The Rover 200: 2000-05

This is one of four articles about the Rover 200/25 model.

The facelifted 200 was named the 25 and certainly the new look was attractive. Within a year, BMW sold Rover to the Phoenix consortium, a group that didn’t have the resources to revive the company from the state BMW had left it in. A new vehicle was needed, but it would never eventuate.


The new owners tried to leverage all they could from the car, bringing out a sporty MG ZR model in 2001 which proved very successful. In 2003, an ‘urban on road’ car followed named the Streetwise. With a higher ride and body moldings, it was a smart idea with limited success. Production for the three variations were as follows:

1999 19,200 (91,400)
2000 76,900
2001 70,800 (25 - 62,000 / ZR 8,800)
2002 60,700 (25 - 38,100 / ZR 22,600)
2003 58,200 (25 - 28,500 / ZR 22,750 / SW 6,950)
2004 43,450 (25 - 17,400 / ZR 19,600 / SW 6,450)
2005 14,200 (25 - 5,500 / ZR 7,850 / SW 850)

The 2005 figure was only for a few months before the axe fell. The ZR overtook the standard 25 model in 2004, such was its popularity. Unfortunately the 25 needed to sell better. The Streetwise did too little to help the situation. Then MG Rover was gone.


It didn't end there though as the model was bought by SAIC in China and then sold as the MG 3. However, this article is about UK production and sales, so no data from this is included.


PS. Sales for the 25/ZR/SW in selected markets. Spain eventually became the biggest export market, with Portugal not bad for its size. Overall, the sales slide is there for all to see as the aging car just couldn’t hold out against newer offerings from its competitors (2005 is for a few months only):

Year	UK	Italy	Spain	Germ	Franc	Nederl	Port	Gree	Swit	Belg
2000	45,500	9,850	?	6,150	5,350	850	?	700	?	?
2001	47,500	4,750	?	2,900	3,250	400	?	550	350	?
2002	43,800	3,400	?	750	2,400	200	?	250	375	650
2003	42,900	3,500	4,750	1,500	2,400	400	1,250	200	250	450
2004	30,700	3,200	4,400	1,200	2,300	450	1,200	300	150	600
2005	13,000	1,700	1,750	800	1,000	300	325	250	?	400

Germany 2000 figure includes 400 series. Pics of 25 & SW: www.rover-forum.thersr.co.uk/viewtopic.php?t=22

The Rover 200: 1996-99

This is one of four articles about the Rover 200/25 model.

The final version of the 200 series (R3) was the most British of them all. It was the best looking in my opinion, but not the best packaged. By the time it was released the sad divorce between Honda and Rover was complete. BMW was the new owner and Honda didn’t want to remain in the alliance if that was the case. It was a reasonable decision by Honda, but effectively was the beginning of the end for Rover.

Below are production figures for the R3. The figure in brackets includes the previous/next model:

1995 3,500 (95,900)
1996 108,900
1997 144,000
1998 145,000
1999 72,200 (91,400)

R3 production climbed as BMW pushed sales, but profits didn’t follow and in 1999, you can see BMW was giving up on Rover. Losing any cost savings that the Honda tie up had brought, nor any other partner sought by BMW, increasing losses were inevitable. The R3 needed replacing, but nothing was in the pipeline. The only option was a facelift and soldier on, not a decision with any future.

PS. Sales for the 200 in selected markets. The sales push of the late 90’s had done well in countries such as Italy, but the critical UK market was down on the previous model:

Year	UK	Italy	Germany	France	Nederl	Denm
1996	53,600	10,475	?	11,700	1250	180
1997	62,400	31,500	?	10,000	1500	330
1998	64,900	24,600	13000	10,000	1750	180
1999	45,700	15,900	10,100	11,700	1450	170

Pics: www.rover-forum.thersr.co.uk & en.wikipedia.org

The Rover 200: 1990-95

This is one of four articles about the Rover 200/25 model.


The second generation Rover 200 (R8) was a model that came as a 3-door, 5-door, 2-door coupe, 2-door cabriolet and 5-door estate (wagon). It also had several engine options, both petrol and diesel. The variations were a big lift from the previous model. Rover were serious about this car. The 4-door version was called the 400 and was often combined with the 200 in statistics, which I don’t agree with. True, it was basically the same car, but was marketed with a separate model number and as a unique variation. Regardless, how did the new 200 go? The production data is as below. The figure in brackets includes the previous/next model.



1989 10,200 (97,000)
1990 96,200
1991 112,200
1992 108,400
1993 110,300
1994 140,300
1995 92,400 (95,900)



Considering the step up on series one, I think production figures were a bit disappointing. The car had gone a little up market though and production was up on the series one. The 200 range had created a solid foundation for Rover, winning back consumer confidence and customers. The future looked bright for the company. Could the next model continue the momentum?

PS. The UK, France and the Netherlands sales are below. The French certainly took to the car positively. The Netherlands figure may be a bit low due to the fact the source is vague with a few figures.


Year Britain / France / Neder
1990 62,500 / _7,150 / 1,050
1991 68,100 / 11,800 / 1,850
1992 77,200 / 13,100 / 1,150
1993 77,800 / 15,800 / 1,300
1994 80,300 / 20,300 / 1,150
1995 68,100 / 16,000 / _800

Pics: www.rover-forum.thersr.co.uk

The Rover 200: 1984-89

This is one of four articles about the Rover 200/25 model.


The Rover Group was formed out the mess that BL had become. It needed to get its act together and quickly if it was to survive. It started collaborating with Honda, which was very successful for both parties but especially Rover. Rover had done well with the first attempt the Triumph Acclaim, a rebadged Honda Ballade. They then replaced that car with the Rover 200 (SD3) in 1984, based on the new Ballade. It came in 4-door configuration only, with either a 1300 or 1600cc engine. Initially production was modest, but it improved as the car’s quality became recognised. Production figures as below:

1984 26,300
1985 65,800
1986 62,500
1987 76,300
1988 92,200
1989 86,800 (97,000)

1989 full year in brackets, including next model. You can see the increase through its production cycle. Usually a new model peaks early, then falls away until it is replaced. The 200 sales grew as buyers gained confidence in it, such was the damage BL had done to the company. Could the next version of the car continue the momentum?

PS. Some sales figures by country. Limited but hard to find. They are the UK, France, Netherlands, Germany and Spain.

Year	Britain	Franc	Spain	Ger	Ned
1984	?	1,600	?	?	?
1985	43,700	2,800	1,150	250	550
1986	45,200	5,250	?	950	900
1987	50,300	6,200	?	1,000	850
1988	58,900	5,750	?	900	650
1989	68,300	6,400	5,000	?	750

You can see heavy reliance on the UK for the Rover 200, with solid if unspectacular sales in Europe. Any more sales data anyone can add, please let me know. Thank you.

PPS. Excellent data can be seen in the outstanding website aronline:
http://tiny.cc/j0hijw

Car Sales New Caledonia: 2011

In this small Pacific nation, car sales are stable, with a slight increase. Kia and Dacia did well near the top of the list. Ford maintained a healthy lead, albeit reduced. The three main French brands at times have held the top three spots, but not now. Chinese brands are making a move upwards. It will be interesting to see how they go in future.

1 Ford 1,218 -8%
2 Peugeot 990 2%
3 Kia 929 21%
4 Hyundai 900 -3%
5 Toyota 855 9%
6 Renault 810 -10%
7 Dacia 763 23%
8 Chevrolet 674 9%
9 Citroen 665 -7%
10 Nissan 552 -23%
11 Great Wall 451 53%
12 Suzuki 356 -7%
13 Mitsubishi 314 7%
14 VW 279 11%
15 Chrysler 238 29%
16 Mazda 193 -21%
17 Zhengzhou 169 -21%
18 BMW 150 2%
19 Isuzu 148 -40%
20 Audi 123 15%
21 Subaru 122 -17%
22 Fiat 119 -8%
23 Mercedes 103 -18%
24 MINI 102 23%
25 Ssangyong 82 531%
26 JMC 79 49%
27 Chery 69 New
28 Land Rover 62 19%
29 Tianye 60 -29%
30 Opel 54 -4%
Other 121
Total 11,750 +1.1% increase.

Source: icee.nc - Lower pic: www.newcaledoniaholiday.com