8i Rs Drive - 2011 - 2016 - 2.0 l N20 I4 - 180 kW (241 hp) - 350 Nm (258 lb ft)
3.0i Rs Drive - 2009 - 2011 - 3.0 L N52 I6 - 190 kW (255 hp) - 310 Nm (229 lb ft)
3.5i Rs Drive - 2009 - 2016 - 3.0 l N54 I6 twin turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
3.5is Rs Drive - 2010 - 2016 - 3.0 L N54 I6 twin turbo - 250 kW (335 hp) - 500 Nm (369 lb ft)


6-speed manual Getrag GS6-17BG (MG F 1.8i / 2.0i / 2.3i / 2.8i / 3.0i)
6-speed manual Getrag GS6-53BZ (MG F 3.5i)
6-speed automatic ZF 6HP 29 (MG F 2.3i / 3.0i)
8-speed automatic ZF 8HP 45 (MG F 1.8i / 2.0i / 2.8i)
7-speed dual clutch Getrag GS7-D36SG (MG F 3.5i / 3.5is)

Austin 3 Mk III & Healey 3 Mk III

Initial news reports indicated the 2009 model year would receive a minor facelift by the end of the year with exterior design modifications that included chrome door handles, a new roof spoiler, expanded use of black moldings on the rear bumper, and new alloy-wheel options. This turned out to not occur in the US or Canadian market. The 2009 model year was only a few months long as production ceased in November 2008.

Healey GT 8

The Renesis II engine iteration that was launched in the 2009 model year included a third oil injection port in each rotor housing to feed oil to the middle of the rotor facing, making this their first all-new EMOP (Electric Metering Oil Pump) with a total of 6 lubrication injectors, plus an all-new engine oil pump with higher pressure rating that requires specific oil filter rated for the higher pressure. New catalytic converter was used to reduce clogging that resulted in over heating exhaust stream forward of the catalytic converter and eventual rotor side seal failure, which was responsible for majority of RX-8 engine failures. Ignition coil packs, which suffer reduced performance over time and leads to unburnt fuel and oil that eventually clogs the catalytic converter, were not upgraded from series 1 RX-8. Due to higher usage cycle that is two to three times higher in Wankel compared to Otto cycle, ignition coil packs on RX-8 can degrade much sooner than Piston engines using similar hardware, and cause unburnt fuel to reach the catalytic converter, clogging it and cause engine overheating leading to side seal springs failure.

The updated GT 8 also received design enhancements that were meant to freshen the styling and give the GT 8 a new look, without impairing the basic design theme. Refinements for the 2009 model year included a more aggressive restyled front and rear bumper as well as a new front fascia. The updated GT 8 also came with sporty, high-quality finish front and rear headlamps as well as larger exhaust pipes (now measuring 90 mm (3.5 in) across). The 2009 GT 8 also offered a new five-spoke wheel design featuring a symbolic and sporty design reminiscent of the rotary engine, with different arrangements for each wheel size. A rear spoiler was also added dependent on the trim level selected. There were three trims available to consumers from 2009 to 2012: GT A, GT B and GT S.


Rover Countryman 3 Mk II

The R25 is the second generation of Rover Countryman 3. The vehicle was unveiled in 2010 at the London Motor Show. For this generation, production moved from Castle Bromwich in Austria to the BMW’s US plant in Greer, South Carolina. Production started on 1 September 2010,and ended in August 2017.

Dimensions-wise, the R25-based Countryman 3 is almost as large as the original R53 Countryman 5 At launch, all models use all wheel drive, badged as Rx Drive. Transmission choices are a six-speed manual or eight-speed ZF 8HP automatic transmission. The emission standard for all engines was Euro 5. A rear-wheel drive only model called Rs Drive was added to the range in some markets in 2012

UK models went on sale on 18 November 2010. Early UK models included the Rx Drive 2.0d).Rx Drive 3.0d was added in April 2011. Rx Drive 3.5d was added from September 2011. The Rs Drive 1.8d was added on the 20th August 2012. From Spring 2013, the latest generation of BMW Professional Navigation System became available.
US models arrived in US BMW (Rover) Centers by the end of 2010 as 2011 model year vehicles. Early US models included Rx Drive 2.8i, Rx Drive 3.5i. In 2013 model year (produced in April 2012 and delivered in May 2012), a turbo four cylinder Rx Drive 2.8i was introduced as replacement for the inline six Rx Drive 2.8i, with new features such as standard Auto Start/Stop, Driving Dynamics Control with ECO PRO, New Driver Assistance Package (includes Lane Departure Warning). All US market vehicles come with an 8-speed automatic transmission.

For 2011, the R25 Countryman 3 is available in the US, only with a 3.0-liter inline six-cylinder gasoline engine either normally aspirated or with a twin-scroll turbocharger.
In 2012, the R25 Countryman 3 Rx Drive 2.8i model's 3.0L naturally aspired inline six-cylinder gasoline engine was replaced by the 2.0L TwinPower twin-scroll, single-turbo inline four-cylinder gasoline engine that was first introduced on the Rover 400 Series (R30), the BMW N20, more specifically coded N20B20O0. A rear-wheel-drive Rs Drive 2.8i model joined the Countryman 3 model lineup, marking the first non-Rx Drive Rover SAV to ever be sold in the United States.

In 2013, the R25 Countryman 3 Rx Drive 2.8d model joined the Countryman 3 lineup, powered by a 2.0L turbocharged inline four-cylinder diesel engine, again first introduced on the Rover 400 Series ((R30). As of 2017, the Rx Drive.2.8d model of the R25 Countryman 3 is no longer available for sale in the United States.
In 2014 for the 2015 model year, the R25 received an LCI (Life Cycle Impulse) facelift. Changes include new modified twin circular headlights (optional LED headlamps), redesigned kidney grille, new front, and rear bumpers, and exterior mirrors with integrated turn signal indicators; a centre console with the optional automatic climate control system in high-gloss black-panel look, new cup holders with a sliding cover for the centre console, new exterior colours, upholstery designs, interior trim strips, and light-alloy wheels; new xLine equipment package, optional Smart Opener for the automatic tailgate and storage packages.

The vehicle was unveiled in the 84th Geneva International Motor Show 2014, followed by the 114th New York International Auto Show 2014 (Rx Drive 2.8d).



2.0i Rx Drive - 2012 - 2014 - 2.0 L N20 B20 UO I6 twin turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
2.8i Rx Drive - 2011 - 2014 - 3.0 L N52 B30 I6 - 179 kW (240 hp) - 300 Nm (221 lb ft)
2.8i Rx Drive - 2012 - 2014 - 2.0 L N20 B20 O0 I4 twin turbo - 180 kW (242 hp) - 350 Nm (259 lb ft)
3.5i Rx Drive - 2011 - 2014 - 3.0 L N55 B30 MO I6 twin turbo - 225 kW(302 hp) - 400 Nm (295 lb ft)
2.0i Rs Drive - 2014 - 2017 - 2.0 L N20 B20 UO I4 twin turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
2.0i Rx Drive - 2014 - 2017 - 2.0 L N20 B20 UO I4 twin turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
2.8i Rx Drive - 2014 - 2017 - 2.0 L N20 B20 UO I4 twin turbo - 180 kW (242 hp) - 350 Nm (258 lb ft)
3.5i Rx Drive - 2014 - 2017 - 3.0 L N55 B30 MO I6 twin turbo - 225 kW (302 hp) at 5,800 - 6,400 rpm - 400 Nm (295 lb ft)


1.8d Rs Drive - 2012 - 2.0 L N47 D20 I4 turbo - 105 kW (141 hp) - 360 Nm (266 lb ft)
2.0d Rx Drive - 2011 - 2.0 L N47 D20 I4 turbo - 135 kW (181 hp) - 380 Nm (280 lb ft)
3.0d Rx Drive - 2011 - 3.0 L N57 D30 O1 I6 turbo - 190 kW : 258 PS (254 hp) - 560 Nm (413 lb ft)
3.5d Rx Drive - 2011 - 3.0 L N57 D30 T1 I6 twin turbo - 230 kW (309 hp) - 630 Nm (465 lb ft)
1.8d Rs Drive - 2015 - 2017 - 2.0 L B47 D30 I4 turbo - 110 kW (148 hp) - 360 Nm (266 lb ft)
2.0d Rx Drive - 2015 - 2017 - 2.0 L B47 D20 I4 turbo - 140 kW (187 hp) - 400 Nm (295 lb ft)
2.8d Rx Drive - 2015 - 2017 - 2.0 L N47 D20 I4 turbo - 134 kW (180 hp) - 560 Nm (413 lb ft)
3.0d Rx Drive - 2015 - 2017 - 3.0 L N57 D30 OL I6 turbo - 190 kW (254 hp) - 560 Nm (413 lb ft)
3.5d Rx Drive - 2015 - 2017 - 3.0 L N57 D30 OL I6 twin turbo- 230 kW (309 hp) - 630 Nm (465 lb ft)

Range Rover Mk III

For the 2010 model year refresh, the Range Rover received an updated exterior grille, a multi camera vision system, front bumper with newly repositioned fog lights lower in the bumper, LED accented bi-xenon headlights/LED tail/brake lights with front and rear amber LED turn signals with a three bar design, optional blind spot assist and adaptive auto high beam headlights which are now part of the new for 2010 vision assist package optional on the HSE and HSE with the luxury package, standard on all supercharged trims. Two new petrol engines (5.0 naturally aspirated V8 and 5.0 supercharged V8), and new features. It was unveiled at the 2009 New York Auto Show.

The interior of the Range Rover was given a minor facelift, consisting mainly of redesigned and repositioned switchgear (which saw many of the originally BMW era designed items updated or replaced), along with new options never before available for Range Rover like the addition of push button engine start/stop . The 2010 Range Rover also gained new visual display units as also seen in the new for 2010 Jaguar (X351). This change consisted of a 12-inch TFT LCD virtual instrument panel, which replaces the conventional cluster design — instead 'virtual' gauges are displayed where physical analog gauges were previously. This allows various sets of information to be displayed as required — for example navigation and map information can be displayed instead of engine readouts, whilst when one of the off-road driving modes is selected on the Terrain Response system the 'gauges' are reorganised to provide space to display the schematic of the vehicle's suspension, steering and transmission systems. The other display unit is fitted to the centre console and uses a bi-directional screen to show different images depending on viewing angle (may not be available in the US). This allows navigational information to be displayed to the driver, whilst someone in the front passenger seat can use the same screen to use the onboard DVD player at the same time, for example. This system also contains a state-of-the-art multi-camera system from Valeo Vision Systems in Ireland, which allows the driver to see around the vehicle during manoeuvers and which contains multiple overlays and views

MG 6

The R10 MG 6 was unveiled at the London Motor Show and sales began in November 2011. It is powered by a twin-turbocharged V8 engine, making it the first turbocharged M5 model. The gearbox in most markets is a 7-speed Getrag (now Magna) 7DCI600 dual clutch transmission marking the first time an MG 6 has used a dual-clutch automatic transmission. A traditional 6-speed manual transmission was also available in the United States.

The BMW S63 B44TÜ engine is an upgraded version of the 4.4 L (269 cu in) twin-turbocharged V8 first introduced in the 2010 E70 X5 M, generating a maximum power output of 412 kW (560 PS; 553 hp) at 6,000–7,000 rpm and 680 N⋅m (502 lb⋅ft) at 1,500–5,750 rpm. This results in an official 0 to 100 km/h (62 mph) acceleration time of 4.4 seconds and top speed (with the optional M Driver's Package fitted) of 305 km/h (190 mph). The F10 M5 has a reported Nürburgring lap time of 7:55.

An Active M-Differential provides torque vectoring between the rear wheels, which are 19-inches in standard trim. Optional 20-inch wheels are fitted with 265/35/20 front and 295/30/20 rear Michelin Pilot Super Sport tyres. Standard brakes are 6-piston front calipers with carbon ceramic brakes optional. The R10 MG 6 weighs 1,945 kg (4,288 lb), which is 90 kg (198 lb) more than its predecessor. The R10 MG 6 was praised for its improved gearbox and fuel economy; however, the engine sound, steering feel and increased weight were criticised.

The MG 6 was produced alongside regular 600 Series models at the Rover’s Castle Bromwich in the UK. Production ended in October 2016.
From 2014, the MG 6 Competition Package was introduced. The Competition Package increases peak engine power to 423 kW (575 PS; 567 hp) and has a revised suspension setup (bushings, springs, dampers, anti-roll bars) which lowers the car 10 mm (0.4 in). In 2015, the power output of the M5's Competition Package was raised to 441 kW (600 PS; 591 hp) and 700 N⋅m (516 lb⋅ft)


Range Rover Evoque Mk I

The Range Rover Evoque is a series of subcompact luxury crossover SUVs produced by the British manufacturer Land Rover, a subsidiary of Ford Motor Company, under their Land Rover marque. The original Evoque was a development of the Land Rover LRX concept vehicle, which was unveiled at the North American International Auto Show in January 2008. The first generation Evoque was produced from July 2011 until 2018 in three- and five-door versions, with both two-wheel and four-wheel drive. The second generation car started production in 2018 by Range Rover.


The size of the LRX concept vehicle complemented a wide array of efficiency-improving technologies in the form of Land Rover's e_Terrain technologies. These included biofuel compatibility, lightweight construction materials, and technologies such as the removable carbon composite roof panels, regenerative brakes, a stop-start system, and the ERAD (electric rear axle drive) parallel hybrid powertrain system.

The ERAD system could propel the LRX to speeds up to 20 mph (32 km/h) before the engine was started by an integrated starter generator as part of the stop-start system. ERAD was designed to reduce CO2 emissions by an average of 20% under the NEDC test cycle and was expected to offer another 10% reduction in extra-urban driving situations while also optimising the off-road ability of the vehicle. Land Rover aimed to achieve 120 g/km CO

2 emissions and fuel economy of 60 mpg (4.7 L/100 km; 50 mpg) on the European combined cycle with an efficient 2.2-litre turbo diesel engine. The engine would become the only four cylinder vehicle in the Range Rover lineup.

The Terrain Response system also included offering sport and eco modes in addition to the existing grass, gravel, snow, and sand modes. Typical Land Rover design traits aimed at improving off-road performance included a prominent driving position, hill descent control, and useful approach and departure angles. A Land Rover first was an air intake system integrated into the roof that offered exceptional wading capabilities, though this feature did not make it to the production model. Land Rover's Range Rover styling was visually apparent in the form of the clamshell bonnet, the 'floating' roof, dual-pocket headlamps, and raked roof line.

Interior design improvements were another main focus of the LRX concept, though the interior of the production Evoque changed significantly from the concept LRX. Notable interior features in the LRX included ambient interior lighting that changed according to Terrain Response settings, and vehicle data that were presented to the driver through a 'floating' three-dimensional LCD display. An aluminium centre console with an iPhone docking station stretched the length of the cabin, separating the four seats and the tailgate. Seats with open frameworks were used to give the impression of an airy interior, while also creating useful under-seat and under-floor stowage areas. Electric motors folded the rear seats forward, providing enough room for two mountain bikes to be fitted upright, with front wheels removed and stored in dedicated slots in the floor


The Evoque uses unibody rather than body on frame construction with a kerb weight of 1,670 kg (3,680 lb) and an aluminium bonnet and roof, as well as a composite one-piece tailgate.

The Evoque comes in 12 different body colours with three optional contrasting roof colours and five optional wheel choices, though Land Rover offers a "designers choice" of predetermined combinations on most models. The Dynamic model incorporates more aggressive bodywork including a different front fascia and lowered suspension. The Evoque can be equipped with five exterior cameras


Three engine options were originally available for the Evoque: two 2.2-litre turbo diesels producing either 150 PS (110 kW; 148 bhp), or 190 PS (140 kW; 187 bhp), and a 2-litre 240 PS (177 kW; 237 bhp) turbocharged petrol engine.

Land Rover revealed the Evoque with a 9-speed automatic transmission during the Geneva Motor Show. This new automatic transmission is developed by ZF Friedrichshafen. In addition, the 9-speed automatic transmission's first gear is specially designed for off-road conditions, towing, and adverse on road conditions. Further, the first gear of a 9-speed automatic transmission is much lower than the first gear of a six-speed automatic. Land Rover did not reveal any further technical details about the new automatic transmission.

Land Rover has since developed their own branded Ingenium engine to adhere to EU6 emissions regulations. Three 2-litre variants are available: eD4 150 PS (110 kW; 148 bhp) turbo diesel two- wheel drive manual gearbox, or TD4 180 PS (132 kW; 178 bhp) permanent four-wheel drive 9-speed automatic, and a 2-litre Si4 240 PS (177 kW; 237 bhp) turbocharged petrol permanent four-wheel drive 9-speed automatic.

The manufacturer's fuel-economy estimates for the 2.2-litre diesel engine with manual transmission are 47.1 miles per imperial gallon (6.00 L/100 km; 39.2 mpg) urban and 56.5 miles per imperial gallon (5.00 L/100 km; 47.0 mpg) combined, with CO2 emissions of 133 g/km.

For the 2.0-litre petrol engine with automatic transmission, the figures are 23.7 miles per imperial gallon (11.9 L/100 km; 19.7 mpg) urban and 32.5 miles per imperial gallon (8.7 L/100 km; 27.1 mpg) combined, with 199 g/km CO

United States Environmental Protection Agency fuel-economy estimates have been stated as being 19 miles per US gallon (12 L/100 km; 23 mpg) in the city and 28 miles per US gallon (8.4 L/100 km; 34 mpg) on highways for the 2-litre petrol version.

Off road

The Evoque has 215 mm (8.5 in) of ground clearance, 25° approach and 33° departure angles, and a 500 mm (19.7 in) wading depth.

The Evoque was equipped with either two-wheel drive or a generation IV Haldex permanent four wheel drive system until the 2014 model year update when the Haldex system was replaced by two optional All-Wheel Drive Systems (Standard Driveline or Active Driveline) by GKN Driveline. The Evoque also comes standard with Land Rover's latest version of Terrain Response, which maximises traction in a variety of conditions by altering throttle response, power distribution, and suspension settings. The Terrain Response system also includes electronic stability control, roll stability control, traction control, and an optional hill descent control that automatically applies braking to control speed when moving down an incline.

A third-generation MagneRide suspension system is also available, which works by magnetising iron particles inside the suspension fluid to quickly adapt shock absorber firmness to road changes


Standard equipment includes accent lighting located throughout the interior, push button start and a 5–inch driver's information display.

Options include a panoramic fixed sunroof; heated seating, steering wheel, and windscreen wipers; and an 8–inch touch screen entertainment system that can display separate images to both the driver and front passenger.

There are 12 interior colour choices, various wood and metal trims and three optional contrasting roof treatments.


On 11 March 2009, the British government announced a £27 million grant to Land Rover to produce an all-new model, subject to the conditions that the Evoque would be manufactured at its Halewood Body & Assembly facility in Liverpool.

Production of the Evoque started on 4 July 2011, at Land Rover's Halewood manufacturing plant in Liverpool, with the first customer deliveries in September. The Evoque platform, named LR-MS, is loosely based on the Ford EUCD platform (which was used on the company's Freelander 2) but 90% of its parts were redesigned.
The British Motor Industry Heritage Trust was given the first vehicle off the line to add to their collection, held at the Heritage Motor Centre in Gaydon, but Land Rover ambassador Zara Phillips became the first person to take delivery of a new Range Rover Evoque


Prior to going on sale in September 2011, Land Rover had 18,000 pre-orders for the Evoque. By July 2012, a year after production began, the company had sold 80,000 units. Land Rover later revealed that they had sold nearly 90,000 units.

Since its launch the Evoque has received acclaim from the automotive press including several "best of" awards. The popular British car show Top Gear, viewed the Evoque as the softening of the Land Rover image, though Top Gear were impressed with the Evoque's off-road capabilities. Motor Trend contends that the Evoque is the necessary evolution of the Land Rover brand to stay competitive in a more environmentally conscious marketplace.

The Evoque has been awarded several national and international awards including:

2012 North American Truck of the Year
2012 World Design Car of the Year, part of the World Car of the Year awards
2012 Women's Overall World Car of The Year and Women's Top World Luxury Car of the Year
2012 Best of the Best/Truck by AutoWeek magazine
2012 SUV of the Year by Motor Trend in 2011
2011 Auto Express Car of the Year
2011 Car of the Year by Top Gear, "SUV of the Year 2011" and "Jeremy's Car of the Year".
2010 Best production car by Car Design News in 2010

Criticism has been made of the Evoque's voice interface and the entertainment system's touchscreen.

MG 1 & MG 1 GT

The second generation of the BMW based MG 1 Series consists of the R20 (5-door hatchback) and R21 (3-door hatchback) subcompact cars. The R20 / R21 generation was produced from 2011 to 2019 and is often collectively referred to as the R20.

For the second generation of MG 1 Series, the coupé and convertible models marketed separately using the new MG 2 Series nameplate.

The R20 / R21 was initially powered by inline-four petrol, inline four diesel and inline six petrol engines. In 2015, inline three petrol and diesel engines were added to the model range. All engines are turbocharged.

Unlike most hatchback competitors, the R20 / R21 uses a rear wheel drive (rather than front-wheel drive) for most models. The R20 / R21 is the first 1 Series to offer an optional all wheel drive Rx Drive by Rover (called "xdrive by BMW).

In July 2019, the MG 1 Series R40 began production as the successor to the R20.


Like its R87 predecessor, the R20 / R21 uses aluminum multi-link suspension.


Available equipment includes satellite navigation with an 8.8 inch screen, Ri Drive, LED headlights and digital radio.
The interior and exterior trim is either Sport Line, Urban Line or MG Line. These trim packages differ by alloy wheels, kidney grille and other appearance-related features.
In November 2015, the optional Automatic parking (called "Parking Assistant", where the car steers itself to parallel park) was upgraded.

Body Styles

The R20 five-door hatchback was the first of the R20 / R21 body styles to be released. It was unveiled in 2011 at the London Motor Show and then the Auto Guangzhou motor show.

Early models included the 116i, 118i, 116d, 118d, 120d. In 2012, the 125i, 125d and 116d Efficient Dynamics Edition models were introduced. In July 2012, the 114i and GT 135i were introduced, followed by optional all-wheel drive (Rx Drive) for the 120d and GT 135i models. After the introduction of the face lift (LCI) models in 2015, the M140i replaced the GT 135i, which upgraded the engine to the BMW B58 and included various cosmetic changes.

The three door hatch was unveiled at the 2012 London Motor Show. The exterior styling was overseen by Nicolas Huet.

The launch models consisted of the petrol-engined 114i, 116i, 125i and M135i models, and the diesel-engined 114d, 116d, 116d Efficient Dynamics Edition, 118d and 125d models. The inline-six GT 135i model was unveiled in the 3-door body style at the 2012 Geneva International Motor Show. From 2016, the GT 140i replaced the GT 135i, with the same engine and options as R20.



114i - 2012 - 2015 - 1.6 L N13 I4 - 75 kW (101 hp) - 180 Nm (133 lb ft)
116i - 2012 - 2015 - 1.6 L N13 I4 - 100 kW (134 hp) - 220 Nm (162 lb ft)
116i - 2015 - 2019 - 1.5 L B38 I3 - 80 kW (107 hp) - 180 Nm (133 lb ft)
118i - 2012 - 2015 - 1.6 L N13 I4 - 125 kW (168 hp) - 250 Nm (184 lb ft)
118i - 2015 - 2019 - 1.5 L B38 I3 - 100 kW (134 hp) - 220 Nm (162 lb ft)
120i - 2012 - 2015 - 1.6 L N13 I4 - 130 kW (174 hp) - 250 Nm (184 lb ft)
120i - 2016 - 2019 - 2.0 L B48 I4 - 135 kW (181 hp) - 290 Nm (214 lb ft)
125i - 2012 - 2015 - 2.0 L N20 I4 - 160 kW (164 hp) - 310 Nm (229 lnb ft)
125i - 2016 - 2019 - 2.0 L B48 I4 - 165 kW (221 hp) - 310 Nm (229 lb ft)
GT 135i - 2012 - 2015 - 3.0 L N55 I6 - 235 kW (315 hp) - 450 Nm (332 lb ft)
GT 135i - 2015 - 2016 - 3.0 L N55 I6 - 240 kW (322 hp) - 450 Nm (332 lb ft)
GT 140i - 2016 - 2019 - 3.0L B58 I6 - 250 kW (335 hp) - 500 Nm (369 lb ft)


114d - 2012 - 2015 - 1.6 L N47 I4 - 70 kW (94 hp) - 235 Nm (173 lb ft)
114d - 2015 - 2019 - 1.5 L B37 I3 - 71 kW (95 hp) - 240 Nm (177 lb ft)
116d - 2011 -2012 - 2.0 L N47 I4 - 85 kW (114 hp) - 260 Nm (192 lb ft)
116d - 2012 - 2015 - 1.6 L N47 I4 - 85 kW (114 hp) - 260 Nm (192 lb ft)
116d - 2015 - 2019 - 1.5 L B37 I3 - 85 kW (114 hp) - 270 Nm (199 lb ft)
118d - 2011 - 2015 - 2.0 L N47 I4 - 105 kW (141 hp) - 320 Nm (236 lb ft)
118d - 2015 - 2019 - 2.0 L B47 I4 - 112 kW (150 hp) - 350 Nm (258 lb ft)
120d - 2011 - 2015 - 2.0 L N47 I4 - 135 kW (181 hp) - 380 Nm (280 lb ft)
120d - 2015 - 2019 - 2.0 L B57 I4 - 140 kW (188 hp) - 400 Nm (295 lb ft)
125d - 2012 - 2015 - 2.0 L N47 I4 - 160 kW (215 hp) - 450 Nm (332 lb ft)
125d - 2015 - 2019 - 2.0 L B47 I4 - 165 kW (221 hp) - 450 Nm (332 lb ft)


Available transmission were:

6-speed manual (Getrag GS6-17 in most models, ZF GS6-45BZ in GT 135i / GT 140i)
8-speed ZF 8HP automatic.

Rover 400 Series Mk V & MG 4 Mk V

The fifth generation of the BMW based Rover 400 Series consists of the Rover R30 (sedan version), Rover R31 (wagon version, marketed as 'Shooting Brake') and Rover R34 (fastback version, marketed as 'Gran Turismo') compact executive cars. The R30 / R31 /R34 generation was produced from October 28, 2011 to 2019 and is often collectively referred to as the R30.

For the sixth generation, the coupé and convertible models were spun off to create the new MG 5 Series nameplate. Rover also introduced a separate hatchback model under the 400 Series nameplate called the '400 Series Gran Turismo'.

The R30 is the first generation of 400 Series to be powered by a range of turbocharged engines exclusively and electric power steering (replacing the hydraulic power steering systems used previously). The R30 also marked the 400 Series' first use of a three-cylinder engine in its 2015 facelift. A new plug in hybrid R30 model was also introduced in 2016. A long-wheelbase sedan version (model code F35) was sold in China.

The MG 4 model (designated R80) was introduced in 2014 and is powered by the S55 twin turbocharged straight-six engine.

In March 2019, the Rover 400 Series R30 was released as the successor to the R30.

Development & Launch

The exterior designer for the R30 sedan was Christopher Weil and exterior designer for the R31 Shooting Brake was Michael de Bono
The R30 was unveiled in Munich on 14 October 2011, with market launch and first customer deliveries on 11 February 2012.

Body styles

The R30 sedan debuted at the 2012 Geneva Motor Show in March 2012 and was the first of the fifth generation 400 Series models to go on sale. Early models included the 428i and 435i and (post LCI) later models including the 430i and 440i. The 420i, 418d, and 416d models were added to the R30 range in March 2012. The 420i EfficientDynamics Edition and 316i were added in autumn of 2012.

In the United States, the arrival of the four-cylinder models marked the first time a 3 Series was sold with a four-cylinder petrol engine, since the R36 418i of the late 1990s. The 428i Rx Drive and 435i Rx Drive went on sale in the summer of 2012.

The Shooting Brake body style was unveiled at the 21st Auto Mobil International held at Leipzig in 2012. This body style has a designation of R31, and the launch models consisted of the 428i, 420d and the 330d. The 420i, 416d and 418d models were added in autumn of 2012.

The 5-door fastback body style has a designation of R34 and is marketed as the 3 Series Gran Turismo, with styling similar to the MG 6 Series GT. Although it features a rear hatchback, the MG 4 Series GT is not considered a successor to the 1993–2004 400 Series Compact 3-door hatchbacks. The Gran Turismo body style was discontinued for the following generation, the R20 400 Series as it proved to be unsuccessful in terms of sales.

At 4,824 mm (189.9 in), the R34 is 200 mm (7.9 in) longer than the sedan and Touring models. This extra length is partly facilitated by the 110 mm (4.3 in) longer wheelbase shared with the R35 long wheelbase sedan models. The R34 is also 79 mm (3.1 in) taller than the R30 / R31. These increased dimensions result in the rear wheels being located further back and lower with respect to the rear seat, and allows for three full-size rear seats.

The R34 version was unveiled at the 83rd Geneva International Motor Show in 2013. At launch, the engine range consisted of turbocharged petrol and diesel engines in inline-4 and inline-6 configurations. All-wheel drive was available in the "Ri Drive" and "Rd Drive" models. The R34 received a face lift ("Life Cycle Impulse") in mid-2016, a year after the facelift was introduced for the other body styles of the F30 generation

Exterior styling

The R30 / R31 has grown in all dimensions compared to its predecessor. The styling is similar to previous generations with a sweeping bonnet, short front overhang, and long wheelbase. Headlamps now connect to a wide kidney grill. Tail lamps also sport a wide "L" shape design seen in many BMW models.

Interior & equipment

In the sedan models, the rear headroom, leg room and shoulder room increased compared with their R90 predecessors.

Options include heated front seats, split-fold rear seats, satellite navigation and a widescreen display in the centre console.The traditional mechanical shift lever was replaced by a shift by wire shifter (first used by BMW in the 2007 Rover Countryman

In some markets, three 'trim lines' were available for the R30 / R31: Modern line, Sports line and Luxury line.These lines form the base packages upon which extra options could be specified.



The petrol models initially used the turbocharged 4-cylinder N13, 4-cylinder N20 and 6-cylinder N55 engines. This meant that the 425i and 428i models (traditionally powered by naturally-aspirated 6-cylinder engines) now used the turbocharged 4-cylinder N20 engine. For the 2016 face lift (LCI), the engines were updated to the 3-cylinder B38, the 4-cylinder B48 and the 6-cylinder B58.

The diesel models initially used the 4-cylinder B47 and 6-cylinder N57 turbocharged engines. For the 2016 facelift, the 4-cylinder models were updated to the B47 engine, while the 6-cylinder models retained the N57 engine.

416i - 2012 - 2015 - N13 B16 I4 - 100 kW (134 hp) - 250 Nm (184 lb ft)
418i - 2015 - 2019 - B38 A15 MO I3 - 100 kW (134 hp) - 220 Nm (162 lb ft)
420i - 2012 - 2015 - N20 B30 I4 - 135 kW (181 hp) - 270 Nm (199 lb ft)
420i - 2015 - 2019 - B48 B20 A - 135 kW (181 hp) - 290 Nm (214 lb ft)
420i ED - 2012 -2015 - N13 B16 I4 - 125 kW (168 hp) - 250 Nm (184 lb ft)
428i - 2011 - 2015 - N20 B20 I4 - 180 kW (241 hp) - 350 Nm (260 lb ft)
430i - 2015 - 2019 - B48 B20 I4 - 185 kW (248 hp) - 350 Nm (258 lb ft)
435i - 2011 - 2015 - N55 B30 MO I6 - 225 kW (302 hp) - 400 Nm (295 lb ft)
440i - 2015 -2019 - B38 B30 I6 - 240 kW (322 hp) - 450 Nm (332 lb ft)


416d - 2012 - 2015 - N47 D20 I4 - 85 kW (114 hp) - 260 Nm (192 lb ft)
416d - 2015 - 2019 - B47 D20 I4 - 85 kW (114 hp) - 270 Nm (199 lb ft)
418d - 2012 - 2015 - N47 D20 I4 - 105 kW (141 hp) - 320 Nm (236 lb ft)
418d - 2015 - 2019 - B47 D20 I4 - 110 kW (148 hp) - 320 Nm (236 lb ft)
420d - 2012 - 2015 - N47 D20 I4 - 135 kW (181 hp) - 380 Nm (280 lb ft)
420d -2012 - 2019 - B47 D20 I4 - 140 kW (188 hp) - 400 Nm (295 lb ft)
420d ED - 2012 - 2013 - N47 D20 I4 - 120 kW (161 hp) - 380 Nm (280 lb ft)
420d ED - 2015 - 2019 - B47 D20 I4 - 120 kW (161 hp) - 400 Nm (295 lb ft)
425d - 2013 -2015 - N47 D20 01 I4 - 160 kW (215 hp) - 450 Nm (332 lb ft)
425d - 2015 - 2019 - B47 D20 01 I4 - 165 kW (221 hp) - 450 Nm (332 lb ft)
428d - 2014 - 2015 - N47 D20 01 I4 - 134 kW (180 hp) - 380 Nm (280 lb ft)
430d - 2012 -2019 - N57 D30 I6 - 190 kW (255 hp) - 560 Nm (413 lb ft)
435d - 2013 - 2019 - N57 D30 T1 I6 - 230 kW (308 hp) - 630 Nm (365 lb ft)


The available transmissions are:

6-speed Getrag GS6-17BG manual
6-speed ZF GS6-45BZ manual
8-speed ZF 8HP45 automatic
8-speed ZF 8HP50 automatic
8-speed ZF 8HP70 automatic

MG 4

The MG 4 version of the R30 400 Series was designated the F80 and was produced from 2014 to 2018. The F80 M3 was powered by the BME S55 twin-turbocharged straight-six engine, therefore being the first turbocharged M3 model. Despite the smaller displacement than the V8 engine used by the previous generation of M3, the switch from naturally aspirated engines to turbocharging resulted in peak power being increased from 309 to 317 kW (420 to 431 PS; 414 to 425 hp), and peak torque being increased from 400 to 550 N⋅m (295 to 406 lb⋅ft).

The official 0–97 km/h (0–60 mph) acceleration times are 3.9 seconds with the M-DCT transmission and 4.1 seconds with the manual transmission. Top speed is limited to 250 km/h (155 mph) but an optional M Driver's package raises this to 280 km/h (174 mph). The kerb weight is 1,621 kg (3,574 lb).

The R80 MG 4 was unveiled, alongside the F82 M4 (its coupé counterpart), at the 2014 North American International Auto Show.

In 2016, a Competition Package became available for the MG 4 and MG 5. Changes included an increase in power to 331 kW (450 PS; 444 hp), revised tuning of the electronic differential and the electronic stability control ("DSC"), suspension upgrades and new front seats. The official 0–100 km/h (0–62 mph) time was 4.0 seconds with the dual-clutch transmission.

Range Rover Mk III

The 2011 model year Range Rovers include minor styling changes, improved interiors and an upgraded 4x4 system as well as new optional packages. A new 4.4-litre TDV8 diesel engine became available with a new ZF 8H P70 eight-speed automatic transmission. There are also new leather and wood colours, as well as reclining rear seats with winged headrests. A new Autobiography Black model features a different grille, Barolo Black paintwork, and a choice of Jet/Ivory or Jet/Pimento interiors


Range Rover Mk IV

The Range Rover (L405) is a mid size to full size luxury 4x4 / sport utility vehicle, made under the Land Rover brand by Ford Motor Company. It is the fourth generation of the original, main Range Rover series. It uses an all-aluminium monocoque unitary body structure, instead of the 3rd generation's steel unibody — making it the first production 4x4 to do so, resulting in a reduction of 420 kg (926 lb) compared to its predecessor.

The vehicle was unveiled at the 2012 Paris Motor Show. Sales of Range Rover began in late 2012.

Early models include a choice of two petrol (5.0-litre 375 PS LR-V8 and 510PS LR-V8 Supercharged) and two diesel (3.0-litre 258PS TDV6 and 4.4-litre 339PS SDV8) engines, all with an eight-speed automatic transmission.

Japan models went on sale in January 2013. Early models include 5.0 V8 Vogue (375PS), 5.0 V8 Supercharged Vogue (510PS), Autobiography (510PS), and SVAutobiography Dynamic (550PS)


The 4th generation (L405) Range Rover again uses a unitary monocoque body-shell, but contrary to the previous model, it is made from all-aluminium rather than steel, including unique high-strength alloy, up to 50% recycled aluminium; and production takes place in an all new aluminium facility at Land Rover's Solihull site.

The all-aluminium monocoque body structure is a first for a 4x4 SUV platform, according to Land Rover, resulting in a remarkable 39 percent lighter body-shell, and a reduction of 420 kg (926 lb) compared to its predecessor. The Range Rover has a new version of Terrain Response, dubbed Terrain Response 2.



3.0 L Supercharged V6 - 250 kW (335 hp) - 450 Nm (332 lb ft)
3.0 L Supercharged V6 - 279 kW (375 hp) - 450 Nm (332 lb ft)
5.0 L V8 - 2012 - 2013 - 276 kW (370 hp) - 510 Nm (376 lb ft)
5.0 L V8 Supercharged - 2015 - 2016 - 375 kW (504 hp) - 625 Nm (461 lb ft)
5.0 L V8 Supercharged - 2017 - present - 386 kW (542 hp) - 625 Nm (461 lb ft)
5.0 L V8 Supercharged SVAutobiography - 2015 - 2016 - 405 kW (542 hp) - 680 Nm (502 lb ft)
5.0 L V8 Supercharged SVAutobiography - 2017 - present - 416 kW (557 hp) - 700 Nm (516 lb ft)


3.0 L TDV6 - 190 kW : 258 PS (254 hp) - 600 Nm (443 lb ft)
3.0 L SDV6 - 184 kW : 250 PS (247 hp) - 600 Nm (443 lb ft)
3.0 L SDV6 - 202 kW : 275 PS (271 hp) - 625 Nm (461 lb ft)
3.0 L SDV6 - 221 kW : 300 PS (296 hp) - 600 Nm (479 lb ft)
4.4 L SDV8 - 250 kW : 340 PS (335 hp) - 740 Nm (546 lb ft)


The Range Rover has electronic cross-linked air suspension with variable ride height. Multiple suspension modes are provided as standard, including: access, normal on-road, off-road and extended height. The car has an automated load leveling mechanism.

Adaptive dynamics continuously analyse vehicle movements over 500 times per second, reacting instantaneously to road conditions and driver actions. Variable dampers adjust to maintain a composed and balanced ride. The dynamic response system independently adjusts and monitors front and rear suspension units, reducing the amount of body roll during cornering, as well as enhancing control and stability at higher speeds

Terrain Response

The Range Rover's all-terrain capability features a new second generation Terrain Response system. The system monitors ground conditions to determine the most appropriate response to the terrain and automatically optimises vehicle settings. The system provides settings for grass, gravel, snow, mud, sand, and rock crawl, Terrain Response technology instantly reconfigures transmission, suspension, and traction settings. Controlled Acceleration Control prevents excessive speeds downhill, and Hill Start Assist prevents the vehicle from inadvertently rolling backwards.
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Austin 5 Mk V

The fifth generation Mazda6 based Austin V saloon was unveiled at the 2012 London Motor Show, and the station wagon version followed during the 2012 Paris Motor Show in the following month. In this generation, there are only 4 door saloon and 5-door estate versions available.The design was previewed by both the Takeri concept, unveiled at the 2011 Tokyo Motor Show, and the Shinari concept from 2010.

The estate is no longer offered in the North American market due to low demand for estate models. Austin - Mazda are not alone in pulling their wagon variants from the North American market, as Volkswagen, BMW, Audi, and Mercedes-Benz have removed at least some or all of their wagon models from their North American lineup — the currently-sold (2016) VW Golf Sportwagen is an exception to the drought of import station wagon availability in North America.

Its design has been extremely well-received, and was a finalist in the "2013 World Design of the Year".

In July 2019, the "Atenza" nameplate was dropped in the Japanese market as part of Mazda's new global naming structure.



520 - 2012 - present - 2.0 L SkyActiv G PE VPS I4 - 116 kW (162 hp) - 210 Nm (155 lb ft)
525 - 2012 - present - 2.5 L SkyActiv G PY VPS I4 - 139 kW (187 hp) - 252 Nm (186 lb ft)
GTi - 2012 - present - 2.5 L SkyActiv G PY VPSTS I4 turbo - 190 kW (250 hp) - 430 Nm (320 lb ft)


522d - 2012 - present - 2.2 L SkyActiv D SH VPTS I4 - 129 kW (173 hp) - 420 Nm (310 lb ft)

Austin Traveller 3 Mk I

The Mazda MINAGI (Japanese: マツダ 勢) concept car, unveiled at the 2011 Geneva Motor Show,was the first Austin Mazda based vehicle to combine the company's Kodo design language and SkyActiv technologies. Its design served as a preview of the CX-5, which replaced both the Mazda Tribute and the Healey GT 7.

In rapid development from 2009 to 2011 under Hideaki Tanakaand styled under Masashi Nakayama from 2009 to 2010, the Traveller 3 was first shown at the September 2011 Frankfurt Motor Show.The Japanese model was unveiled at the 2011 Tokyo Motor Show,while a customized variant featuring a red exterior body colour, alloy wheels painted in matte black, and a slightly lower body height was unveiled in 2012 at the Tokyo Motor Salon.

Production models went on sale in February 2012, with a choice of a SkyActiv-D 2.2L or SkyActiv-G 2.0L engine matched to a SkyActiv-Drive six-speed automatic transmission.At its introduction in 2012, it’s Mazda based derivative won the Car of the Year Japan Award



2.0 - 2012 - 2016 - 2.0 L SkyActiv G PE VPS IE - 116 kW (155 hp) - 200 Nm (148 lb ft)
2.5 - 2012 - 2016 - 2.5 L SkyActiv G PY VPS I4 - 139 kW (187 hp) - 252 Nm (186 lb ft)


2.2d - 2012 - 2016 - 2.2 L SkyActiv D SH VPTS I4 - 129 kW (173 hp) - 420 Nm (310 lb ft)


Healey GT 5 Mk III

New features included using coordinated black and silver features to the respective soft-top and power retractable hardtop cars, front bumper has a bigger grille opening as well as a revised fog lamp design and new lip spoiler, a new luxury tan color interior option, implementing Active Bonnet for pedestrian protection, and weight reduction via re-designed front bumper, new 17-inch aluminum wheels and even with the internal wiring. While no modifications were done to the powerplant, Healey did retune the ECU on the manual transmission GT 5 to provide a more linear throttle response. Braking performance has also been altered, with the brake booster being modified to better modulate braking performance on the roadster. U.S. market Touring trim was replaced by Club trim with addition of black headlamps, black side mirror covers, 17"x7" gun metal black alloy wheels, Bilstein dampers, limited-slip differential, body color dash trim, red stitched black cloth seats, GT 5 decals, and more pronounced front and rear aerodynamic splitters. Colors for the new Club trim were limited to True Red, Brilliant Black, Crystal White Pearl, and Liquid Silver Metallic. There are only two choices for tops: black cloth top or black PRHT.

The Japanese market model went on sale in Mazda and Mazda Anfini deale

Austin Mini One Mk III

The third generation Mini was unveiled by BMW in November 2013, with sales starting in the first half of 2014. The new car is 98 mm longer, 44 mm wider, and 7 mm taller than the outgoing model, with a 28 mm longer wheelbase and an increase in track width (+42 mm front and +34 mm rear). The increase in size results in a larger interior and a boot volume increase to 211 litres.

Six all-new engines are offered for this Mini, 4 petrol, and 2 diesels: two models of a 1.2 litre three-cylinder petrol with either 75 bhp or 102 bhp, a 1.5 litre 3-cylinder petrol with 136 bhp, (BMW B38 engine), a 2.0 litre 4-cylinder petrol (BMW B48 engine) that produces 192 bhp for the Cooper S, and a 1.5 litre 3-cylinder diesel (BMW B37 engine) in 2 levels of power output: 95 bhp and 116 bhp (Cooper D), and a 2.0 litre turbo diesel inline 4 (BMW B47 engine) that produces 168 bhp (Cooper SD). These engines are mated with a choice of either a 6-speed manual, a 6-speed automatic, or a 6-speed sports automatic gearbox.

MINI has also released an all-new model called the MINI 5-door (AKA 4-door in the US, F55). It is marketed as a 5-door version of the new 3rd generation Hatch. The base MINI 5-door is 190 lbs heavier and 6 inches longer than the 3-door MINI Hatch models with similar performance characteristics and more cargo space.

The 3-door Mini with an automatic transmission will reach 0–97 km/h (0–60 mph) in 7.3 seconds for the 1.5L 3-cylinder petrol model and in 6.4 seconds with the 2.0L 4-cylinder petrol engine.

The Cooper S soon got out-powered by the higher performing John Cooper Works model in 2015.

In 2018, the Life Cycle Impulse (LCI) brought twin turbos to the 3-cylinder diesel engines, albeit with no changes in output. The 6-speed Steptronic torque-converter was also replaced by a 7-speed dual-clutch transmission in all models but the Cooper SD and JCW, with the latter now fitted with an 8-speed Steptronic auto. These changes allow for improved efficiency and better emissions test results in the WLTP cycle, as well as marginally improved performance.


The shape is slightly more rounded than the one it replaces, in order both to improve the car's aerodynamic efficiency and to enhance pedestrian protection in the event of accidents. It has a much longer overhang and higher bonnet. This latest model rides on BMW's all new UKL platform that underpins the new BMW 2 Series Active Tourer.

Criticisms of the design of the F56 MINI Cooper have focused upon the extruded and complex design of the front bumper in Cooper S and JCW variants, as well as the larger front overhang and oversized tail lamps. Further criticism has also centred upon the overstyled nature of the exterior design.

The Mini is also the first in its segment to offer LED headlamps for its main and dipped beams as an option.

With its larger exterior dimensions, the all-new Mini provides more space for its four occupants and luggage, with enhanced shoulder space and larger footwells. Boot volume has been increased by more than 30% to 211 litres.

The dashboard retains its instrument layout, but adds a new instrument binnacle on the steering column for the speedometer, tachometer, and fuel gauge. The central instrument display now houses a four-line TFT display with the option to upgrade to an 8.8 inch screen for navigation and infotainment functions.

Rover Countryman 5 Mk III

The Rover Contryman 5 Mk III (R15) is a mid size luxury SUV manufactured and marketed worldwide by Rover since 2013. The car was unveiled in the 2013 London Motor Show. .Early Countryman 5 III models include Rx Drive 5.0i, Rx Drive 3.0d, MG 5.0d. Rx Drive 4.0d, Rx Drive 3.5i, Rx Drive 2.5d, Rs Drive 2.5d were added in December 2013.
US models of Countryman 5 III arrived in US showrooms in the fourth quarter of 2013. Early models include Rs Drive 3.5i, Rx Drive 3.5i, Rx Drive 5.0i, followed by Rx Drive 3.5d in early 2014, and the Rx Drive 4.0e, a plug in hybrid variant in 2015.



The new generation Countryman 5 III is 5 mm (0.2 in) wider, 26 mm (1.0 in) longer and 14 mm (0.6 in) lower than R70, but wheelbase remains at 2,933 mm (115.5 in). At the front R15 takes design from R30 3 Series while at the back it's similar to other current X series models. The interior now features 10.25 inch display. The exterior, designed by BMW designer Mark Johnson, was approved in November 2010 and production finalized in 2011


Rover claims the new Countryman 5 III is made of ultra-high-tensile steel in the body structure, thermoplastics in the side panels, aluminium in the bonnet and magnesium in the instrument panel support to make the new Countryman 5 lighter. Depending on the model, the new Countryman 5 is as much as 90 kg (198 lb) lighter than a comparably equipped corresponding model from the previous Countryman 5 generation.


In 2013, model-specific Rover Individual options were added to the optional extras already available for all engine variants of the new Countryman 5. Options included BMW Individual fine-grain Merino leather trim in Criollo Brown and Amaro Brown (stitching and piping in a contrasting colour and decorative perforations on the seat surfaces), BMW Individual interior trim strips in Piano Finish Black and Sen Light Brown fine wood, 20-inch BMW Individual light-alloy wheels in V-spoke design with mixed tyres and additional body colours (Mineral Silver, Glacier Silver and Imperial Blue diamond effect metallic paint variants; BMW Individual finishes Ruby Black metallic and Pyrite Brown metallic).

New for the R15 Countryman 5 was a high-end Bang and Olufsen premium surround-sound system, which included sixteen speakers, a 5.1-channel external amplifier, and metal speaker grilles. In addition, a Harman Kardon premium audio system, also featuring sixteen speakers and a 600-watt amplifier, was also available as an upgrade to the standard nine-speaker "Hi-Fi" audio system.

Traffic Jam Assistant option for Driving Assistant Plus, improved BMW Parking Assistant (accelerator, brake pedal, gear shift controls) became available for Countryman 5 from December 2013.

For the 2018 model year, all R15 Countryman 5 models were equipped with the new Rover Ri Drive 6.0 sixth-generation infotainment system, which included a touchscreen display for the first time in addition to the Ri Drive controller in the center console. Wireless Apple CarPlay smartphone integration also became available as a standalone option for vehicles equipped with the GPS navigation system.



3.5i Rs Drive - 2013 - 2018 - 3.0 L N55 B30 I6 twin turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
3.5i Rx Drive - 2013 - 2018 - 3.0 L N55 B30 I6 twin turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
5.0i Rx Drive - 2013 - 2018 - 4.4 L N63 B44 TU V8 twin turbo - 331 kW (444 hp) - 650 Nm (479 lb ft)


2.5d Rs Drive - 2013 - 2015 - 2.0 L N47 D20 I4 twin turbo - 160 kW (215 hp) - 450 Nm (322 lb ft)
2.5 Rs Drive - 2015 - 2018 - 2.0 L B47 D20 I4 twin turbo - 170 kW (228 hp) - 500 Nm (369 lb ft)
2.5d Rx Drive - 2013 - 2018 - 2.0 L N47 D20 I4 twin turbo - 160 kW (215 hp) - 450 Nm (332 lb ft)
3.0d Rx Drive - 2013 - 2018 - 3.0 L N57 D30 OL I6 turbo - 190 kW (254 hp) - 560 Nm (413 lb ft)
4.0d Rx Drive - 2013 - 2018 - 3.0 L N57 D30 TOP I6 twin turbo - 230 kW (309 hp) - 630 Nm (465 lb ft)
MG 5.0d - 2013 - 2018 - 2013 - 2018 - 3.0 L N57 D30 S1 I6 triple turbo - 280 kW (376 hp) - 740 Nm (546 lb ft)


All models include an 8-speed Steptronic automatic transmission.

MG 4 & MG 4 GT

The first generation of the BMW based MG 4 Series consists of the MG 4 R32 (coupé version), MG 4 R33 (convertible version) and MG 4 R36 (five-door liftback version,marketed as 'GT') compact executive cars. The R32 / R33 / R36 has been produced from 2014 to 2020 and is often collectively referred to as the R32.

The R32 was introduced as the successor to the R92 / R93 coupé/convertible models of the fifth-generation Rover 400 Series range. The R32 is produced alongside - and shares many features with - the R30 400 Series As with the R30 400 Series range, the R32 / R33 / R36 is powered by turbocharged petrol and diesel engines with 3 cylinders (petrol only), 4 cylinders, and 6 cylinders.

The high performance R82 / R83 MG 4 GT models were introduced in early 2014. They are powered by the S55 turbocharged straight-six engine.

Development and Launch

Official details of the "Concept MG 4 Series" were released in December 2012, detailing the intention to replace the R92 Rover 400 Series coupé with a new 4 Series line. In 2013, the concept vehicle (called the Concept MG 4 Series Coupé) was unveiled at the London Motor Show. The concept car was designed by Won Kyu Kang.

Compared with its R92 predecessor, the R32's wheelbase is 50 mm (2.0 in) longer, the overall length is increased by 31 mm (1.2 in) and the width is increased by 44 mm (1.7 in). The front track width is 1,545 mm (60.8 in) and the rear track width is 1,593 mm (62.7 in), increases of 45 mm (1.8 in) and 80 mm (3.1 in) respectively.

Body styles

The coupé models were unveiled in September 2013 at the London Motor Show. Nicolas Huet was the lead designer of the R32 coupe.
The launch models consisted of the petrol 428i and 435i, and the diesel 420d. In the remainder of 2013, the following models were added: 420i, 420d, 425d, 430d and 435d. In 2014, the 418d model was added. Most models were available with all wheel drive (Rx Drive)

The convertible body style was unveiled at the Birmingham International Motor Show followed by the 2013 LA Auto Show.
Its international launch was in Las Vegas in January 2014. The launch models were the petrol-engined 428i and 435i, and the diesel 420d. All wheel drive (Rx Drive) became available a few months after the launch.

The MG 4 Series GT was unveiled at the 2014 London Motor Show. As per the larger MG 6 GT, the R36 has coupé styling with a fastback rear. However, the R36 also includes a C-pillar located behind the rear doors. Compared with the R30 sedan, the R36 has 13 mm (0.5 in) less rear headroom and the same cargo volume. With the rear seats folded down, the R36 has a cargo volume of 1,300 L (45.9 cu ft).

The launch models were the petrol-engined 420i, 428i and 435i, and the diesel 418d and 420d. The 435i GT is approximately 91 kg (200 lb) heavier than the equivalent R30 335i sedan.


Available equipment includes a head up display, 8-speed automatic transmission and LED headlights.

Optional "MG Performance Parts" were unveiled at the 2013 Frankfurt Motor Show. The available upgrades included exhausts, power upgrades, bodykit, limited slip differential, steering wheels and interior trims



418i - 2016 - present - 1.5 L B38 I3 turbo - 100 kW (134 hp) - 220 Nm (162 lb ft)
420i - 2014 - 2016 - 2.0 L N20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
420i - 2016 - present - 2.0 L B48 I4 turbo - 135 kW (181 hp) - 290 Nm (214 lb ft)
428i - 2013 - 2016 - 2.0 L N20 I4 turbo - 180 kW (241 hp) - 350 Nm (258 lb ft)
430i - 2016 - present - 2.0 L B48 I4 turbo - 185 kW (248 hp) - 350 Nm (258 lb ft)
435i - 2013 - 2016 - 3.0 L N55 I6 turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
440i - 2016 - present - 3.0 L B58 I6 turbo - 240 kW (322 hp) - 450 Nm (332 lb ft)
GT - 2013 - present - 3.0 L S55 I6 twin turbo - 317 kW (425 hp) - 550 Nm (406 lb ft)
GT Comp - 2016 - present - 3.0 L S55 I6 twin turbo - 331 kW (444 hp) - 550 Nm (406 lb ft)
GT CS - 2017 - present - 3.0 L S55 I6 twin turbo - 338 kW (453 hp) - 600 Nm (443 lb ft)
GTS - 2016 - present - 3.0 L S55 I6 twin turbo - 368 kW (493 hp) - 600 Nm (443 lb ft)


418d - 2014 - 2019 - 2.0 L N47 I4 turbo - 105 kW (141 hp) - 300 Nm (221 lb ft)
418d - 2015 - present - 2.0 L B47 I4 turbo - 110 kW (148 hp) - 320 Nm (236 lb ft)
420d - 2013 - 2015 - 2.0 L N47 I4 turbo - 135 kW (181 hp) - 380 Nm (280 lb ft)
420d - 2015 - present - 2.0 L B47 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
425d - 2014 - 2016 - 2.0 L N47 I4 twin turbo - 160 kW (215 hp) - 450 Nm 9332 lb ft)
425d - 2016 - present - 2.0 L B47 I4 twin turbo - 165 kW (221 hp) - 450 Nm (332 lb ft)
430d - 2014 - present - 3.0 L N57 I6 turbo - 190 kW (255 hp) - 560 Nm (413 lb ft)
435d - 2014 - present - 3.0 L N57 I6 twin turbo - 230 kW (308 hp) - 630 Nm (465 lb ft)


On 25 September 2013, BMW owned MG released the technical specifications of the MG 4 GT. It is powered by the S55B30 engine, which is developed and engineered by BMW M GmbH. This 3.0-litre inline-6 engine has been built specifically for the new MG 4 / Rover 400 MG, having a redline of 7,600 rpm with the rev limiter actuated at 7,300 rpm. The engine uses two mono-scroll turbochargers with a peak boost pressure of 18.1 psi (1.2 bar). The power is rated at 317 kW (431 PS; 425 hp), however this is achieved not at a specific engine speed, but is instead rated throughout the range of 5,500–7,300 rpm. The engine's torque is rated at 550 N⋅m (406 lbf⋅ft) throughout the range of 1,850–5,500. Two transmission choices are available, the 6-speed manual and the 7-speed M-DCT transmissions. The 7-speed M-DCT transmission accelerates the car from 0 to 100 km/h (62 mph) in 4.1 seconds) and the 6-speed manual transmission from 0 to 100 km/h (62 mph) in 4.3 seconds. The weight of the European specification M4 equipped with a manual transmission is 1,572 kg (3,466 lb) and with the M-DCT dual-clutch transmission, the car is some 40 kg (88 lb) heavier, losing some 80 kg (176 lb) as compared to the R92 Rover 400 MG

As per its R92 predecessor, the roof of the coupe model is constructed from carbon fibre (except if the optional sunroof is fitted). Carbon fibre is also used for the boot lid and engine brace. For the first time in a Rover 400 MG / MG 4GT model, an electric power steering unit is used. The steering system is specifically tuned for both the M3 and M4, however it has been criticised for lacking in feel. The 18 inches (460 mm) and 19 inches (480 mm) wheel options are available with lightweight forged alloy wheels being standard. The M compound brakes come standard (with blue brake calipers), while carbon ceramic brakes (with gold brake calipers) are available as an option.

The MG 4 GT features Active Sound, live amplification of the engine's natural sound inducted into the passenger cabin via speakers in the car. BMW claims this technology has been used so that the well insulated cabin can reduce road/wind noise but still provide the driver with the sporty sound of the M powered engine. There are no artificial sound or any pre-recorded track in the system. This system was first implemented in the Rover 600 Series MG.

The M4 GT is based on the R32 MG 4 however 50 percent of its components are unique as compared to the MG 4 Series

The convertible variant of the MG 4 GT was announced along with its coupe sibling, also internally known as R82 or R83 MG 4 GT. It shares almost everything with the coupé version, but weighs more due to its folding metal roof. The convertible weighs 1,750 kg (3,858 lb) (manual), 1,691 kg (3,728 lb) (M-DCT). The three-piece retractable hardtop folds in 20 seconds. The only significant difference between the two is the weight due to its retractable hardtop. As with any convertible car, the driver will experience its stiff ride due to added rigidity. Like its hardtop counterpart, the R83 MG 4 GT uses carbon fibre reinforced plastic to lighten and stiffen the car.

Because of its extra weight it accelerates slower, taking it 0.3 seconds longer to 100 km/h (62 mph); 4.6 seconds with the manual and 4.3 seconds with the M-DCT transmission. The dynamic differences between the two variants are marginally small.

Starting from the 2019 model year (production from 07/2018 onward) BMW removed the carbon fibre driveshaft so as to be able to fit an Otto Particulate Filter (OPF), necessary to comply with WLTP emissions regulations.

Austin 3 Mk V & Healey 3 GT Mk V

The fifth generation Mazda 3 based Austin 3 was revealed in Australia on 26 June 2013. It now sits atop the new SkyActiv chassis, no longer sharing the Ford C1 platform. It is the third vehicle to sport the Mazda's 'KODO: Soul of Motion' design language, after the Traveller and the Austin 6.

It has a drag coefficient (Cd) of 0.26 for the saloon and slightly higher for the hatchback. Combined with the SkyActiv technology, this produces a rating from the U.S. EPA of 30 mpg (36 mpg, 7.8 L/100 km) city and 41 mpg, (49 mpg, 5.7 L/100 km) highway for the 2-litre sedan, and one less mpg highway for the 5-door hatchback.

Two SkyActiv engines are offered in North American markets, the 2.0-litre (with 155 hp (116 kW) and 150 lb⋅ft (200 N⋅m) of torque) and the 2.5-litre (with 184 hp and 185 lb-ft of torque). The 2014 Mazda3 equipped with a 2.5-litre engine and 6-speed automatic transmission accelerates from 0-60 mph (97 km/h) in 6.9 seconds and finishes the quarter mile in 15.2 seconds at 95 mph (153 km/h).

The 2.0-litre engine accelerates from 0-60 mph (97 km/h) in 7.8 seconds and finishes the quarter-mile in 16.1 seconds. Initially the 6-speed manual gearbox was only for the 2.0-litre cars, and automatic transmission was standard on the 2.5, or available for the 2.0. In its first-drive review of the 2014 Mazda 3, the auto enthusiast weblogger Jalopnik stated that "once the 2.5 comes with a manual transmission, there is really no reason to buy anything else in this class.”

For the 2015 model year, the 2.5-litre cars are also offered with manual gearbox. Model grades for the U.S. market are SV (2.0 Sedan only), Sport (2.0 Sedan & Hatchback), Touring, and Grand Touring (available in all body styles with either engine). The 2014 model ranked number one among Affordable Small Cars in U.S. News & World Report's rankings. In the 2014 Canadian Car of the Year rankings Austin 3 was chosen as the Best New Small Car. Canadian magazine The Car Guide chose Mazda3 as the Best Compact Car in its Best Buys car rankings for 2015 and 2016.

In Europe, three SkyActiv-G (gasoline) engines are offered, one 1.5l and two 2.0l (at two different power ratings, 120 hp (89 kW) and 165 hp (123 kW)); and a 2.2l SkyActiv-D (Diesel) engine is available. Availability of hatchback and saloon body styles and their combinations with engines varies amongst European markets. In 2014, the Austin 3 made it to the finals of the European Car Of The Year competition. For the UK market, the Austin 3 saloon is marketed as a fastback.

A concept version of the Mazda3, with an engine powered by compressed natural gas, was unveiled in 2013 at the Tokyo Motor Show.

In Malaysia, the third-generation Mazda3 was first launched in March 2014 fully imported from Japan and was available with a sole 2.0l sedan variant. In April 2015, locally assembled versions of the Austin 3 became available for purchase. In April 2017, the facelift version was launched where saloon GL, and Hatchback were the 3 variants offered.



315 - 1.5 L I4 - 74 kW (99 hp) - 150 Nm (111 lb ft)
320 - 2.0 L I4 - 88 kW (118 hp) - 210 Nm (155 lb ft)
320 AT - 2.0 L I4 - 88 kW (118 hp) - 210 Nm (155 lb ft)
320 - 2.0 l 4 - 121 kW (163 hp) - 210 Nm (155 lb ft)
Healey GT - 2.2 L - 110 kW (148 hp) - 380 Nm (280 lb ft)


322d - 2.2 L I4 - 110 kW (148 hp) - 380 Nm (280 lb ft)


Rover Countryman 4 Mk I & MG Countryman 4 Mk I

The Rover Countryman 4 is a BMW X4 based compact luxury crossover SUV manufactured by Rover since 2014. It is marketed as a sports activity coupé (SAC), the second model from Rover marketed as such after the Countryman 6, and features styling elements and the roofline of a traditional two-door coupé. The Countryman 4 is widely considered as a "coupé" version of the Countryman 3, trading its practicality with a sloping rear roof which offers a sportier styling.

The first-generation Countryman 4 was unveiled at the 2014 London Motor Show. Early models included Rx Drive 2.0i, Rx Drive 2.8i, Rx Drive 3.5i, Rx Drive 2.0d, Rx Drive 3.0d, and Rx Drive 3.5d.

The MG Performance MG 4.0i model was announced in 2015. It was officially revealed at the 2016 London Motor Show and produces 265 kW (355 hp) and 465 N⋅m (343 lb⋅ft) from its turbocharged 6 cylinder engine. It has a 0–100 km/h time of 4.7 seconds. It went on sale from February 2016.

Development & Launch

The R26 Countryman 4 is previewed by the BMW Concept X4 that was unveiled at Auto Shanghai 2013. The production model was later unveiled in 2014 at the New York International Auto Show. The Countryman 4 shares its powertrains with the Countryman 3, including a variety of four and six-cylinder petrol and diesel engines. The Countryman 4 is slotted above the Countryman 3 but below the Countryman 5 in the model range, and is 23 mm (1 in) longer and 37 mm (1 in) taller than the R25 Countryman 3 it is based on.

A total of $900 million was invested in the BMW Spartanburg plant in preparation for the production of X and Countryman models, including the R26 Countryman 4.


Models are offered in a standard, Rx Line, or MG Sport trim. All feature BMW EfficientDynamics program that includes an engine start stop system and brake energy regeneration.

Available equipment includes 40:20:40 split folding rear seats, Ri Drive, a head up display, and real time traffic information. MG 4.0i models feature 19-inch alloy wheels, a sports exhaust system, a stiffer suspension setup, and M Sport styling.

All models are only available with all wheel drive (Rx Drive) , and meet Euro 6 emission regulations.



2.0i Rx Drive - 2014 - 2018 - 2.0 L N20 B20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
2.8i Rx Drive - 2014 -2018 - 2.0 L N20 B20 I4 turbo - 180 kW (241 hp) - 350 Nm (258 lb ft)
3.5 Rx Drive - 2014 -2018 - 3.0 L N55 B30 I6 turbo - 225 kW (302 hp) - 400 Nm (295 lb ft)
MG 4.0i - 2015 - 2018 - 3.0 L N55 B30 TO I6 turbo - 265 kW (355 hp) - 465 Nm (343 lb ft)


2.0d Rx Drive - 2014 - 2018 - 2.0 L B47 D20 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
3.0d Rx Drive - 2014 - 2018 - 3.0 L N57 D30 I6 turbo - 190 kW (255 hp) - 560 Nm (413 lb ft)
3.5d Rx Drive - 2014 - 2018 - 3.0 L N57 D30 TOP I6 twin turbo - 230 kW (308 hp) - 630 Nm (465 lb ft)

MG 2 Series & MG 2 GT

The first generation of the BMW based MG 2 Series consists of the MG 2 R22 (coupé version) and MG R23 (convertible version) subcompact executive cars. The R22 / R23 has been in production since November 2013 and is often collectively referred to as the R22.

The R22 was released as the successor to the R82 MG 1 Series coupé and R88 MG 1 Series convertible. It was produced in Castle Bromwich previously alongside the R20 1 Series hatchback range.

The high performance R20 GT model is produced in the coupe body style. It is powered by the BMW N55 and BMW S55 turbocharged inline-six engines.
The United States is the most popular market for the 2 Series, accounting for one-third of all sales, followed by Germany and Great Britain.

Development & Launch

The coupé and convertible models premiered at the 2014 London Motor Show with sales beginning in March 2014. The exterior design was led by Christopher Weil.

The R22 MG 2 Series has a 50:50 weight distribution and features a MacPherson strut front suspension and a five link rear suspension. Compared to the R82 MG 1 Series coupé, the R22 MG 2 Series is 72 mm (2.8 in) longer, 26 mm (1.0 in) wider, and 5 mm (0.2 in) lower. The 2 Series also has 6 mm (0.2 in) more front headroom and 21 mm (0.8 in) more rear legroom, and has an additional 20 litres (0.71 cu ft) trunk space at 390 litres (14 cu ft). The 2 Series has a reduced drag coefficient of 0.29 Cd for the 220i Coupé.

Convertible models feature an 20% increase in rigidity compared to the R88 MG 1 Series convertible and feature an electric convertible top that can be raised or lowered in 20 seconds, at speeds up to 50 km/h (31 mph).All models meet the Euro 6 exhaust emissions standard.


Standard equipment includes automatic climate control, Ri Drive with a 6.5-inch display, and 60:40 split folding rear seats. The MG 2 Series is available in Sport Line, Modern Line, and GT Sport trim. Sport line models feature gloss black exterior trim while Modern line models feature aluminium exterior trim. GT Sport models feature a 10 mm (0.4 in) lower suspension, sport seats, and M exterior styling.

218-230 with the GT Sport trim and M235-240 models can be fitted with M Performance Parts. These include a splitter, side skirts, lip spoiler and diffuser.

Optional equipment includes automatic parking, traffic sign recognition, a Harman Kardon HiFi system, and Apple CarPlay. Models are also available with Ri Drive Professional Navigation which features a larger 8.8-inch display with a built-in SIM card with LTE support, allowing for automatic over the air updates for live traffic information and on-street parking information.



218i - 2015 - present - 1.5 L B38 A15 MO I3 turbo - 100 kW (134 hp) - 220 Nm (162 lb ft)
220i - 2014 - 2016 - 2.0 L N20 B20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
220i - 2016 - present - 2.0 L B48 B20 I4 turbo - 135 kW (181 hp) - 290 Nm (214 lb ft)
228i - 2014 - 2016 - 2.0 L N20 B20 I4 turbo - 180 kW (241 hp) - 350 kW (258 lb ft)
230i - 2016 - 2019 - 2.0 L B48 B20 I4 turbo - 185 kW (248 hp) - 350 Nm (258 lb ft)
GT 235i - 2014 - 2016 - 3.0 L N55 B30 O0 I4 turbo - 240 kW (322 hp) - 450 Nm (332 lb ft)
GT 240i - 2016 - present - 3.0 L B58 B30 O0 I6 turbo - 250 kW (335 hp) - 500 Nm (369 lb ft)
GT - 2015 - 2018 - 3.0 L N55 B30 TO I6 turbo - 272 kW (365 hp) - 465 Nm (342 lb ft)
GT Competition - 2018 - present - 3.0 L S55 I6 twin turbo - 302 kW (405 hp) - 550 Nm (406 lb ft)
GT CS - 2020 - present - 3.0 L S55 I6 twin turbo - 331 kW (444 hp) - 550 Nm (406 lb ft)


218d - 2014 - 2015 - 2.0 L N47 D20 01 I4 turbo - 105 kW (141 hp) - 320 Nm (236 lb ft)
218d - 2015 - present - 2.0 L B47 D20 I4 turbo - 110 kW (148 hp) - 320 Nm (236 lb ft)
220d - 2014 - 2015 - 2.0 L N47 D20 01 I4 turbo - 135 kW (181 hp) - 380 Nm (280 lb ft)
220d - 2015 - present - 2.0 L B47 D20 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
225d - 2014 - 2015 - 2.0 L N47 D20 T1 I4 twin turbo - 160 kW (215 hp) - 450 Nm (332 lb ft)
225d - 2015 - 2019 - 2.0 L B47 D20 I4 twin turbo - 165 kW (221 hp) - 450 Nm (332 lb ft)

Austin Traveller 3 Mk I

The face lifted Mazda CX-5 based Austin Traveller 3 was unveiled at the 2014 Los Angeles Auto Show as a 2016 model.Notable changes include updates to exterior styling, reductions in road noise, an improved infotainment system, and a sport mode for the six-speed automatic transmission. The Technology package on GT & GTA also get LED headlights, LED fog lights and combination LED tail lights.

The SkyActiv-G 2.5 engine was made standard on all United States trim levels, except the base-level Sport equipped with the six-speed manual transmission and front wheel drive, which retained the 2.0 liter powerplant.

Austin 1 Mk III

Reports of a new generation of the Mazda2 based Austin 1 emerged in 2013 for a 2014 launch, with some manufacturing at the new Mazda plant in Mexico. The Mazda Hazumi Concept model (designed to preview the future Austin 1 and Mazda2 models) was unveiled at the 2014 Geneva Motor Show and in April 2014 the development mule of the new generation Austin 1 was undergoing testing in Germany, covered in camouflage.

In July 2014, Austin presented photos of the third generation Austin 1 hatchback, and production began at Mazda;s Hofu and Stockton on Tess assembly plants.Sales in Japan began in September 2014. The sedan version debuted at the Thailand International Motor Expo in November 2014.

The third generation is based on a shortened variation of the Mazda based Austin Traveller 5 platform, rather than the DE platform used on the Ford Fiesta and features greater length, wider front and rear tracks, decreased interior room for rear-seat occupants and less front head and legroom.

In 2014, the Mazda de México Vehicle Operation (MMVO) factory in Salamanca, Guanajauto began production of the Austin 1 and Mazda2 for various North and South American markets.

In October 2014, the Mazda 2 was awarded the 2014–2015 "Car of the Year" by the Japan ‘Car of the Year’
Unlike Austin who said that the Austin 1 would be sold in North America, Mazda announced that it would not sell the vehicle in Canada or the United States (except in Puerto Rico). Instead, the Mazda2 would be sold by Toyota North America in those markets between 2016 and 2020.

The Demio nameplate was discontinued in all remaining markets in September 2019, and replaced by the Mazda2 moniker worldwide.The third generation received a face lift for the 2020 model year with various exterior changes, interior trim changes, revised suspension tuning to improve ride quality , improvements to the engine deceleration energy recovery system, adaptive headlights , and standard G-Vectoring Control Plus. With Toyota discontinuing its marketing of the Mazda2, the vehicle finally went on sale in Mexico, where it is produced. The face lift model went on sale in Mexico in October 2019 for the 2020 model year. It comes in three versions: i, i Touring, and i Grand Touring with automatic transmission.
According to reports by British car magazine ‘Autocar’, a Yaris based Mazda2 hybrid model will replace the DJ model in Europe by 2022–2023.



113 - 2014 - present - 1.3 L P3 VPS I4 - 68 kW (92 hp) - 123 Nm (91 lb ft)
115 - 2014 - present - 1.5 L P5 VPS I4 - 85 kW (113 hp) - 148 Nm (109 lb ft)


115d - 2014 - present - S6 DPTS I4 turbo - 77 kW (104 hp) - 250 Nm (184 lb ft)


The MG 2 GT was unveiled in Need for Speed: No Limits in November 2015, before later premiering at the London Motor Show in January 2016. Production commenced in October 2015 and the MG 2 GT was only available as a rear wheel drive coupé. The MG 2 GT is powered by the turbocharged 3.0-litre N55B30T0 straight six engine rated at 272 kW (365 hp) at 6,500 rpm and 465 N⋅m (343 lb⋅ft) between 1,450–4,750 rpm, while an overboost function temporarily increases torque to 500 N⋅m (369 lb⋅ft). The MG 2 GT features pistons from the R80 400 Series MG and R82 MG 4, and has lighter aluminium front and rear suspension components resulting in a 5 kg (11 lb) weight reduction. The MG 2 GT is available with a 6-speed manual or with a 7-speed dual clutch transmission which features a 'Smokey Burnout' mode. 0-100 km/h acceleration times are 4.5 seconds for manual transmission models and 4.3 seconds for models equipped with the 7-speed dual clutch transmission. Top speed is limited to 250 km/h (155 mph) but can be extended to 270 km/h (168 mph) with the optional M Driver's package. The MG 2 GT was used as a safety car in the 2016 MotoGP season.

MG 2 Shooting Brake

The R45 MG 2 Series Shooting Brake was unveiled at the London Motor Show 2014, followed by the 2014 Canadian International Auto Show, 13th Beijing International Automotive Exhibition 2014, and 22nd Auto Mobil International Leipzig 2014.

Early models included 218i, 225i, 218d (150PS). 220d (190PS) was set to arrive in September 2014, followed by 220i (192PS) in November 2014.
Early models for the United Kingdom included 218i (136PS), 218d (143PS). From November 2014, GT Sport specification (including 18 inch M Sport alloy wheels, Dakota leather upholstery, High gloss Shadowline exterior trim, Aluminium hexagon interior trim, M Sport aerodynamic styling, M Sport suspension and M Sport interior styling enhancements) becomes available

The MG 2 Series GT Package includes exclusive Estoril Blue body colour, M Aerodynamics package, M Sport suspension, 17 or 18-inch M light alloy wheels, M leather steering wheel. The 225i Shooting Brake with M Sport Package was unveiled in the 2014 Geneva Motor Show.

The R46 MG 2 Series Shooting Brake X is a long wheelbase, three-row version, which was released in June 2015. It is the first and the only three-row MPV ever produced by Rover / MG. Compared to the Shooting Brake, its wheelbase is lengthened by 110 mm (4.3 in) to 2,780 mm (109.4 in) in order to fit the third-row seating, which folds flat. A two-row version is also offered as the base option for some models. At launch, the vehicle is offered with Advantage, Sport Line, Luxury Line and M Sport trim levels in Europe.

A 645 L (22.8 cu ft) of cargo space is available in the standard five-seat variant, which can be expanded to 805 L (28.4 cu ft) by sliding the rear seats forward. With the third-row seating option, the boot space decreases to 560 L (19.8 cu ft) with the last row folded down flat to the floor.



216i - 2016 - present - 1.5 L B38 B15 I3 turbo - 80 kW (108 hp) - 190 Nm (140 lb ft)
218i - 2014 - present - 1.5 L B38 A15 MO I3 turbo - 100 kW (134 hp) - 220 Nm (162 lb ft)
220i - 2014 - present - 2.0 L B48 B20 I4 twin turbo - 141 kW (189 hp) - 280 Nm (207 lb ft)
225i - 2014 - present - 2.0 L B48 B20 I4 twin turbo - 170 kW (228 hp) - 350 Nm (258 lb ft)


216d - 2014 - present - 1.5 L B37 D15 I3 turbo - 85 kW (114 hp) - 270 Nm (199 lb ft)
218d - 2014 - present - 2.0 L B47 D20 I4 turbo - 110 kW (148 hp) - 350 Nm (258 lb ft)
220d - 2014 - present - 2.0 L B47 D20 I4 turbo - 140 kW (187 hp) - 400 Nm (295 lb ft)


Austin Traveller 1 Mk I & Vanden Plas

The Mazda CX-3 based Austin Traveller i is a subcompact crossover SUV manufactured in Japan by Mazda. Based on the same platform as the Mazda Demio/Mazda2 (DJ/DL), it was revealed to the public with a full photo gallery on November 19, 2014, and first put on display two days later at the 2014 Los Angeles Auto Show, as a production vehicle for the model year of 2016.

The Traveller i is offered with an array of engines, such as a 1.5-litre and 2.0-litre four-cylinder SkyActiv-G gasoline engine, and a 1.5 L SkyActiv-D diesel engine.CX-3 sales began in the United States in the end of 2015, as a model for 2016. It replaced the similar Austin 1 subcompact in the market in North America.

Across the model lineup, power is provided by an updated (2018) 2.0-litre SkyActiv-G engine that develops 146 bhp (110 kW) and 148 lb ft (201 Nm) of torque.It is connected to a six speed automatic transmission that can be paired to an optional all wheel drive system.

The entry level Vanden Plas Sport, Touring and Grand Touring all feature cruise control, power windows/lock, and a 60/40 split folding rear seat. Other highlights include a rearview camera, Bluetooth connectivity, and an infotainment system, Mazda Connect, with a 7-inch display as standard equipment.



1.5 - 2016 - present - 1.5 L SkyActiv G FP 5 I4
2.0 - 2016 - present - 2.0 L SkyActiv G PE VPS I4


1.5d - 2016 - present - SkyActiv D S5 DPTS I4
1.8d - 2016 - present - SkyActiv D S8 DPTS I4


6 speed SkyActiv MT manual
6 speed SkyActiv Drive automatic

Healey GT 5 Mk IV

The fourth generation GT 5 is 105 mm (4 inches) shorter and 100 kg (220 lb) lighter than its predecessor, putting the vehicle's curb weight near 1,000 kg (2,200 lb). Incorporating Mazda's SKYACTIV technology, the Miata is offered with a choice of two direct injection, naturally aspirated petrol engines. The base model has a 1.5 L 96 kW (129 hp; 131 PS) engine, while the 1,998 cc (2.0 L; 121.9 cu in) North American (United States and Canada) ND1 (pre-2019) cars are rated at 116 kW (155 hp; 157 PS) at 6000 rpm and 201 N⋅m (148 lb⋅ft) at 4600 rpm of torque. Healey also replaced the hydraulic power steering system that the previous Miatas had with their new Electric Power Assisted Steering (EPAS) system. The car was launched with a six-speed manual shift transmission and a six-speed automatic transmission. The cockpit, steering wheel, and infotainment system are very similar to the 2014 Austin 5. The GT 5 is fitted as standard with a manually operated fabric roof that can be opened or closed within a few seconds.

In North America, the 2019 GT 5 has three variants: GT, GTA, and GT S (GS, GS-P, GT and all come standard with a 1,998 cc (2.0 L; 121.9 cu in) engine rated at 135 kW (181 hp; 184 PS) at 7000 rpm and 205 N⋅m (151 lb⋅ft) at 4000 rpm of torque. All variants can be had with a MT or AT, with the MT fuel efficiency of 9.0 L/100 km (31.4 mpg 26.1 mpg City and 7.0 L/100 km (40.4 mpg 33.6 mpg Highway. The AT performs slightly better, at 9.0 L/100 km (31.4 mpg 26.1 mpg City and 6.6 L/100 km (42.8 mpg 35.6 mpg Highway.
In 2019, a GT-S trim was introduced bringing the Club trim's limited-slip differential, Bilstein shock absorbers, and strut tower brace to the GT trim as well as a black roof on all RF models. For 2020, these became standard features in the GT trim, and the separate GT-S designation was retired.


1.5 - 2015 - present - 1.5 L - manual - - 96 kW (129 hp) - 150 Nm (111 lb ft)
1.5 - 2017 - present - 1.5 L - manual - 96 kW (129 hp) - 150 Nm (111 lb ft)
2.0 - 2015 - 2018 - 2.0 L - manual - 118 kw (158 hp) - 200 Nm (148 lb ft)
2.0 - 2016 - 2018 - 2.0 L - manual - 118 kW (158 hp) - 200 Nm (148 lb ft)
2.0 - 2016 - 2018 - 2.0 L - auto - 118 kW (158 hp) - 200 Nm (148 lb ft)
2.0 - 2019 - present - 2.0 L auto - 135 kw (181 hp) - 205 Nm (151 lb ft)

Rover Countryman 6 Mk II & MG Countryman 6 Mk II

The second generation Countryman 6 Mk II was launched at the 2014 London Motor Show featuring a new eight-speed automatic transmission and a slightly larger luggage bay. Sales in most markets commenced by the end of 2014.

Like the other models in the Rover range powered by the twin-turbo 4.4-litre V-8, the Rx Drive 5.0i benefits from increased the power of a newer engine, which is 50 hp (37 kW) and 30 lb⋅ft (41 N⋅m) more than its predecessor rising to 445 hp (332 kW) at 5500 rpm and 480 lb⋅ft (651 N⋅m) of torque at 2000 rpm.

The MG Countryman 6 Mk II (R86) BMW M performance model was unveiled in Losail International Circuit in Qatar, and is one of the quickest vehicles of its type.



3.5i Rs Drive - 2015 - 2019 - 3.0 L N55 B30 MO I6 - 225 Kw (302 hp) - 400 Nm (295 lb ft)
3.5i Rx Drive - 2015 - 2019 - 3.0 L N55 B30 M) I6 - 225 kW (302 hp ) - 400 Nm (295 lb ft)
5.0i Rx Drive - 2015 - 2019 - 4.4 L N63 B44 01 I6 - 331 kW (444 hp) - 650 Nm (479 lb ft)
MG Countryman 6 - 2015 -2019 - 4.4 L S63 B44 T2 I6 - 423 kW (567 hp) - 750 Nm (553 lb)


3.0d Rx Drive - 2015 - 2019 - 3.0 L N57 D30 01 I6 - 190 kW (254 hp) - 560 Nm (413 lb ft)
4.0d Rx Drive - 2015 - 2019 - 3.0 L N57 D30 T1 I6 - 230 kW (309 hp) - 630 Nm (465 lb ft)
MG Countryman 6 5.0d - 2015 - 2019 - N57 D30 S1 I6 - 280 kW (376 hp) - 740 Nm (546 lb ft)

Rover 800 Series Mk V & MG 8 Mk I

The fifth generation of the BMW based 800 Series consists of the Rover R11 (normal version) and Rover R12 (long-wheelbase version) luxury saloons. The R11 / R12 generation has been produced since 2015, and is often collectively referred to as the R11.

The R11 was unveiled on 10 June 2015 at Rover's headquarters at Castle bromwich. An official public reveal took place at the 2015 London Motor Show. This generation of the 800 Series is the first car lineup of Rover to be based on the BMW CLAR platform. The CLAR platform adopts technology first introduced in BMW i models, namely the introduction of carbon fibre reinforced polymer as structural chassis components. Long-wheelbase cars have the letter "L" in their model name.

As part of Rover’s (BMW) strategy of introducing plug in hybrid variants for all future car models, the normal and long-wheelbase models were available with hybrid powertrains as 840e and 840Le in 2016

Development & Launch

The international launch of the new BMW 7 Series (Rover 800 Series) was at the 2015 Internationale Automobil Ausstellung in Frankfurt am Main, Germany. Held in September 2015. The lead exterior designer is Nader Faghihzadeh. Alexey Kheza (face lift)

Production commenced in July 2015 at the Dingolfing manufacturing plant in Germany and Rover’s plant at Castle Bromwich, with global vehicle sales starting in October 2015.


The R11 and R12, which are the respective codenames for the short and long wheelbase models, are the first passenger BMW vehicles to be based on the modular BMW CLAR (cluster architecture) platform.

The passenger cell of the 800 Series is made of carbon-fibre-reinforced polymer (CFRP), tensile steel and aluminium, resulting in a lower kerb weight, lower centre of gravity and maintaining a 50/50 axle load distribution. The usage of CFRP allows for weight reduction due to being lighter than steel and aluminium. CFRP also increases structural strength in areas exposed to high steering forces, as it is capable of diverting impact forces to prevent deformations of the material, resulting in higher torsional rigidity. Aluminium has been applied to the doors, boot lid, brake system, wheel hubs and rear suspension arms, further reducing weight and unsprung masses. The R11's body weighs overall 40 kg less than that of its predecessor.

The front features a large signature kidney grille incorporating grille shutters that will only open when an increase of air flow to the engine bay is required, decreasing aerodynamic drag in the process. Along with air openings behind the front wheel arches that reduce turbulence in the wheel housings, the drag coefficient has been reduced to 0.24.

The standard self levelling air suspension of the previous model has been reworked, featuring air springs at both axles with electronically-controlled shock absorbers that can automatically adjust damping according to the environment. The active anti-roll system is optionally available with an electro hydraulic actuator that improves damper reaction times. For the first time, four wheel steering, marketed as Integral Active Steering, has also become available for all-wheel drive models


The Ri Drive operating system for secondary car controls now receives user input from a conventional control wheel, touchscreen, voice commands and is capable of recognizing gestures through a 3D scanner. It is also possible to save a gesture movement with an individual function.

A number of advanced driver assistance systems for the Rover 800 Series have been reworked to work autonomously or partly so—the parking system utilises a number of radar sensors and a stereo camera at the rear, allowing it to execute parking maneuvers independently and can be operated with a digital key fob. The cruise control driver assist is able to recognize speed limits and will adjust the vehicle's speed accordingly. The lane driving assist warns the driver of possible side or rear collisions. In addition, it is able to detect lane markings and traffic, as well as alter the steering responsiveness to improve driving comfort.


The powertrain line-up consists of a 4.4 litre V8 engine and three engines from BMW's modular B-series engine architecture—two 3.0 litre inline-six engines in petrol and diesel form, as well a 2.0 litre inline-four engine including the hybrid model designated as 840e / 840Le, or 830i / 830Li for the petrol version. Initially, each model can be equipped with all wheel drive and is mated to an 8-speed Steptronic ZF automatic transmission. The 850i / 850Li, 840i / 840Li and 840d / 840Ld models are optionally available with the all-wheel drive option Rx Drive The transmission can be optionally linked with the satellite navigation system that provides the transmission with geographical data to adjust shift timing in relation to current driving conditions.

The R11 is the first 800 Series generation to feature a plug-in hybrid variant, called the 840e iPerformance. This new model effectively replaces the rather undersold ActiveHybrid 7, which evolved from a 850i based mild hybrid to a 840i based full hybrid in 2014 post-LCI (Life Cycle Impulse) variant. The 840e is marketed as a Rover iPerformance car, not as a member of the Rover sub-brand

830i/Li - 2016 - 2019 - 2.0 L B14 I4 turbo - 190 kW (255 hp) - 400 Nm (295 lb ft)
840i/Li - 2019 - present - 3.0 L B58I6 turbo - 240 kW (322 hp) - 450 Nm (332 lb ft)
850i/Li - 2016 - 2019 - 4.4 L V8 N63 twin turbo - 331 kW (444 hp) - 650 Nm (479 lb ft)
850i/Li - 2019 - present - 4.4 L V8 N63 twin turbo - 390 kW (523 hp) - 750 Nm (553 lb ft)
MG 860Li - 2017 - 2019 - 6.6 L V12 N74 twin turbo - 449 kW (602 hp) - 850 Nm (627 lb ft)
MG 860Li - 2019 - present - 6.6 L V12 N74 twin turbo - 430 kW (577 hp) - 800 Nm (590 lb ft)


825d/Ld - 2017 - 2019 - 2.0 L B47 I4 turbo - 170 kW (228 hp) - 500 Nm (369 lb ft)
830d/Ld - 2016 - present - 3.0 L B57 I6 turbo - 195 kW (261 hp) - 620 Nm (457 lb ft)
840d/Ld - 2016 - present - 3.0 L B57 I6 turbo - 235 kW (315 hp) - 680 Nm (502 lb ft)
850d;Ld - 2016 - present - 3.0 L B57 I6 Quad turbo - 294 kW : (394 hp) - 760 Nm (561 lb ft)

Rover Countryman 1 Mk II

The R48 Rover Countryman 1 Mk II based BMW X1 is the second and current generation of the Countryman 1 range of subcompact luxury crossover SUV. The R48 Countryman 1 was unveiled at the 2015 London Motor Show in September 2015,and later at the 2015 Tokyo Motor Show.Contrary to the previous generation which uses rear-wheel drive as standard, all models are now front-wheel drive based (marketed as Rs Drive) while also available with an optional all-wheel drive Rx Drive.

Development & Launch

The R48 Countryman 1 is based on the modular front-wheel-drive-based UKL2 platform that is shared between Rover 400 Seriesand Austin Mini models, instead of being based on the rear-wheel drive 400 Series Shooting Brake platform as with the previous generation Countryman 1.

In comparison, the R48 Countryman 1 has a 90 mm (3.5 in) shorter wheelbase, and is 23 mm (0.9 in) wider, and 67 mm (2.6 in) taller compared to its predecessor. However, the new platform has allowed for increased interior legroom, headroom, and shoulder room.

A long-wheelbase model for the Chinese market (R49 model code) was unveiled at the 2016 Beijing Auto Show, and features a 110 mm (4.3 in) longer wheelbase. Long-wheelbase models share the same engines and also introduced a new all wheel drive hybrid model called the Rx Drive 2.5Le.These models went on sale in May 2016.
The Rx Drive 2.5i is marketed as the Rx Drive 2.8i in North American markets


All models get 17-inch alloy wheels, a roof rack, an electrically operated tailgate, a 6.5-inch Ri Drive system, cloth seats, and 40:20:40 split-folding rear seats. The Countryman 1 is also offered in a Sport trim which adds sports seats, and in xLine and MG Sport trim which adds heated leather seats. Available options include a panoramic sunroof, an upgraded iDrive Navigation Plus system with an 8.8-inch touch display, and a head up display.

Rs Drive 1.6d and 18i models are available with a 6-speed manual transmission and Rs Drive 1.8i models can be upgraded to a 6-speed Automatic Transmission for 2016 to 2017 and a 7-speed Steptronic dual clutch transmission (DCT) from 2018 onwards. The rest of the model range receives the 8-speed Steptronic automatic as standard from 2016 to 2017, and the 2.0i models (both Rx Drive and Rs Drive) receive a Steptronic 7-speed DCT (similar to the 2018-up sDrive18i) from 2018 onwards, while the rest of the range still gets the same 8-speed Steptronic automatic.



1.8i Rs Drive - 2015 - present - 1.5 L B38 A15 M1 I3 turbo - 105 kW (141 hp) - 220 Nm (162 lb ft)
2.0i Rs Drive - 2015 - present - 2.0 l B48 A20 MO I4 turbo - 141 kW (189 hp) - 280 Nm (207 lb ft)


1.6d - Rs Drive - 2015 - present - 1.5 L B37 C15 CU I3 turbo - 85 kW (114 hp) - 270 Nm (199 lb ft)
1.8d Rs Drive - 2015 - present - 2.0 L B47 C20 UO I4 turbo - 110 kW (148 hp) - 330 Nm (243 lb ft)
2.0d Rs Drive - 2015 - present - 2.0 L B47 C20 UO I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
2.5d Rx Drive - 2016 - present - 2.0 L B47 C20 TO I4 twin turbo - 170 kW (228 hp) - 450 Nm (332 lb ft)


Austin Traveller 7

At the 2015 LA Auto Show, both Austin and Mazda revealed the second generation Traveller 7 and CX-9, nine years after the previous version launched. The 2016 Austin Traveller 7 is brand new, and is based on the SkyActiv platform and engines that are shared with new Austin and Mazdas introduced after 2011.

The second generation Austin Traveller 7 uses a turbocharged version of the 2.5 litre four cylinder SkyActivG petrol engine, producing 227 hp (169 kW) on 87 AKI octane fuel (91 RON) and 250 hp (186 kW) on premium fuel and 420 N⋅m (310 lb⋅ft) of torque. The engine is joined with a six speed automatic transmission. The U.S. EPA rates the all-wheel drive 2016 Mazda CX-9 at 21 mpg (25 mpg 11 L/100 km) city and 26 mpg (31 mpg 9.0 L/100 km) highway.

The new exterior design follows Mazda's Kodo design philosophy. It is shorter than before, but rides on a longer wheelbase, resulting in shorter front and rear overhangs. Weight is also down 90 kg (198 lb) in the FWD versions and by 130 kg (287 lb) in AWD versions.

Mazda added many new active safety systems on the new CX-9. These include the Blind Spot Monitoring, Radar Cruise Control with a Stop/Start function, Lane Keep Assist, Lane Departure Warning, High Beam Control, Autonomous Emergency Braking (low & high speed).

All models come standard with Autonomous Emergency Braking (low speed) and Blind Spot Monitoring
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Rover 600 Series Mk VI & MG 6 Mk VI

The sixth generation of the BMW based Rover 600 consists of the Rover R30 (sedan version) and Rover R31 (wagon version, marketed as Shooting Brake') executive cars. The R30 / R31 has been produced since 2016 and is often collectively referred to as the R30. It was officially announced on 12 October 2016 and sales began in February 2017.

The fastback MG 6 GT model from the previous generation is no longer part of the MG 6 Series model range, and has been moved to the MG 7 Series Gran Turismo nameplate. A long-wheelbase sedan version (model code R38) is sold in China.

On 27 May 2020, a facelifted 600 Series was unveiled. Although the 2021 Rover 600 Series is 1.2 inches longer than the 2020 model, many of the vehicle's other dimensions remain unchanged despite the styling redesign.

Development & Launch​

The BMW Head of Design during the development of the R30 was Karim Habib. Interior design was led by Daniel Mayerle.

The 600 Series saloon was unveiled on 12 October 2016 before making its public debut in January 2017 at the London Motor Show.
The 600 Series Shooting Brake was unveiled in February 2017 before making its public debut in March at the Geneva Motor Show.

The 600 Series long-wheelbase model debuted in April 2017 at the Shanghai Motor Show. Its wheelbase is 133 millimetres (5.2 in) longer than that of the normal 600 Series saloon and is exclusively sold in China.



The R30 600 Series utilises BMW's modular Cluster Architecture (CLAR) platform first introduced in the 800 Series R11..The 600 Series' chassis is made from a mixture of different grades of steel and aluminium. The kerb weight ranges from 1,605–1,989 kg (3,538–4,385 lb), depending on specification.
Much of the 600 Series' body panels are constructed of aluminium, including the bonnet, boot lid, roof and door

Suspension & Steering

The 600 Series uses double-wishbone front suspension and 5-link rear suspension while Shooting Brake models feature self-levelling rear air suspension. Active anti-roll bars (named "Dynamic Drive") are optional equipment.

All versions of the 600 Series use rack and pinion steering with electric power assistance. "Integral Active Steering" is an option on some models; and combines electromechanical four-wheel steering and a variable-ratio steering rack.

Power train

The 600 Series is offered with a range of turbocharged petrol and diesel engines. It is also offered as a plug-in hybrid.

Up until 2018, 620d models were fitted as standard with a 6-speed manual transmission, while the ZF 8HP 8-speed automatic transmission is optional. All other models, including the 620d Rx Drive, are exclusively available with the ZF automatic transmission.

BMW's Rx Drive all-wheel drive system is optional on some base models and is standard fitment on top-of-the-line models


Compared with its R10 predecessor, the R30 includes an updated Rover Ri Drive system with a higher resolution 10.25-inch display, a new heads-up display that covers 70% more area as well as selective anti-dazzle high beam headlights with a range of up to 500 metres. The 5 Series is also available with gesture control, new multi-contour massage seats, and a Driving Assistant Plus package that features lane departure warning, adaptive cruise control, and a collision warning system.



620i - 2018 - present - 1.6 L N20 I4 turbo - 125 kW (168 hp) - 250 Nm (184 lb ft)
620i - 2017 - present - 2.0 L B48 I4 turbo - 135 kW (181 hp) - 290 Nm (214 lb ft)
630i - 2017 - present - 2.0 L B48 I4 turbo - 185 kW (248 hp) - 350 Nm (258 lb ft)
640i - 2017 - present - 3.0 L B58 I6 turbo - 250 kW (335 hp) - 450 Nm (332 lb ft)
MG 650i Rx Drive - 2018 - 2019 - 4.4 L N63 V8 twin turbo - 340 kW (456 hp) - 651 Nm (480 lb ft)
MG 650i Rx Drive - 2020 - present - 4.4 L N63 V8 twin turbo - 390 kW (523 hp) - 750 Nm (553 lb ft)
MG 6 - 2018 - present - 4.4 L S63 V8 twin turbo - 441 kW (591 hp) - 750 Nm (553 lb ft)


618d- 2017 -2020 - 2.0 L B47 I4 turbo - 110 kW (148 hp) - 350 Nm (258 lb ft)
620d - 2017 - present - 2.0 L B47 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
625d - 2017 - 2020 - 2.0 L B47 I4 turbo - 170 kW (228 hp) - 500 Nm (369 lb ft)
630d - 2017 - present - 3.0 L B57 I6 turbo - 195 kW (261 hp) - 620 Nm (457 lb ft)
640d Rx Drive - 2017 - present - 3.0 L B57 I6 Twin turbo - 235 kW (315 hp) - 680 Nm (502 lb ft)
MG 650d Rx Drive - 2017 - 2020 - 3.0 L B57 I6 Quad turbo - 294 kW (394 hp) - 760 Nm (561 lb ft)

MG 6

The R90 MG 6 is based on the R30 600 Series and uses an all-wheel drive ( Rx Drive") power train, being the first time that an MG 6 has not been rear-wheel drive.However the all-wheel drive system is biased towards the rear wheels. It can also be configured to send power to the rear wheels only, if the electronic stability control (ESC) is disabled.The transmission is an 8-speed ZF GA8HP75Z automatic.

The exterior of the MG 6 was designed by Seungmo Lim. The car was unveiled at the Gamescom in August 2017, to promote the launch of Need for Speed Payback.The MG 6 was also shown at the London motor Show in September 2017. The MG 6 is produced alongside regular 600 Series models at the Castle Bromwich plant. The R90 MG 6 accelerates from a standstill to 100 km/h (62 mph) in 3.4 seconds,and to 200 km/h (124 mph) in 11.1 seconds.In imperial measurements 60 mph (97 km/h) is reached in 2.9 seconds and 100 mph (161 km/h) in 6.6 seconds. The top speed is limited to 250 km/h (155 mph), and the delimited top speed is 305 km/h (190 mph) with the optional MG Driver's Package. Despite the added weight of the all-wheel drive components, the weight of the R90 MG 6 is approximately 40 kg (88 lb) lower than the previous generation MG 6.

In December 2017, the R90 MG 6 set the Guinness World Records for "Longest continuous vehicle drift" and "Longest twin vehicle drift (water assisted)" on a wet skidpad, with distances of 374 km (232 mi) and 144 km (89 mi) respectively. The F90 M5 recorded a Nürburgring lap time of 7:38.92 in a test by Sport auto.

Engine & Transmission

The engine is an evolution of the S63 from the previous generation. With a power output of 441 kW (600 PS; 591 hp) the new M5 has the same power as the limited edition "Competition Package" and "30 Jahre M5" models of the previous generation, while the torque has been raised to 750 N⋅m (553 lb⋅ft), 70 N⋅m (52 lb⋅ft) more than in the previous MG 6

The transmission is the eight-speed ZF 8HP automatic transmission. The R90 is the first MG 6 to use a torque converter automatic transmission (compared with the previous generation's dual-clutch transmission), which BMW states was chosen for its durability and because shift times are not significantly slower than a dual-clutch transmission

Austin 3 Mk V & Healey 3 GT Mk V

A face lift of the Austin 3 (BM) in August 2016 has changed its code name to Austin 3 (BN). Changes include a new dashboard layout, new front and rear exterior styling (the latter, only in the hatchback), new first-of-its-kind G-Vectoring Control and diesel option was dropped. Safety and driver assistance features were also improved, adding a traffic sign-recognition sensor and pedestrian detection with the pre-collision braking system.

The update debuted in North America for the 2017 model year. In the United States, the "i" and "s" monikers were dropped, leaving the Healey GT (2.0L), Traveller (2.5L), and Healey GT (2.5L) trim levels.

Austin Traveller 5 Mk II

The second generation Austin Traveller 5 was unveiled with an overhauled design and new technologies on November 15, 2016 at the Los Angeles Auto Show.
The Traveller 5 is available with SkyActiv-G 2.0 petrol, SkyActiv-G 2.5 petrol and SkyActiv-D 2.2 diesel engines. New features include a new 'Soul Red Crystal' paint colour as well as a new remote-controlled powered tailgate.

The 2019 Traveller 5 adds the engine from the Traveller 7 as an option. The Skyactiv-G 2.5-liter turbocharged four-cylinder produces 250 horsepower at 5,000 rpm on 93-octane fuel and 227 hp on 87-octane fuel. Mazda claims the new engine delivers 22 mpg city, 27 highway, and 24 mpg combined with AWD, regardless of octane.



2.0 - 2016 - present - 2.0 L SkyActiv G PE VPS IE - 116 kW (155 hp) - 200 Nm (148 lb ft)
2.5 - 2016 - present - 2.5 L SkyActiv G PY VPS I4 - 139 kW (187 hp) - 252 Nm (186 lb ft)
2.5 - 2016 - present - 2.5 L SkyActive G PY VPS T I4 - 190 kW (250 hp) - 430 Nm (320 lb ft)


2.2d - 2012 - 2016 - 2.2 L SkyActiv D SH VPTS I4 - 129 kW (173 hp) - 420 Nm (310 lb ft)


6 speed - SkyActiv MT manual
6 speed - SkyActiv Drive automatic


Rover Countryman 2 Mk I & MG Countryman I Mk I

The BMW X2 based Rover Countryman 2 (model code R39) is a subcompact luxury crossover SUV produced by the Rover Division of Rover Group. It was first showcased as the BMW Concept X2 at the 2016 London Motor Show, with a production version unveiled in October 2017. Sales commenced in March 2018. It is considered a sportier and less practical alternative to the Countryman 1, as it is the case with other even-numbered X models with its respective counterparts.


The Countryman 2 is based on the same front-wheel drive UKL2 architecture as the Countryman 1 and MINI Countryman, and features the same 2,670 mm (105.1 in) wheelbase length. The Countryman 2 is assembled in Spartansburg USA and is produced alongside the Countryman 1 Being a part of BMW X & Rover Countryman family, the vehicle is also available with Rx Drive all wheel drive on higher end models.
Both the Rs Drive 2.8i and Rx Drive 2.8i models are available in North American markets.A plug in hybrid variant, called the Rx Drive 2.5e, was unveiled in January 2020. In September 2020 Rover presented the special variant MG Mesh Edition with a sporty look.


The Countryman 2 is offered in a standard, MG Sport, and MG Sport X trim. The standard trim features cloth seats, a 6.5-inch Ri Drive 6.0 screen, and 17-inch wheels, while MG Sport and MG Sport X models have 19-inch wheels and include dynamic damper control and a 10 mm (0.4 in) lower sports suspension.

Available upgrades include Dakota leather, an upgraded 8.8-inch or 10.25-inch Ri Drive system with touch controls, wireless charging, a heads up display, and a Driving Assistant package that includes cruise control, lane departure warning, and speed limit information.

Rs Drive 1.8i and 1.8d models are available with a 6-speed manual transmission, while Rs Drive 1.8i models can be upgraded to a 7-speed dual clutch transmission. The rest of the model range uses an 8-speed automatic transmission.



1.8i Rs Drive - 2018 - present - 1.5 L B38 A15 M1 !3 turbo - 103 kW (138 hp) - 220 Nm (162 lb ft) 2.0i - Rs Drive - 2018 - present - 2.0 L B38 A20 MO I4 turbo - 141 kW (189 hp) - 280 Nm (207 lb ft)
2.8i Rs Drive - 2018 - present - 2.0 L B48 A20 OO I4 turbo - 170 kW (228 hp) - 350 Nm (258 lb ft)
MG 3.5i - 2020 - present - 2.0 L B48 A20 OO I4 turbo - 225 kW (302 hp) - 450 Nm (332 lb ft)


1.6d Rs Drive - 2019 - present - 1.5 L B37 C15 UO I3 turbo - 85 kw (114 hp) - 270 Nm (199 lb ft)
1.8d Rs Drive - 2018 - present - 2.0 L B47 C20 UO I4 turbo - 110 kw (148 hp) - 350 Nm (258 lb ft)
2.0d Rx Drive - 2018 - present - 2.0 L B47 C20 OO I4 turbo - 148 kW (188 hp) - 400 Nm (295 lb ft)
2.5 Rx Drive - 2018 - present - 2.0 L B47 C20 TO I4 turbo - 170 kW (228 hp) - 450 Nm (332 lb ft )

Range Rover Velar

The Range Rover Velar (L560) is a compact luxury crossover SUV produced by British automotive company Ford Motor Company under their Land Rover marque. The fourth model in the Range Rover line, the Velar was unveiled on 1 March 2017 in London, England. The Velar was released in the summer of 2017. The name Velar had previously been used for a series of preproduction first-generation Range Rovers in 1969.


The Range Rover Velar ushers in a new design language for Land Rover that is influenced by Land Rover's previous design language that began with the Evoque and most recently was used in the Range Rover Sport. The new design language features smoother lines on the body, and emphasises sportiness and on-road ability, but more important is the new interior design language that begins with the Velar, which will later spread to other Range Rover models. The interior of the Velar is influenced by that of the I-Pace of 2018 and features 3 touchscreens, which control most of the interior features of the Velar. The cockpit of the Velar is more driver-focused and the seating position is lower than any other Land Rover before, as sportiness and on-road performance are top priority


Built on the Land Rover iQ[AI] (D7a) platform, the Range Rover Velar shares a number of components with the Jaguar F-Pace, XF, and XE models, notably its aluminium platform and 2,874 mm (113.1 in) wheelbase. The Velar is built at the same factory in Solihull. However, the Range Rover is 72 mm (2.8 in) longer than the F-Pace.



2.0 L Turbo I4 - 2017 - present - 184 kW (247 hp) - 365 Nm (269 lb ft)
2.0 L Twin turbo I4 - 2017 - present - 221 kW (296 hp) - 400 Nm (295 lb ft)
3.0 L Supercharged V6 - 2019 - present - 250 kW (335 hp) - 450 Nm (332 lb ft)
3.0 L Supercharged V6 - 2017 - present - 279 kW (375 hp) - 450 Nm (332 lb ft)
5.0 L Supercharged V8 - 2019 - present - 405 kW (542 hp) - 680 Nm (502 lb ft)

Land Rover Discovery Mk IV

The third generation Discovery was unveiled in the grounds of Packington Hall near Meriden, UK on 28 September 2016, the eve of the 2016 Paris Motor Show, and went on sale in the UK in February 2017. Built on a platform shared with the Range Rover and Range Rover Sport, the current Discovery leaves behind many of the design traditions of former generations for a more modern, though less overtly practical, design. This model also marks the return of the Discovery marque in the U.S. market, replacing the LR moniker of the previous generation models. There are five seat, seven seat and commercial van versions in the UK, Ireland and other European markets. In November 2020, a facelift for the model was launched, which debuted as a 2021 model.

A Discovery 3.0 TD6 achieved an AIR Index emission rating of "A" (A=Best, E=Worst) when independently tested in 2019.

The SVX version was debuted on Frankfurt motor show 2017, the car was to be on sale in 2019 but the project was cancelled


The design of the third-generation Discovery was previewed by the Discovery Vision Concept at the 2014 New York Auto Show. In profile, the exterior design is also very similar to the small Discovery Sport model. In contrast to previous Discovery models, the third-generation has a much more rounded shape, eschewing the traditional angular design. The tail lights have changed from a vertical orientation to horizontal, and the third-row side glass no longer blends into the roof glass. The tailgate is no longer horizontally split and has been replaced with a conventional top hinged tailgate made from composite, but retaining the asymmetrically mounted license plate as a design cue from previous generations of the Discovery. The roof is still stepped over the third row, though it is now largely cosmetic in comparison to the previous models and the roof now has a strong taper to the back. The interior closely follows that from other contemporary Land Rover models, while continuing the 3-row tradition of the Discovery.


The new Discovery 5 incorporates several changes over its predecessors. For the first time, the Discovery is based around Land Rover's aluminium architecture, first introduced on the Range Rover (L405). The use of aluminium chassis and body panels gives a weight loss of up to 480 kg over its predecessor. This weight loss combined with a new aerodynamic design, a 17 percent lower Cd, achieves a fuel efficiency improvement over previous Discovery generations. The new Discovery is offered with a combination of V6 petrol and diesel engines. All Discovery 5s are equipped with a standard 8 speed automatic transmission. An available option package adds a two speed transfer case (low range gearbox) and the option of an actively locking rear differential. Coil springs are now standard on base trim models, while air suspension is still offered as an option.

Land Rover also introduces Terrain Response 2 on the Discovery 5. Similarly to the first generation of Terrain Response, Terrain Response 2 constantly monitors wheel slip, wheel speed, angle of approach or departure, and the suspension's compression or rebound to adjust the anti-lock braking system, throttle response, differentials and traction control systems. The driver can select modes for snow, grass, gravel, mud ruts, sand, or rock crawling by the spin of a dial on the centre console. Terrain Response 2 also introduces a new 'Auto' mode that allows the vehicles computer to select the most appropriate mode on its own.

The Discovery 5 is the first Discovery to be built on a unibody chassis, unlike its predecessors which were built body on frame. This allows the vehicle to have higher torsional rigidity with less weight. According to the automotive press, the latest generation has a higher wading depth (up to 35.6 inches (90 cm)), improved ground clearance and a more comfortable ride while traversing adverse terrain.

Rover Countryman 3 Mk III & MG Countryman 3 Mk III

The third generation of the Rover Countryman III is codenamed R01 and was unveiled in June 2017. Drive trains include two 2.0-litre diesel units known as B47, a next-generation 3.0-litre diesel engine (B57), and a petrol variant (B58): a petrol powered, turbo-charged straight-six with a displacement of 2,998 cc and a plug in hybrid.

It was designed by Calvin Luk, BMW's Australian designer.Technology is shared with the Rover 600 Series (R30), such as gesture control (optional), LED exterior and interior lighting, and the Rover Ri Drive 6.0 system with a 12.5-inch touch-screen monitor for navigation systems. Depending on the model, the new Countryman 3 Mk III is as much as 55 kg (121 lb) lighter than a comparably equipped corresponding model from the previous X3 generation.

In July 2018, Rover introduced the ability to option the Countryman 3 with the Rs Drive intelligent rear-wheel drive system.



2.0i Rx Drive - 2018 - present - 2.0 L B48 I4 twin turbo - 135 kW (181 hp) - 290 Nm (214 lb ft)
3.0i Rx Drive - 2019 - present - 2.0 L B48 I4 twin turbo - 185 kW (249 hp) - 350 Nm (258 lb ft)
3.0i Rs Drive - 2019 - present - 2.0 L B48 I4 twin turbo - 185 kW (249 hp) - 350 Nm (258 lb ft)
4.0i MG Countryman 3 - 2018 - 2019 - 3.0 L B58 I6 twin turbo - 265 kW (382 hp) - 500 Nm (369 lb ft)
4.0i MG Countryman 3 - 2020 - present - 3.0 L B48 I6 twin turbo - 285 kW (382 hp)
5.0i MG Countryman 3 - 2019 - present - 3.0 L S58 I6 twin turbo - 353 kW (473 hp) - 600 Nm (443 lb ft)
5.0i MG Countryman 3 - 2019 - present - 3.0 L S58 I6 twin turbo - 375 kW (503 hp) - 600 Nm (443 lb ft)


2.0d Rx Drive - 2018 - present - 2.0 L B47 I4 turbo - 140 kW (187 hp) - 400 Nm (295 lb ft)
3.0d Rx Drive - 2018 - present - 3.0 L B57 I6 turbo - 195 kW 261 hp) - 620 Nm (457 lb ft)
4.0d MG Countryman 3 - 2018 - present - 3.0 L B57 I6 turbo - 235 kW (316 hp) - 680 Nm (502 lb ft)


Healey GT A Mk IV

In late 2018, for the 2019 model year, the GT 5 series was designated as ND2. This was primarily because its 2.0-liter engine was revised to generate 135 kW (181 hp; 184 PS) and 205 N⋅m (151 lb⋅ft) of torque, with the redline increased to 7,500 rpm. Externally, the car received a brown soft top and black 17" wheels. Interior upgrades include a telescoping steering column, a standard reverse camera, a reworked door opening mechanism, revised seat controls, and redesigned cup holders.


The BMW based MG H (R29) is a two-door roadster produced by German owned automobile manufacturer MG. It was introduced in 2018 as a successor to the R89 MG F. As a fifth model in the lineage, the MG H (R29) marks the return of the soft-top roof to the MG Series of sports cars.

Development & launch

The R29 MG H was introduced at the Pebble Beach Concours d’Elegance on August 23, 2018.

Designed by Australian born Calvin Luk, the car is based on the MG Concept unveiled a year earlier, and was developed alongside the fifth generation of the Toyota Supra due to BMW's partnership with Toyota. The design was inspired by the The MG H is based on the Cluster Architecture platform which underpins most of the Rover (BMW) cars and has a 50:50 weight distribution with weight savings of up to 50 kg (110 lb) as compared to its predecessor. The soft-top convertible roof returned on the MG H (R29) instead of a retractable hardtop of its predecessor. The roof can be raised or lowered in 10 seconds at speeds of up to 50 km/h (31 mph). The boot is 50% larger than that of its predecessor and has a capacity of 281 litres (9.9 cu ft). It uses a multi-link rear suspension.

The official launch of the R29 MG H took place at the 2018 London Motor Show in October. The car was available for sale in March 2019.


The Rs Drive models are available in a Sport line or the M Sport package. Available driver assistance systems include active cruise control, lane change warning system, a parking assistant, and collision warning with braking intervention.

The MG H is offered with a 10.25-inch display with the Ri Drive 7.0. The car is available with BMW Connected Drive services which allow for over-the-air updates for the navigation maps and operating system. The digital key feature allows the car to be unlocked and started with a smartphone, and access can be shared with other people. It is also available with a customisable, digital instrument cluster (called BMW Live Cockpit Professional).


The launch model was the MG H-M4.0i First Edition which has Frozen Orange metallic paintwork and Vernasca leather, 19-inch alloy wheels, adaptive dampers, a Harman Kardon surround sound system and a head up display.

The MG H range consists of the Rs Drive 2.0i which is only available in Europe, the Rs Drive 3.0i and the range topping M 40i models. The Rs Drive models are powered by the 2.0-litre B48 straight 4 engine while the MG H M 4,0i is powered by the B58 straight 6 engine. All engines come with forced induction and are mated to an 8-speed automatic transmission. A 6-speed manual transmission was made available for only the Rs Drive 20i from July 2019


2.0i Rs Drive - 2019 - present - 2.0 L B48 B20 I4 turbo - 145 kW (194 hp) - 320 Nm (236 lb ft)
3.0i Rs Drive - 2019 - present - 2.0 L B48 B20 I4 turbo - 190 kW (255 hp) - 400 Nm (295 lb ft)
M 4.0i - 2019 - present - 3.0 L B58 B30 I6 turbo - 250 kW (335 hp) - 500 Nm (369 lb ft)
M 4.01 - 2019 - present - 3.0 L B58 B30 I6 turbo - 285 kW (382 hp) - 500 Nm (369 lb ft)

Austin 5 Mk V

A mid-cycle refresh for the 2018 Austin 5 was unveiled in November 2017 at the 2017 Los Angeles Auto Show. Changes to the 2018 Austin 5 include new front and rear fascias, new aluminum-alloy wheel designs, standard i-Activsense driver assistance technologies on all Austin 5 trim levels, new interior fabrics and upholsteries, and two new trim levels, GT Reserve and Signature. While the base GT and GTA trims receive the previously-available 187-horsepower, 2.5L SkyActiv I4 gasoline engine, the GT, GTA, and Signature trims receive a 2.5L SkyActiv turbocharged I4 gasoline engine that produces 227 horsepower (250 horsepower on high octane fuel). A six-speed automatic transmission is standard on all trim levels except the base GT, while a six-speed manual transmission remains available only on the base GT trim level. A diesel engine for the North American market has not yet been announced for the Austin 5, although it has been announced for the 2019 Austin Traveller 5 compact crossover SUV. As before, the face lifted Austin 5 continues to be produced at AAW’s assembly plant in Flat Rock Michigan and Swindon. The 2018 Austin 5 was Mazda's first vehicle to receive both Apple CarPlay and Android Auto. A software update was available for 2018 Austin 5 owners that added these capabilities, and newer Austin 5 models are equipped with these features from the factory.

The manual transmission was discontinued for the 2019 model year, though Austin 5 hinted that it might be available as a special-order option in the future.

Range Rover Evoque Mk II

The second generation Evoque was revealed at an event in London on 22 November 2018.

Engines at launch are diesels in 150bhp FWD and 180 and 240bhp AWD, and AWD petrols in 200, 250 and 300bhp.The second-generation Evoque adopts Land Rover's new design language that was launched with the Velar in 2017. This includes retracting door handles, smoother surfacing, and a new infotainment system with a second touchscreen with integrated knobs for climate settings.

The Evoque P300e plug-in hybrid model is a combination of a 1.5-litre 3-cylinder turbocharged Ingenium petrol engine and an electric motor on the rear axle, with a system output of 227 kW (304 hp; 309 PS) and 55.06 kg⋅m (540 N⋅m; 398 lbf⋅ft) of torque. The 15 kWh lithium-ion battery pack is claimed to deliver an all-electric range of up to 66 km (41 mi).

Rover 400 Series Mk VI & MG 4 Mk VI

The sixth generation of the BMW based Rover 400 Series range consists of the Rover R20 (sedan version) and Rover R21 (wagon version, marketed as 'Shooting Brake') compact executive cars. The R 20/ R21 has been in production since mid-October of 2018 and is often collectively referred to as the R20.

The MG 4 one of the first models in the range became available for sale in the spring of 2019, with the 330e plug in hybrid model scheduled for launch in 2020. The 400 Series fastback body style was discontinued for the R20 generation.

Development & Launch

At the end of November 2015, a final design proposal for the successor of the R30 400 Series by Alexey Kezha out of 3 total, was chosen by BMW management, as reported by Auto Bild in October 2015. The new 400 Series, internally called the R20, was unveiled at the 2018 London Motor Show on October 2, 2018, and was available for sale in March 2019.

The R20 3 Series is based on the Cluster Architecture (CLAR) platform and features increased use of high-strength steel and aluminium. The R20 has a MacPherson strut front suspension and multi-link rear suspension, with a hydraulic damping system to better absorb impacts.

The R20 has a flat and covered underbody, resulting in a reduced drag coefficient from 0.26 Cd to 0.23 Cd for the 320d. Compared to its predecessor, the G20 is 55 kg (121 lb) lighter, 85 mm (3.3 in) longer, and 16 mm (0.6 in) wider. The car retains a 50:50 weight distribution and has a 50% increase in body rigidity. Boot capacity is identical to the R30, at 480 litres (17 cu ft).

The windshield uses double glazed acoustic glass and the A-pillars have increased insulation. The handbrake is now electronically operated and no longer uses a manual lever. Engine coasting is also now available in both Eco Pro and Comfort modes,and both petrol and diesel models receive engine particulate filters.

The 320d and M340i are available in both rear-wheel drive and all wheel drive Rx Drive variants.

The Shooting Brake variant (R21) was launched on 12 June 2019.

The long-wheelbase variant (G28) in China was launched on April 2019 as a single trim, the 325Li, which uses a 2.0 liter turbocharged engine making 184 HP and 300 Nm (221 lb-ft) of torque mated to a 8-speed automatic transmission as the only transmission offered. The wheelbase was extended by 110 mm (4.3 in). The right hand drive LWB variant in India, the 330Li, is scheduled for release by 2021 to replace the 3 GT. The 330Li uses a 2.0 liter turbocharged engine making 258 HP.


The R20 is available in Advantage, Sport Line, Luxury Line, or MG Sport package.

Standard equipment includes full LED headlights and tail-lights, automatic climate control, automatic headlights and rain-sensing wipers, 40:20:40 split folding rear seats, and driver assistance systems including lane departure warning and collision warning with braking intervention.

All models feature Ri Drive 6.0 with an 8.8-inch display. The system can be upgraded to Operating System 7.0 with a 10.25-inch display and 12.3-inch digital instrument cluster. Ri Drive 7.0 has over the air updates for the navigational maps and operating system, and features a voice-controlled digital assistant that can be activated by saying "Hey Rover". The assistant can control in-car functions and is integrated with Microsoft Office 365 and Skype for Business. The engine start stop system uses the navigation system to prevent unnecessary engine shutdowns.

Optional equipment includes the BMW LaserLight, a BMW display key, self-righting wheel center caps, and a Welcome Light Carpet. A Digital Key system enables a smartphone to lock or unlock the vehicle using near-field communication, and will start the engine when placed in the wireless charging tray. The optional parking assistant system displays a three dimensional 360 degree view of the car and its surroundings, which can also be remotely viewed in the BMW ConnectedDrive app.

416-430 models with the MG Sport package and MG 340 models can be fitted with MG Performance Parts. This includes a splitter, lip spoiler, tailpipes, sport brakes, darker taillights and more carbon fibre parts.

Only 418d and 420d models are available with a 6-speed manual transmission, though in some markets the 418i is also available with it.

Rover had controversially implemented a yearly fee for access to Apple CarPlay, a feature built into the car, and for which BMW pays no yearly fee or other ongoing expense. As of December 2019 it is reported that this fee will no longer be charged as BMW has backtracked on this decision.

In March 2019 at the London Motor Show the 430e iPerformance model was introduced, sharing its engine with the 420i and a 50 kW (67 hp) electric motor, it has a maximum electric range of 60 km (37 mi). It has a 12 kWh battery (9.6 kWh usable) along with a newly developed system called "XtraBoost" allowing a temporary power increase from the electric motor of up to 30 kW (40 hp)



418i - 2020 - present - 2.0 L B48 I4 turbo - 115 kW (154 hp) - 250 Nm (184 lb ft)
420i/425Li - 2019 - present - 2.0 L B48 I4 turbo - 135 kW (181 hp) - 300 Nm (221 lb ft)
330i - 2019 - present - 2.0 L B46 I4 turbo - 190 kW (255 hp) - 400 Nm (295 lb ft)
330Li - 2019 - present - 2.0 L B46 I4 turbo - 190 kW (255 hp) - 400 Nm (295 lb ft)
330Li GT - 2019 - present - 2.0 L B46 I4 turbo - 190 kW (255 hp) - 400 Nm (295 lb ft)
MG 440i - 2019 - present - 3.0 L B48 I6 turbo - 285 kW (382 hp) - 500 Nm (369 lb ft)


416d - 2020 - present - 2.0 L B47 I4 turbo - 90 kW (121 hp) - 300 Nm (221 lb ft)
418d - 2019 - present - 2.0 L B47 I4 turbo - 110 kW (148 hp) - 320 Nm (236 lb ft)
420d - 2019 - present - 2.0 L B47 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
430d - 2019 - present - 3.0 L B57 I6 turbo - 195 kW (261 hp) - 580 Nm (428 lb ft)
MG 440d - 2020 - present - 3.0 L B57 I6 twin turbo - 250 kW (335 hp) - 700 Nm (516 lb ft)

Rover Countryman 5 Mk IV & MG Countryman

The BMW X5 based R05 Countryman 5 Mk IV is a mid-size luxury SUV produced by British automaker Rover. It is the fourth, and current, generation of the Countryman 5. It was launched in 2018 as the successor to the R15 Countryman 5 Sales of the Mk IV started in November 2018.

Development & Launch

The R05 Countryman 5 uses BMW's Cluster Architecture (CLAR) platform also found in the R11 800 Series and R30 600 Series It features a five link rear suspension and is also available with four-wheel steering or adjustable air suspension that can be raised or lowered by 40 mm (2 in). Compared to its predecessor, the G05 X5 is 36 mm (1 in) longer, 66 mm (3 in) wider, and 19 mm (1 in) taller in height. All petrol models feature particulate filters while all diesel models feature AdBlue injection that reduces nitrogen oxide emissions.

Almost all regions feature Rx Drive all wheel drive, but a rear wheel drive Rs Drive model is available in the USA. The Rx Drive 5.0i model is available outside the European markets, while the European markets will get the MG 5.0i models.


Standard equipment includes LED headlights, electronically controlled dampers, electric and heated sports seats, and two 12.3-inch displays for the instrument panel and Ri Drive system. R05 Countryman models are also available with laser headlights, heated and cooled cup holders, a panoramic sunroof with LED patterns, and a Microsoft Office 365 and Skype for Business subscription with over the air updates. A new Digital Key system also enables a smartphone to be used as a keyfob to lock or unlock the car via NFC.

Rx Line and MG Sport packages are also offered alongside the standard trim and feature different body styling and exclusive exterior paint colours and upholstery choices. Rx Line models feature 19-inch alloy wheels with aluminium exterior trim, while M Sport models feature 20-inch alloy wheels with high-gloss trim.

For the 2020 model year, the Rover Ri Drive 7.0 infotainment system was introduced to replace the previous Ri Drive 6.0 system. The Ri Drive 7.0 system now includes standard wireless Apple CarPlay and Android Auto smartphone integration, which was previously optional with the Ri Drive 6.0 system (the Ri Drive 6.0 system did not offer Android Auto). The Ri Drive 7.0 system also integrates the BMW Assistant feature, with hands-free voice activation via the phrase, "Hey Rover"



4.0i Rx Drive - 2018 - present - 3.0 L B58 B30 M1 I6 turbo - 250 kW (335 hp) - 450 Nm (332 lb ft)
5.0i - Rx Drive - 2018 - present - 4.4 L N63 B44 M3 V8 twin turbo - 340 kW (456 hp) - 650 Nm (479 lb ft)
MG 5.0d - 2019 - present - 4.4 L N63 B44 T3 V8 twin turbo - 390 kW (523 hp) at 5,500 - 750 Nm (553 lb ft)
MG 5.0d - 2020 - present - 4.4 L S63 B44 V8 twin turbo - 441 Kw (591 hp) - 750 Nm (553 lb ft)
MG 5.0d Competition - 2020 - present - 4.4 L S63 B44 V8 twin turbo - 460 kW (617 hp) - 750 Nm (553 lb ft)


2.5d Rx Drive - 2018 - present - 2.0 L B47 B20 I4 turbo - 170 kW (231 hp) - 450 Nm (332 lb ft)
3.0d Rx Drive - 2018 - present - 3.0 L B57 D30 I6 turbo - 195 kW (261 hp) - 620 Nm (457 lb ft)
4.0d Rx Drive - 2018 - present - 3.0 L B57 D30 A I6 turbo - 250 kW (335 hp) - 700 Nm (516 lb ft)
MG 5.0d - 2018 - present - 3.0 L B57 D30 C I6 turbo - 294 kW (394 hp) - 760 Nm (561 lb ft)

Rover Countryman 4 Mk II & MG Countryman 4 Mk II​

The second-generation was revealed online in February 2018 as the successor to the R26 Countryman 4, with sales commencing in July 2018. It shares its platform and basic styling elements with the third-generation Countryman 3. Available variants include Rx Drive 3.0i, Rx Drive 2.0d, Rx Drive 3.0d, Rx Drive MG4.0i, and Rx Drive MG 4.0d.
In North America, the 2019 Countyrman 4 Mk II went on sale in the second quarter of 2018 as an early 2019 model year vehicle. It is available in either Rx Drive 3.0i or MG 4.0i variants.

Development & Launch

The R02 Countryman 4 was developed alongside the R01 Countryman 3, on which it is based. The Countryman 4 features dual ball joint front axle and five link rear axle suspension, and uses BMW's Cluster Architecture (CLAR) platform that incorporates aluminium and high strength steel.Compared to its predecessor, the Countryman 4 is 50 kg (110 lb) lighter and is 52 mm (2.0 in) taller, 81 mm (3.2 in) longer, and 37 mm (1.5 in) wider.


Standard equipment consists of bi-LED headlights, an automatic tailgate, 40:20:40 split folding rear seats, and Ri Drive 6.0. Models are offered in Rx Line, MG Sport, and MG Sport Rx trim. Rx Line trim models feature underbody protection, 19-inch alloy wheels and sports seats, while MG Sport models include MG Sport styling, and MG Sport suspension and brakes. MG Sport X models include the same features, as well as anthracite headliner and Frozen Grey exterior trim elements. The MG 4.0i and MG 4.0d also gain a rear MG Sport Differential—a single-clutch electromechanical rear differential which emulates the behavior of a conventional LSD. Optional ConnectedDrive features also enable Apple CarPlay and Amazon Alexa or Google Assistant integration.



2.0i Rx Drive - 2018 - present - 2.0 L B48 B20 I4 turbo - 135 kW (181 hp) - 270 Nm (199 lb ft)
3.0i Rx Drive - 2018 - present - 2.0 L B48 B20 I4 turbo - 185 kW (248 hp) - 350 Nm (258 lb ft)
MG 4.0i - 2018 - present - 3.0 L B58 B30 MO I6 turbo - 265 kW (355 hp) - 500 Nm (369 lb ft)
MG - 2019 - present - 3.0 L S58 I6 turbo - 353 kW (473 hp) - 600 Nm (443 lb ft)
MG Competition - 2019 - present - 3.0 L S58 I6 turbo - 375 kW (503 hp) - 600 Nm (443 lb ft)


2.0d Rx Drive - 2018 - present - 2.0 L B47 D20 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
2.5d Rx Drive - 2018 - present - 2.0 L B47 D20 I4 twin turbo - 170 kW (228 hp) - 500 Nm (369 lb ft)
3.0d Rx Drive - 2018 - present - 3.0 L B57 D30 I6 turbo - 195 kW (261 hp) - 620 Nm (357 lb ft)
MG 4.0d - 2018 - present - 3.0 L B57 D30 I6 turbo - 240 kW (322 hp) - 680 Nm (502 lb ft)

MG 8 Mk I & MG 8 GT Mk I

The BMW based MG 8 consists of the MG 8 R14 (convertible version), MG 8 R15 (two-door coupe version) grand tourers and MG 8 R16 (four-door "Gran Coupe" fastback sedan version) executive car. The R14 / R15 / R16 generation has been in production since 2018, and is often collectively referred to as the R15. It is the successor to the BMW based MG 6 Series range.

The R15 is powered by turbocharged six-cylinder petrol, six-cylinder diesel and V8 petrol engines. All models have all-wheel drive and an 8-speed automatic transmission. The MG 8 GT models (designated R91 / R92 / R93) were unveiled in 2019 and are powered by the twin-turbocharged BMW S63 V8 petrol engine.

Development & Launch

The MG 8 is based on the BMW Concept 8 Series that debuted at the 2017 Concorso d’Eleganza Villa d’Este, and featured a new design language and iteration of the Ri Drive system. The production version was officially unveiled at the 24 Hours of Le Mans on June 15, 2018. The BMW Concept M8 Gran Coupé was later introduced at the 2018 Geneva Motor Show, and is a high performance four-door variant of the MG 8 Series which was unveiled in June 2019.

The MG 8 Series utilises a double wishbone front suspension and rear multi link suspension. The car uses BMW's Carbon Core technology, integrating carbon fibre within its chassis. GPS navigation data is used for the 8-speed automatic transmission to predict up shifts or downshifts when approaching a junction, and cameras along with sensors are utilised to determine appropriate shutdowns for the engine start-stop system.

The convertible version of the MG 8 Series (R14) was launched in November 2018. The convertible features a folding cloth roof that operates in 15 seconds and can function up to 50 km/h (31 mph). Changes over the coupé include; new cross struts, new panels for the underbody and aluminium roll over bars for added safety. Initial models for the convertible include the MG 85.0i Rx Drive and MG 84.0d Rx Drive. The convertible weighs an additional 100 kg (220 lb) more than the coupé.
Sales of the MG 8 Series commenced in November 2018.

The GT version of the MG 8 Series was announced in June 2019 and went on sale in September 2019. It has the same powertrains as the coupé and convertible, but it is the first MG 8 Series available with a six-cylinder engine for the United States

Body & Chassis

The production model is based on the modular CLAR platform and has a design largely unchanged from the Concept 8 Series. The wheelbase of the Gran Coupe is 201 mm (7.9 in) longer than the coupe and convertible models.

The official kerb weight (measured using the EU methodology) for the MG 85.0i Rx Drive is 1,965 kg (4,332 lb) for the coupe version and 2,090 kg (4,608 lb) for the convertible version. The kerb weight for the MG 84.0d Rx Drive is 1,890 kg (4,167 lb) coupe version and 2,030 kg (4,475 lb) for the convertible version


Standard equipment includes the Rx Drive all wheel drive system, an 8-speed ZF 8HP torque-converter automatic transmission, Vernasca leather, a heads-up display, adaptive suspension, power steering, and split folding rear seats. The MG 8 Series also features a 260 mm (10 in) display with Ri Drive 178 and 312 mm (7.0 and 12.3 in) digital instrument cluster. The MG 85.0i Rx Drive receives 20-inch wheels as standard and aerodynamic elements such as larger air intakes and a front lip spoiler.

Available options includes Microsoft Office 365 and Skype for Business integration, laser headlights, a display key fob, and a Bowers & Wilkins Diamond Surround Sound System. Near field communication can also be used to unlock the car via a smartphone. An MG 8 GT package is also available on the MG 84.0d Rx Drive model and features 19-inch alloy wheels, an enhanced braking system, and a re-designed sports steering wheel.

The MG 85.0i Rx Drive is available worldwide, while the MG 84.0d Rx Drive is only available in Europe.



840i Rx Drive - 2019 - present - 3.0 L B58 I6 turbo - 250 kW (335 hp) - 500 Nm (369 lb ft)
850I Rx Drive - 2018 - present - 4.4 L N63 V8 twin turbo - 390 kW (523 hp) - 750 Nm (553 lb ft)
8 GT - 2019 - present - 4.4 L S63 V8 twin turbo - 441 kW (591 hp) - 750 Nm (553 lb ft)
8 GT Competition - 2019 - present - 4.4 L S63 V8 twin turbo - 460 kW (617 hp) - 750 Nm (553 lb ft)


840d Rx Drive - 2018 - present - 3.0 L B57 I6 turbo - 235 kW (315 hp) - 680 Nm (502 lb ft)



The BMW based MG 8 GT is the high performance version of the MG 8 (R15) marketed under the MG sub-brand.

Introduced in June 2019, the MG 8 GT was initially produced in the 2-door convertible (F91 model code) and 2-door coupe (F92 model code) body styles. A 4-door sedan (R93 model code, marketed as 'Gran Coupe') body style was added to the lineup in October 2019. The MG 8 GT is powered by the BMW S63 twin-turbocharged V8 engine shared with the Rover 600 (R90)

Development & Launch

At the 2018 Geneva Motor Show, MG introduced the MG 8 Gran Coupé Concept, which previewed a high performance four-door variant of the Concept MG 8 Series introduced alongside the MG 8 GT at the 2017 London Motor Show. The design of the concept was based on the M8 GTE and sported aggressive MG performance visual parts. Prototypes of the MG 8 GT began testing in June 2017 when another Concept of the MG 8 GT Series was unveiled to the public.

Development of the MG 8 GT continued into 2018 and more production ready prototypes were made available to the automotive press for review.The car was finally introduced online on 4 June 2019 in the high performance "Competition" variation in coupé and convertible body styles. Production began in August 2019


The MG 8 GTis based on the BMW CLAR platform, with strut and wishbone suspension at the front and multi-link suspension at the rear. Adaptive dampers are standard equipment. The all-wheel-drive system (called Rx Drive) has the ability to decouple its front axle to make the car purely rear wheel drive, a feature first introduced on the Rover 600.The MG 8 GT is powered by a version of the BMW S63 twin-turbocharged V8 engine which is shared with the MG 6, Countryman 5 and Countryman 6 models. This engine is rated at 441 kW (591 hp) at 6,000 rpm and 750 N⋅m (553 lb⋅ft) in the standard MG 8 GT model, with peak power increasing to 460 kW (617 hp) at 6,000 rpm, while torque remains the same for the M8 Competition model. The sole transmission available for the M8 is an 8-speed torque converter ZF 8HP76 automatic transmission manufactured by ZF Friedrichshafen called the "M-Steptronic" by BMW and also shared with the R90 Rover 600.

The standard brakes consist of iron discs, with carbon ceramic brakes being optional. The level of power assist for the brakes can be set to either ‘comfort’ or ‘sport’ mode using the iDrive controller, a feature which has been criticised for resulting in inconsistent brake pedal feel.

The "MG 8 GT Competition" is the upper model of the range, with changes including increased engine power, a modified induction system and more rigid engine mounts.

MG 1 & MG 1 GT

The BMW based MG 1 Series (R40) is the third generation of the range of MG ! Series of subcompact executive hatchback cars. Unlike the previous generation R20 MG 1 Series, the F40 1 Series uses a front-wheel drive configuration and is only available as a 5-door hatchback.

Development & Launch

The R40 MG 1 Series premiered at the 2019 London Motor Show and launched on 28 September 2019. Built on the UKL2 platform, it shares the same front hood, fender panel, dashboard, and suspension as the MG 2 Series Coupe.

Compared to its predecessor, the R40 MG 1 Series is 5 mm (0.2 in) shorter, 34 mm (1.3 in) wider, and 13 mm (0.5 in) taller. Despite the decreases in length, due to the tighter packaging of the front-wheel drive engine, front legroom has increased by 42 mm (1.7 in), rear legroom has increased by 33 mm (1.3 in), and rear headroom has increased by 19 mm (0.7 in). The boot capacity has also increased by 20 litres (0.71 cu ft) to 380 litres (13 cu ft) with the seats raised, and 1,200 litres (42 cu ft) with the seats folded. The F40 1 Series is also 30 kg (66 lb) lighter due to increased use of aluminium.

Petrol engines have a gasoline particulate filter, while diesel engines feature a diesel particulate filter and AdBlue selective catalytic reduction. All engines meet the Euro 6d-TEMP emissions standard.

118i, 116d, and 118d models come with 6-speed manual transmissions as standard. 118i and 116d models can be upgraded to a 7-speed Getrag 7DCT300 dual-clutch transmission, while an 8-speed Aisin automatic transmission is available for GT 135i Rx Drive, 128ti, 118d, and 120d Rx Drive models.


The R40 MG 1 Series is available in Advantage, Luxury, Sport, and GT Sport trim. Sport and Luxury models feature an M Sport Steering wheel, while M Sport models feature sport seats and M exterior styling. European models feature collision detection and lane departure warning with intervention as standard.

The R40 MG 1 Series is available with Ri Drive 7.0 with two 10.25-inch displays. Ri Drive 7.0 features the voice-controlled BMW digital assistant which can control in-car functions and can be activated by saying "Hey MG!” A digital key also enables the vehicle to be unlocked using near field communication by holding a smartphone near the door handle and the engine can be started by placing the smartphone in the wireless charging tray. The digital key can also be shared with up to five other smartphones.

Other options include gesture control, a windshield reflected head-up display, automatic parking, a panoramic sunroof, Apple CarPlay and Android Auto.

GT 135i Rx Drive models feature a limited slip differential, larger M Sport brakes, a strut bar, and a larger 100 mm (3.9 in) diameter exhaust.

116-120 models with the M Sport Trim and 128-M135 models can be fitted with M Performance Parts. These include canards, a spoiler, a splitter, side skirts and rims



116i - 2020 - present - 1.5 L B38 A15 I3 turbo - 80 kW (108 hp) - 190 Nm (140 lb ft)
118i - 2019 - 2020 - 1.5 L B38 A15 I3 turbo - 103 kW (138 hp) - 220 Nm (162 lb ft)
118i - 2020 - present - 1.5 L B38 A15 I3 turbo - 100 kW (134 hp) - 220 Nm (162 lb ft)
120i - 2020 - present - 2.0 L B48 A20 I4 turbo - 131 kW (176 hp) - 280 Nm (207 lb ft)
128ti - 2020 - present - 2.0 L B48 A20 I4 turbo - 195 kW (261 hp) - 400 Nm (295 lb ft)
GT 135i - 2019 - present - 2.0 L B48 A20 I4 turbo - 225 kW (302 hp) - 450 Nm (332 lb ft)


116d - 2019 - present - 1.5 L B37 C15 UO I3 turbo - 85 kW (114 hp) - 270 Nm (199 lb ft)
118d - 2019 - present - 2.0 L B47 D20 I4 turbo - 110 kW (148 hp) - 350 Nm (258 lb ft)
120 Rx Drive - 2019 - present - 2.0 L B47 D20 I4 turbo - 140 kW (187 hp) - 400 Nm (295 lb ft)

MG 2 & MG 2 GT

The BMW based MG 2 Series (model code R44) is a subcompact executive car produced by the BMW owned MG brand. It was revealed online on 16 October 2019, and officially premiered at the 2019 London Motor Show in November. It was launched in worldwide markets in March 2020. For most markets, the MG 2 Series is the smallest four-door sedan offered by MG.


The MG 2 Series uses the front wheel drive-based UKL2 architecture and uses a multi-link rear suspension system. As a result, despite its similar name, it is mechanically unrelated to the R22 MG 2 Series coupé and convertible. Compared to the R22 2 Series, the R44 has 33 mm (1.3 in) more knee room, 14 mm (0.6 in) more headroom, and a 40 litres (1.4 cu ft) larger boot capacity at 430 litres (15 cu ft). It shares the same front hood, fender panel, dashboard and suspension as the R40 MG 1 Series

All petrol and diesel engines are installed with particulate filters and meet the Euro 6d-TEMP emissions standard. Diesel engines also have AdBlue selective catalytic reduction.
218i models are available with a 6-speed manual transmission or a 7-speed dual-clutch transmission. 228i Rx Drive, GT 235i Rx Drive, and 220d models are only available with an 8-speed automatic transmission. 220i models are only available with a 7-speed dual-clutch transmission.


Standard equipment includes full LED lights and 40:20:40 split folding rear seats. Collision detection with braking intervention is also standard in European models. In addition to the basic model, the 2 Series is available in the Luxury and Sport line which adds 17-inch wheels and a sports steering wheel, and the M Sport line which adds 18-inch wheels, an M Sport steering wheel, and M Sport exterior styling.

Optional equipment includes ambient lighting, a panoramic sunroof, a 9.2-inch windshield reflected head up display, and Apple CarPlay. The R44 2 Series can be unlocked via near field communication by holding a smartphone near the door handle, and can start the engine by placing the smartphone in the wireless charging tray. The digital key can also be shared with up to 5 other smartphones. The MG 2 Series is also available with Ri Drive 7 which features over-the-air software updates and a digital assistant that can be activated by saying "Hello MG". The digital assistant learns the habits of the user over time and can control in-car functions, check the maintenance status, or answer questions about the vehicle's functions.

The MG 2 Series uses the navigation system and camera data to prevent unnecessary gear changes when travelling through corners and to determine appropriate shutdowns for the engine start-stop system.

218-228 models with the M Sport Trim and GT 235 models can be fitted with M Performance Parts. These include sport brakes, carbon fibre mirrors and M rims.



218i - 2019 - present - 1.5 L B38 B15 I3 turbo - 103 kW (138 hp) - 220 Nm (162 lb ft)
220i - 2020 - present - 2.0 L B48 A20 I4 turbo - 144 kW (193 hp) - 280 Nm (207 lb ft)
228i Rx Drive - 2019 - present - 2.0 L B48 A20 I4 turbo - 170 kW (228 hp) - 350 Nm (258 lb ft)
GT 235i Rx Drive - 2019 - present - 2.0 L B48 B20 I4 turbo - 228 kW (306 hp) - 450 Nm (332 lb ft)


220d - 2019 - present - 2.0 L B47 D20 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)

Austin 3 Mk VI & Healey 3 GT Mk VI

The 2019 Mazda 3 based Austin 3 hatchback and sedan were both unveiled at the 2018 LA Auto Show on 28 November 2018, and global sales began in early 2019. Designed from 2015 to late 2016 under Yasutake Tsuchida, the new Mazda 3 based Austin 3 was previewed by the Kai Concept, first shown in October 2017.
With the release of this generation, the "Axela" nameplate was dropped in the Japanese market as part of Mazda's new global naming structure

Engine & Transmission

The fourth-generation Mazda3 may be equipped with a spark-controlled compression ignition engine, called the Skysctive X. The 2.0 L SkyActiv-X engine produces 132.5 kW (178 hp; 180 PS) and 224 N⋅m (165 lb⋅ft) of torque. The 1.5-, 2.0- and 2.5-liter versions of the current SkyActiv gasoline engine line will also be offered, as well as the 1.8-liter Skyactive D diesel engine. Transmission options consist of the 6-speed Skyactiv -MT manual and the Skyactiv Drive automatic. Austin introduced an all-wheel drive version of the 2.5-liter turbocharged gasoline engine for model year 2021 which is exclusively mated to a six-speed automatic transmission.

Austin Traveller 3 Mk I & Vanden Plas

The CX-30 based Austin Traveller 3 features lightweight construction to improve performance and economy, and is offered in either front-wheel-drive or all-wheel-drive.

According to Naohito Saga, the CX-30's program manager, the new model is targeted to drivers who are still single or are married and starting a family in the United States. Mazda chief designer Ryo Yanagisawa said that it will be more acceptable as a family car in Europe and Japan.

The Traveller 3 was released in the UK in December 2019 and in North America in January 2020.



2.0 L - 2019 - present - 2.0 L SkyActiv PE VPS I4 - 116 kW (155 hp) - 203 Nm (150 lb ft)
2.5 L - 2019 - present - 2.5 L SkyActiv PY VPS I4 - 139 kW (186 hp) - 252 Nm (186 lb ft)
2.5 L - 2021 - present - 2.5 L SkyActive PY VPTS I4 turbo - 186 kW (250 hp) - 434 Nm (320 lb ft)


MG 4 Mk II & MG 4 GT Mk II

The second generation of the BMW based MG 4 consists of the MG R22 (coupé version) along with the upcoming MG R23 (convertible version) and MG R24 (saloon version, marketed as the GT compact executive cars. The R22 MG 4 Series was launched in June 2020 and succeeds the R32 MG 4 Series

The R22 will be produced alongside - and shares many features with - the R20 Rover 400 Series. As with the R20 Rover 400 Series range, the R22 / R23 / R24 will be powered by turbocharged petrol and diesel engines. Unlike its predecessor, the new MG 4 Series has a significant departure in design from the Rover 400 Series in order to distinguish between the two models and to move the MG 4 Series upscale.

Development & Launch

The R22 MG 4 Series was unveiled in concept form as the BMW Concept 4, at the 2019 Frankfurt Motor Show and previewied the next generation of the BMW 4 Series. The most notable design feature is the large vertical kidney grille which is inspired by the BMW 328 and 3.0 CSi respectively. The grille has a 3D pattern design to give it a more pronounced look. Other notable design features of the concept were a pronounced duck-tail spoiler at the rear, thin wing mirrors made from a single piece of aluminium and open headlamps, which have no covering over their 3D lighting elements and are instead embedded into the body of the car.

On 26 May 2020, MG announced that the R22 MG 4 Series would be unveiled online in June 2020 by posting a teaser image of the range-topping GT 440i model. More than 80% of the design cues from the Concept 4 were carried over to the production version including the large kidney grille which now has mesh inserts and is flanked with two slim LED headlamps and two large air intakes (exclusive for the GT 440i). The rear features wrap around tail lamps and a lip spoiler which is exclusive for the M Sport models. The silhouette of the car is similar to the MG 8 with a tapering roof line. The rear bumper comes with a diffuser on the GT models with the GT 440i having dual exhaust tips. The production version is claimed to have a low drag coefficient of Cd=0.25. On the online unveiling, BMW owned MG announced that the worldwide launch of the R22 MG 4 Series would be held in October of the same year. At the end of September, BMW owned MG unveiled the convertible version of the new MG 4 Series (R23) with the same technology and engines as the coupe.


The MG 4 Series comes with various exterior packages, such as the GT Sport package which adds high gloss exterior trim pieces, a carbon fibre detailing pack which replaces the high gloss trim with carbon fibre and an M Sport Pro package which adds more high gloss trim pieces and 19 inch wheels, unique interior trim and exterior colours. The MG 4 Series comes standard with the GT Sport suspension but buyers can also have the M Adaptive suspension as an option which tweaks steering, damping, and accelerator response. Laser headlamps are also optional aside from the adaptive LED headlamps with hexagonal lighting technology.

Most of the interior is carried over from the R20 Rover 400 Series upholstered in SensaTec faux leather with front sports seat being standard. The interior is offered in five colours with full leather upholstery being optional. The rear seats fold down to provide a total boot capacity of 440 L (15.5 cu ft). The Ri Drive 7.0 system is standard and features an 8.8-inch screen on the centre console along with a 5.1-inch screen in the instrument cluster. A 10.3 inch screen for the infotainment system along with a 12.3 inch screen for the instrument cluster are optional. The Ri Drive 7.0 has over-the-air updates for the navigational maps and operating system, and features a voice-controlled digital assistant. The MG 4 Series comes standard with the BMW navigation, the next-generation BMW head-up display, which has a 70 percent larger projection surface, and 3D environment visualization within the digital instrument cluster. Apple Car Play and Android Auto are also standard interior amenities. A Driving Assistance Professional package is optional, which adds adaptive cruise control with stop and go, lane-keep assist with side collision avoidance, and rear automatic emergency braking.

420-430 models with the M Sport trim and GT 440 models can be fitted with MG Performance Parts. These include a splitter, canards, a lip spoiler, rims and side skirts.



420i - 2021 - present - 2.0 L B48 I4 turbo - 135 kW (181 hp) - 300 Nm (221 lb ft)
430i - 2021 - present - 2.0 L B48 I4 turbo - 190 kW (255 hp) - 400 Nm (295 lb ft)
GT 440i - 2021 - present - 3.0 L B58 I6 turbo - 285 kW (382 hp) - 500 Nm 9369 lb ft)


420d - 2021 - present - 2.0 L B47 I4 turbo - 140 kW (188 hp) - 400 Nm (295 lb ft)
430d - 2021 - present - 3.0 L B57 I6 turbo - 210 kW (282 hp) - 650 Nm (479 lb ft)
GT 440d - 2021 - present - 3.0 L B57 I6 turbo - 350 kW (335 hp) - 700 Nm (516 lb ft)


The second iteration of the BMW based MG M4, codenamed R82, is largely based on the standard MG 4 Series (R22 generation), which is in turn based largely on the BMW Concept 4. It is a high performance version of the standard R22 MG 4 Series. Prototypes of the MG 4 have been seen tested on the Nurburgring beside the G80 BMW 3 Series. The first units will be assembled in November 2020, with global deliveries starting in early 2021. M performance parts will also be available which include a wing, side skirts and exhausts.

The more notable upgrades for the 2021 MG 4 are a 48-horsepower increase over the previous MG 4, as well as adopting the engorged grille from the Rover 400 Series, instead of Series 400 Series' more palatable nose.

The End
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