The Rover 600
Introduction
The
Rover 600 can be accused of looking like the BMW 3-series, but given the
parentage of Rover and the respect that the 3-series is given by many people,
this isn’t really a surprise.
Under the skin, the Rover 600 is quite different. For a start, it’s the sister car to the
Honda Accord, and is the last Rover with Honda roots (or vice-versa,
depending on your point of view).
It is also front wheel drive, and all BMWs are rear wheel drive.
When the 600 was launched, Rover managed to split fleet
buyers. On the one hand, here was a
smart looking car that was plush inside and reasonably well equipped. Rover didn’t stoop into offering a lowly 1·6
litre engine (and for that matter, a 1·8 until later on), and the list
prices were rather high - it’s clear to see that the 600 was aimed over and
above the Mondeo.
Engines
When the 600 was released, Rover used three engines - two
2·0 litre units and a 2·3 litre. Later
on, they added two turbocharged engines, both of 2·0 litre capacity - one a
direct injection turbodiesel and the other a petrol unit. Finally, the base 2·0 litre engine was
dropped in favour of a 1·8 litre unit.
All of the petrol engines used by the Rover have a
combined fuel economy figure of around 30 mpg, and the diesel should manage
close to 50 mpg. Compared to the
competition, this makes the lower models rather thirsty, and the upper models
about in line. All engines feature
high-tech ECUs, even the diesel, which was used as a Rover selling point in a
few adverts.
On paper, there is little between the entry level 2·0 620i
and the more powerful 2·0 620SLi. To
drive, both feel similar, but the more powerful engine has a healthier top end
heave.
Whereas the smaller 2·0 litre engines feel fine, the
larger 2·3 litre engine has a genuine Honda feeling about it. Delivering almost 160 PS, this donk needs to
be revved to perform. Unfortunately,
many Rover 623 models use a four speed automatic transmission, which is appalling. You can feel every ratio change, even when
trickling about. Put the gearbox into
“Sports” mode and changes are rather savage, and extend the engine (as you
must to obtain the best performance from the engine), every gear change is
accompanies by a lurch that a new driver would be proud of. Given the car’s looks, leather interior and
wooden facia, the transmission should never have been allowed into the car.
The 620ti uses a turbocharged 2·0 litre engine, and
delivers quite exceptional performance from close on 200 PS. The car manages a DervMan Performance Score
of 42·0, but it feels quicker on the road, thanks to rather brutal turbocharger
heave! Better still, in theory there is
no fuel economy penalty, with the 620ti managing an official 30 mpg on the
Combined Euromix cycle.
Finally, there is the 2·0 litre, direct injection
turbodiesel, which offers a healthy 105 PS - at the time, the 600 diesel was
one of the quickest around. It was also
one of the most economical - and Rover knew of the car’s benefits, and upped
the price. The 600 diesel is as quiet
and refined as the competition, but slightly noisier at idle, especially when
cold - therein lies the disadvantage of direct injection compared with indirect
injection diesel engines, they’re noisier.
Ride & Handling
The cooking models feel adequate, but not inspiring. The ride is reasonable, especially on the
motorway, and they handle reasonably well.
The car isn’t as rewarding or fluid as the likes of a Mondeo or a
Peugeot 406, but it does feel a bit more rewarding than a Citroen Xantia. Part of the problem is that all models have
overly light steering and an absence of feel.
This is the Japanese influence showing!
The sportier models have a stiffened suspension set up in
keeping with their badges. In most, the
ride is little changed but the cars feel sharper in the twisty stuff. Of the range, 620ti has the best compromise
between ride and handling - the ride is only slightly firmer than the base
618i, but it handles much better.
Interior
I’ll start with the bad points about the Rover 600’s
interior. The first is that it is
cramped. For a car of this size, the
inside of the 600 is inadequate. Most
models have an electric tilt and slide sunroof, which takes over an inch of
headroom from the car. The boot is of a
reasonable size, at least until you compare it to the boot of the Mondeo
hatchback.
On the good side, it does have a certain air of
class. The luxurious models come with
leather and wood, and the trim is nicely decorated (but some bits do look
out of place).
On balance, the lack of room is quite a disappointment -
if a sales executive took out his or her clients in the 600, they may be
impressed with the leather seats and wood facia, but they may also have to take
turns to breathe!
Exterior
As I said at the start of this review, the Rover 600 is
quite sharp-suited. That counts for a
lot when people accused the original Mondeo of looking rather bland. The 600 is only available as a saloon, which
may be a handicap for some people, but for most people wanting a car of this
size, it is not really too much of an issue.
Verdict
It’s easy to like the cooking models of the 600 if you
have a short stint with the car, but to live with, they’re not quite so good as
a family car, nor do they drive well enough to be a performance saloon. They’re also thirsty and quite expensive to
insure.
The luxurious 623 GSi is hampered by an awful transmission
that should be taken to pieces very slowly and immersed in a fizzy drink, so it
rots away.
The sportier 620ti is a different prospect. It’s fast, it’s smooth, it’s just as
economical as the other petrol 600s in ordinary driving, and it handles
well. But best of all, it looks like most
other 600s: it’s a genuine stealth machine.
Especially when fitted with a tow bar.