81-628: The Austin Rover Group (abbreviated ARG ) was a British motor manufacturer. It was created in 1982 as the mass-market car manufacturing subsidiary of British Leyland (BL). Previously, this entity had been known as BL Cars Ltd (formerly Leyland Cars ) which encompassed the Austin-Morris and Jaguar-Rover-Triumph divisions of British Leyland. After a major restructuring of BL's car manufacturing operations, Jaguar regained its independence (leading to its eventual de-merger in 1984) whilst
162-530: A brand in consumers' minds in and outside the UK, print ads and spots were produced, causing confusion rather than attraction for buyers. BL marketing and management attempted to draw more obvious distinctions between the marques – most notable was the decision to pitch Morris as a maker of conventional mass-market cars to compete with Ford and Vauxhall and Austin to continue BMC's line of advanced family cars with front-wheel drive and fluid suspension. This resulted in
243-520: A collaborative agreement with Honda , the first product of this alliance being the Triumph Acclaim , which paved the way for the joint development of a range of cars which spearheaded the company's revival in the 1980s and 1990s. Lastly, the number of BL dealerships in the UK was trimmed down drastically. The new, slimmer British Leyland was organised into a series of groups. Austin Rover handled
324-623: A decade after its demise that was brought about by the collapse of MG Rover. In 1968 British Leyland had created Austin Morris Ltd as an operating company that managed all the previous operations of the British Motor Corporation which it had absorbed, but it was not until 1978 that Austin-Morris was given a formal corporate identity (distinct from the Jaguar Rover Triumph (JRT) arm of the company) with
405-551: A disastrous couple of years in the marketplace, by the end of 1974 BLMC was on the brink of bankruptcy. Its financial backers – the City banks – had become very nervous about its future, and persuaded Lord Stokes to approach Tony Benn for financial assistance." Sir Don Ryder was asked to undertake an enquiry into the position of the company, and his report was presented to the government in April 1975. Following Ryder's recommendations,
486-698: A gap in the range vacated by a scaling down of Mini and Austin Allegro production. At its peak in 1983, the Metro was Britain's third best selling car with more than 130,000 sales. The Austin Maestro , launched in March 1983, was initially very popular, but sales dipped towards the end of the decade and in 1989 it was the 19th best selling new car in the UK with less than 40,000 sales, having peaked in 1984 at more than 80,000 sales as Britain's sixth best selling car. This
567-423: A product to sell. This meant that Austin and Morris still, to an extent, competed with each other and meant that each product was saddled with effectively twice the logistics, marketing and distribution costs that it would have if sold under a single name or if production of a single model platform was concentrated in one factory. Although BL did eventually end the wasteful double sourcing – for example production of
648-467: A recognised and respected marque across India, the wider subcontinent and parts of Africa in the form of Ashok Leyland , a company formed from the partnership of the Ashok group and British Leyland. However, now the company has been largely Indian in its ownership for over three decades. Now a part of the giant Hinduja Group , Ashok Leyland manufactures buses, trucks, defence vehicles and engines. The company
729-619: A single all-new model, the Austin Montego. The Acclaim was replaced in that same year by another Honda-based product, the Rover 200 -series. The MG factory at Abingdon and Triumph factory at Canley were both closed in 1980. By the end of Michael Edwardes' tenure as chairman of BL plc in 1982, the company had been restructured into two distinct parts – the Cars Division (which consisted of Austin-Morris, Rover and Jaguar, and
810-539: A small number of tractors with some modest success. The car marques inherited by the company are as follows. The dates given are those of the first car of each marque, but these are often debatable as each car may be several years in development. Several of these names (including Jaguar, Land Rover and Mini) are now in other hands. The history of the mergers and other key events is as follows. Pre-BL: As BL: As BL: Post-BL: As BL: Post BL: In some cases, British Leyland continued to produce competing models from
891-630: A step closer to reconnecting with its British heritage, as Optare is a direct descendant of Leyland's UK bus-making division. During the time of British Leyland's transition into Austin Rover during the 1980s, a version of the Rover SD1 was licence built in India as the Standard 2000 from 1985 to 1988, briefly reviving the Standard brand which had been axed in 1968. British Leyland also provided
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#1732780223345972-589: A stop-gap until the Austin Maestro and Montego were ready for launch. This car would emerge as the Triumph Acclaim in 1981, and would be the first of a long line of collaborative models jointly developed between BL and Honda. At the same time, Leyland Trucks introduced the Landtrain , the first in a series of vehicles developed specifically for export markets. A rationalisation of the model ranges also took place around this time. In 1980, British Leyland
1053-606: A trend set by the Volkswagen Golf GTI since 1976. By 1985, Austin Rover had launched a line-up of performance variants of its Metro and Maestro hatchbacks and the Montego saloon. These cars were badged as MG models and proved popular, especially in the form of the MG Metro. MG models accounted for approximately 10% of Metro, Maestro and Montego production between 1982 and 1991. The Rover Group continued production of
1134-786: Is a leader in the heavy transportation sector within India and has an aggressive expansionary policy. In 1987, the UK-based Hinduja Group bought the India-based Ashok Leyland company. Today, Ashok-Leyland is pursuing a joint venture with Nissan and through its acquisition of the Czech truck maker, Avia , is entering the European truck market directly. With its purchase, in 2010, of a 25% stake in UK-based bus manufacturer Optare , Ashok Leyland has taken
1215-454: The Austin , Morris and Wolseley marques became part of China's SAIC , with whom MG Rover attempted to merge prior to administration. As of 2024, Mini , Jaguar Land Rover , Leyland Trucks , and Unipart are the most prominent former parts of British Leyland that still exist, with SAIC still operating its UK base out of the former Longbridge site. BLMC was founded on 17 January 1968 by
1296-534: The Austin Allegro and Morris Marina , despite being fundamentally superior vehicles for their time. The Austin/MG Metro was regularly among the top five selling cars in Britain throughout the 1980s, and for two years in the early part of the decade it was the best selling supermini in Britain. The Metro, which was launched in 1980, gave the firm a much-needed competitor in modern supermini market and filled
1377-565: The Austin Metro (initially named the Mini Metro), a three-door hatchback that gave buyers a more modern and practical alternative to the iconic but ageing Mini. This went on to be one of the most popular cars in Britain in the 1980s. Towards the final stages of the Metro's development, BL entered into an alliance with Honda to provide a new mid-range model which would replace the ageing Triumph Dolomite , but would more crucially act as
1458-555: The British Motor Corporation , Pressed Steel and Jaguar) was perilously close to collapse. The government was hopeful LMC's expertise would revive the ailing BMH, and effectively create a "British General Motors ". The merger combined most of the remaining independent British car manufacturing companies and included car, bus and truck manufacturers and more diverse enterprises including: construction equipment, refrigerators, metal casting companies, road surface manufacturers; in all, nearly one hundred different companies. The new corporation
1539-500: The Land Rover Group . JRT later split up into Rover-Triumph and Jaguar Car Holdings (which included Daimler ). At the same time the public use of the "British Leyland" name ceased, being abbreviated simply to "BL", whilst the company's "hurricane" logo was redesigned with the central "L" removed. The Austin-Morris division was given its own unique brand identity with the introduction of the blue and green "chevron" logo, which
1620-672: The MG assembly plant in Abingdon , and the Triumph plants in Speke (Liverpool) and Canley (Coventry). BL pulled out of entire markets – for example the large Leyland tractors range was sold-off wholesale to Marshall , and Jaguar was privatised in 1984. Many of BL's non-core subsidiaries (such as refrigerator company Prestcold and industrial engine manufacturer Coventry Climax ) were also culled during Edwardes' tenure. Thirdly, he entered into
1701-695: The Morris Marina and Princess , but the Montego actually replaced the Morris Ital and Austin Ambassador which were the respective facelifted versions of those two cars. Austin Rover's executive car, the Rover 800 , was launched in July 1986 as the third product of its venture with Honda, sharing its development with the Honda Legend . This car also sold well, being a popular competitor for
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#17327802233451782-596: The Morris Minor which was introduced in 1948 and the Austin Cambridge and Morris Oxford , which dated back to 1959. Although BMH had enjoyed great success in the 1960s with both the Mini and the 1100/1300 , both cars were infamously underpriced and despite their pioneering but unproven front wheel drive engineering, warranty costs had been crippling and had badly eroded those models' profitability. After
1863-607: The Simca 1307 (Chrysler Alpine) in 1975. The company also wasted many of its scant funds on concepts , like the Rover P8 or P9, that would never be produced to earn money for the company. These internal issues, which were never satisfactorily solved, combined with serious industrial relations problems with trade unions, the 1973 oil crisis , the three-day week , high inflation and ineffectual management meant that BL became an unmanageable and financially crippled behemoth. "Following
1944-596: The Triumph and Morris marques were retired. The new, leaner car business was rechristened as the Austin Rover Group and focused primarily on the Austin and Rover marques. The Morris and Triumph marques continued briefly within ARG until 1984 when both were dropped. In 1989, two years after the Austin brand was also discontinued, ARG assumed the name of its parent company Rover Group plc , from which point
2025-575: The "LC8" project – eventually launched as the Austin Mini Metro in 1980. In 1977, Michael Edwardes was appointed chief executive by the NEB. Edwardes embarked on a massive restructuring of the beleaguered conglomerate, selling off many of its non-core businesses such as Prestcold and Coventry Climax. Edwardes also took on the militant unions head-on, culminating in the dismissal of chief shop steward Derek Robinson in 1979, who had been seen as
2106-472: The Allegro. The company were aware of the issue but had decided against a recall. They were held liable for damages as they had failed to take reasonable care, because the costs of the recall were deemed in proportion with the potential risks of injury. In 1978, the company formed a new group for its commercial vehicle interests, BL Commercial Vehicles (BLCV) under managing director David Abell . The following companies moved under this new umbrella: BLCV and
2187-677: The British market. By the end of the 1970s, the UK Government had introduced protectionist measures in the form of import quotas on Japanese manufacturers to protect the ailing domestic producers (both BL and Chrysler Europe ), which it was helping to sustain. At its peak, BLMC owned almost forty manufacturing plants across the country. Even before the merger, BMH had included theoretically competing marques that were in fact selling substantially similar badge engineered cars. The British Motor Corporation had never properly integrated either
2268-425: The British press). Robinson had assumed a greater level of control over BL than any of its senior managers, and his network of union leaders in the various BL plants had the power to end production if he had instructed them to do so. The incumbent government of the time ran out of patience with Robinson, and appointed South African-born corporate troubleshooter Sir Michael Edwardes to turn BL around. His first task
2349-567: The Cowley factory, which began production of an all-new Mini in the summer of 2001. Land Rover , meanwhile was sold to Ford, who had already purchased Jaguar in 1989. MG production was revived in 2007 by new owner Nanjing Automobile , while the rights to use the Rover marque were purchased by Ford in 2006, only to be transferred to ownership of Indian carmaker Tata in 2008, as Tata also took over Land Rover and Jaguar to form Jaguar Land Rover . The Rover marque has yet to be revived more than
2430-528: The Land Rover Group later merged to become Land Rover Leyland . In December 1978, British Leyland Limited was renamed BL Limited and its subsidiary, which acted as a holding company for all the other companies within the group. The British Leyland Motor Corporation Limited was renamed BLMC Limited at the same time. BL's fortunes took another much-awaited rise in October 1980 with the launch of
2511-588: The MG Metro until 1990 when it was replaced by the Rover Metro GTi. MG Maestro and Montego production continued at Cowley until 1991, when these models were discontinued to make way for the GTi variants of the Rover 200 and 400. However, the last Maestro and Montego models survived in production until December 1994, just before the 200 and 400 ranges – which had been expected to replace them – were themselves replaced. In 1986, Austin Rover's parent company, BL plc,
Austin Rover Group - Misplaced Pages Continue
2592-595: The Mini and the 1100/1300 was concentrated at Longbridge , whilst the 1800 and Austin Maxi ranges moved to Cowley , the production of sub-assemblies as well as component suppliers were scattered all over the Midlands which greatly increased the cost of keeping the factories running. BMH and Leyland Motors had expanded and acquired companies throughout the 1950s and 1960s which were in direct competition with each other, with
2673-637: The Morris Ital and the Triumph Acclaim being discontinued, their respective brands were effectively shelved, leaving only the Austin and Rover marques, whilst Land Rover moved into the Freight Rover Group alongside the light trucks division. After the divestment of Unipart and the van, truck and bus divisions in 1987 (see below), leaving just two subsidiaries – Austin Rover (volume cars) and Land Rover (SUVs) this essentially remained
2754-451: The Rover Group, and only retain the Cowley operations and the rights to manufacture the new MINI family of vehicles. Land Rover was divested to Ford , who integrated it with its Premier Automotive Group (of which Jaguar was already a part, therefore reuniting the two former BL stablemates), whilst the remains of the volume car business, including the massive Longbridge complex, became
2835-479: The Triumph Acclaim to take over its production lines. The Austin Montego went on sale in April 1984 and sold well, being Britain's seventh best selling car in 1985 and 1986, though it was unable to match the sales success of the sector's established favourites – the Ford Sierra and Vauxhall Cavalier . The car had been in the pipeline since the late 1970s when the company's main competitors in this sector were
2916-508: The UK and as DAF in the Netherlands. In 1987, the bus business was spun off into a new company called Leyland Bus . This was the result of a management buyout who decided to sell the company to the Bus & Truck division of Volvo in 1988. That same year, the UK Government controversially tried to privatise and sell-off Land Rover , however this plan was later abandoned. The Austin name
2997-581: The basic structure of BL and subsequently the Rover Group until the 2000 break-up. In 1986, Graham Day took the helm as chairman and CEO and the third joint Rover-Honda vehicle – the Rover 800 -series – was launched which replaced the ten-year-old Rover SD1 . Around the same time, BL changed its name to Rover Group and in 1987 the Trucks Division – Leyland Vehicles merged with the Dutch DAF company to form DAF NV , trading as Leyland DAF in
3078-654: The best-selling Mini , BLMC had a troubled history, leading to its eventual collapse in 1975 and subsequent part-nationalisation. After much restructuring and divestment of subsidiary companies, BL was renamed the Rover Group in 1986, becoming a subsidiary of British Aerospace from 1988 to 1994, then was subsequently bought by BMW . The final surviving incarnation of the company as the MG Rover Group went into administration in 2005, bringing mass car production by British-owned manufacturers to an end. MG and
3159-547: The blue and green "chevron" logo (officially known as the "wing"), which began appearing on Austin and Morris-badged BL cars in that year – the Princess 2 and the van/pick-up versions of the Morris Marina were the first vehicles to wear the logo. However, this separate branding strategy was later abandoned and by 1983 the chevron would be later expanded to represent virtually all of BL's marques and business activities in
3240-641: The cars themselves (see below). The combine now known as Rover Group remained in BAe ownership until January 1994, when it was sold to BMW . It remained in BMW ownership for six years before being sold to the "Phoenix Consortium" in May 2000, incorporating the MG and Rover marques and becoming MG Rover , which lasted five years before going bankrupt. The ownership of the Mini brand, however, remained in BMW ownership, as did ownership of
3321-518: The creation of the Austin Rover brand was intended to present a new public face of the company, although at corporate level it was still known as "BL plc". However, the huge industrial relations problems, ineffectual management and product duplication that had plagued the company up to the nationalisation continued throughout the late 1970s. The problems centered on Longbridge union leader and shop steward Derek Robinson (nicknamed "Red Robbo" by
Austin Rover Group - Misplaced Pages Continue
3402-449: The dealer networks or the production facilities of Austin and Morris . This had been done partly to appease poor industrial relations, as decades old rivalries between Austin and Morris workers at Longbridge and Cowley respectively, had persisted after the 1952 merger and creation of BMC. The upshot was that both plants were producing badge engineered models of otherwise identical Austin and Morris cars so that each dealer network would have
3483-482: The development of the Morris Marina and the Austin Allegro . The policy's success was mixed. Since the dealership network was still not sufficiently rationalised it meant that Austin and Morris dealers (which had, in BMC/BMH days, each offered a full range of cars both advanced and traditional) had their product range halved and found that they could no longer cater to many previously loyal customers' tastes. The policy
3564-580: The end of 1976 with the approval by Industry Minister Eric Varley of a £140,000,000 investment of public money in refitting the Longbridge plant for production of the company's "ADO88" (Mini replacement), due for launch in 1979. However, poor results from customer clinics of the ADO88, coupled with the UK success of the Ford Fiesta , launched in 1976, forced a snap redesign of ADO88 which evolved into
3645-562: The exception of the reengineered R6 Metro of 1990, the Rover name was never officially used for these models. One interesting anomaly from the ARG era is that the chevron logo was stamped into thousands of BL/Rover Group vehicle components, many of which survived on Rover and Land Rover models into the 21st century; indeed there are still some components – most notably on the Land Rover Defender until it finished production in 2016 – which still bear both it and some still even bear
3726-712: The industrial turmoil that plagued the United Kingdom during the 1970s. Action by unions frequently brought BL's manufacturing capability to its knees. Despite the duplication of production facilities as a result of the merger, there were multiple single points of failure in the company's production network which meant that a strike in a single plant could stop many of the others. Domestic rivals Ford and General Motors mitigated against this by merging their previously separate British and German subsidiaries and product lines (Ford combined Ford of Britain and Ford Germany to create Ford of Europe , whilst GM eventually merged
3807-791: The likes of the Ford Granada and Vauxhall Carlton . It was also sold in America under the Sterling brand, but this project was quickly shelved due to unacceptable product quality issues that led to low sales. Austin Rover's decision not to replace sports cars like the MG MGB and Triumph TR7 was justified by the fact that sports cars were no longer popular in the early 1980s, and many other manufacturers had also stopped – or were about to stop – production of sports coupes and roadsters. Buyers were instead being guided to "hot hatchbacks", following
3888-524: The logo still appeared on the badging of the former Austin models, and the VIN plates of the cars still read "Austin Rover Group Ltd", since this was still the manufacturer's official name until 1989. For that model year the chevron logo was finally dropped in favour of a black silhouetted version of the Rover "longship" badge upon which the model name (Metro, Maestro, Montego) was applied, although with
3969-496: The market. The lack of attention to the development of new mass-market models meant that BMH had nothing in the way of new models in the pipeline to compete effectively with popular rivals such as Ford's Escort and Cortina . Immediately, Lord Stokes instigated plans to design and introduce new models quickly. The first result of this crash programme was the Morris Marina in early-1971. It used parts from various BL models with new bodywork to produce BL's mass-market competitor. It
4050-462: The mass production of cars, with the smallest and cheapest models being sold under the Austin brand, while the more upmarket models carried a Rover badge. High performance version of the Austin hatchbacks and saloons made use of a revived MG badge. Light commercial vehicle production ( 4x4s and vans) was managed by the Land Rover Group , whilst full-size commercial vehicles were built by Leyland Trucks and Leyland Bus . The luxury manufacturer Jaguar
4131-815: The merged companies at different sites for many years. However, any benefits from the broader number of models were far outweighed by higher development costs and greatly reduced economies of scale. Potential benefits associated with rationalising parts usage were lost, as for example, the company made two completely different 1.3-litre engines (BMC A series and the Triumph 1.3-litre), two different 1.5-litre engines (BMC E series and Triumph), four different 2-litre engines (4-cylinder O series, 4-cylinder Triumph Dolomite, 4-cylinder Rover and 6-cylinder Triumph) and two completely different V8 engines (Triumph OHC 3-litre V8 and Rover 3.5-litre V8). Examples of competing cars were: 4x4 Too Many Requests If you report this error to
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#17327802233454212-497: The merger of British Motor Holdings (BMH) and Leyland Motor Corporation (LMC), encouraged by Tony Benn as chairman of the Industrial Reorganisation Committee created by the first Wilson Government . At the time, LMC was a highly successful truck and bus manufacturer – as well as owning prosperous car brands Triumph and Rover – whilst BMH (which was the product of an earlier merger between
4293-563: The merger of Leyland Motors and British Motor Holdings . It was partly nationalised in 1975, when the UK government created a holding company called British Leyland, later renamed BL in 1978. It incorporated much of the British-owned motor vehicle industry, which in 1968 had a 40% share of the UK car market, with its history going back to 1895. Despite containing profitable marques such as Jaguar , Rover , and Land Rover , as well as
4374-417: The merger, Lord Stokes was horrified to find that BMH had no plans to replace the elderly designs in its portfolio. Also, BMH's design efforts immediately prior to the merger had focused on unfortunate niche market models such as the Austin Maxi (which was underdeveloped and with an appearance hampered by using the doors from the larger Austin 1800 ) and the Austin 3-litre , a car with no discernible place in
4455-432: The new models that had been introduced by BLMC failed to sell in high enough quantities outside of the home market, despite the UK now being a part of the European Economic Community – with the Allegro and Princess, in particular, having been tailored for European tastes. However, both these vehicles were saloons when the trend in Europe was moving towards family-sized hatchbacks, typified by the Volkswagen Golf in 1974 and
4536-407: The newly independent MG Rover , which collapsed in 2005. However, after suffering severe financial problems and teetering on the edge of bankruptcy, Ford decided to dissolve its Premier Automotive Group, and sold off most of its brands, with Jaguar and Land Rover being sold to the Indian automaker Tata Motors by the end of 2008. Ultimately only MINI, Jaguar Land Rover and Leyland Trucks would be
4617-444: The older BL roundel logo. A number of new models were in development at the time that Austin Rover Group ceased to exist – including the second generation Rover 200 Series, launched in October 1989 and the new Metro which was launched in May 1990. British Leyland British Leyland was a British automotive engineering and manufacturing conglomerate formed in 1968 as British Leyland Motor Corporation Ltd ( BLMC ), following
4698-566: The operations of Vauxhall and Opel ), so that production could be sourced from either British or Continental European plants in the event of industrial unrest. The upshot was that both Ford and Vauxhall ultimately overtook BL to become Britain's two best-selling marques. At the same time, a tide of Japanese imports, spearheaded by Nissan (Datsun) and Toyota exploited both BL's inability to supply its customers and its declining reputation for quality. Continental carmakers including Fiat , Renault and Volkswagen were also achieving strong sales on
4779-437: The organisation was drastically restructured and the Labour Government created a new holding company, British Leyland Limited (BL), of which it was the major shareholder, effectively nationalising the company. Between 1975 and 1980, these shares were vested in the National Enterprise Board which had responsibility for managing this investment. The original seven divisions of the company were now reorganised into four: There
4860-547: The perpetrator of much of the strikes and industrial unrest that had crippled the company throughout the decade. Edwardes quickly reversed the Ryder Report's policy of giving prominence to the "Leyland" brand, and returned focus back to the individual brands. Leyland Cars was thus renamed BL Cars Ltd , consisting of two main divisions; Austin Morris (the volume car business) and Jaguar Rover Triumph (JRT) (the specialist or upmarket division). Austin Morris included MG. Land Rover and Range Rover were later separated from JRT to form
4941-537: The policy of having multiple models competing in the same market segment continued long after the merger – for instance BMH's MGB remained in production alongside LMC's Triumph TR6 , the Rover P5 competed with the Jaguar XJ , whilst in the medium family sector, the Princess was in direct competition with upscale versions of the Morris Marina and Austin Maxi , meaning that economies of scale resulting from large production runs could never be realised. In addition, in consequent attempts to establish British Leyland as
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#17327802233455022-404: The public domain, eventually supplanting BL's own roundel logo (affectionately known as the "flying plughole" or "the plughole of despair") and would ultimately become the logo of the entire Austin Rover Group. The ARG chevron officially remained in use until 1988, when ARG's rename and reprivatisation into the Rover Group saw it gradually disappear. The Austin name was retired after 1987, however
5103-552: The result that when the two conglomerates were brought together into BL there was even more internal competition. Rover competed with Jaguar at the expensive end of the market, and Triumph with its family cars and sports cars against Austin, Morris and MG. Internal politics became so bad that one marque's team would attempt to derail another marque's programmes. Individual model lines that were similarly sized were therefore competing against each other, yet were never discontinued nor were model ranges rationalised quickly enough; in fact,
5184-404: The stark Ryder Report on the ailing firm, the resulting government bail-out and nationalisation saw the company being renamed British Leyland (BL). The car manufacturing subsidiary of BL became Leyland Cars , and later BL Cars Ltd , and it was this entity which ultimately became Austin Rover. The Leyland name had become tainted by the industrial unrest and poor quality cars of the 1970s, and
5265-412: The surviving automotive manufacturing operations of British Leyland to the present day. Many of the brands were divested over time and continue to exist on the books of several companies to this day. In total, the British Government had invested over £3 billion (not adjusted for inflation) attempting to rescue British Leyland from bankruptcy. Until the 1980s, the Leyland name and logo were seen as
5346-428: The technical know-how and the rights to their Leyland 28 BHP tractor for Auto Tractors Limited , a tractor plant in Pratapgarh, Uttar Pradesh. Established in 1981 with state support, ATL only managed to build 2,380 tractors by the time the project was ended in 1990 – less than the planned production for the first two years. The project ended up being taken over by Sipani , who kept producing tractor engines and also
5427-405: The two entities were generally considered one and the same, although they continued to be legally separate – Rover Group plc was a holding company owning Land Rover following the divestment of Unipart and Leyland Trucks , whilst Rover Group Limited was the mass market car manufacturing business. Following the financial collapse of the British Leyland Motor Corporation (BLMC) in 1975 and
5508-423: Was also carried out haphazardly: The advanced, Hydragas -sprung Princess began life in 1975 sold as an Austin, a Morris and a Wolseley before being rebadged altogether under the new Princess name. The Princess (and the Mini , which BL also turned into a marque in its own right) was sold across the Austin-Morris dealership network, making any distinction between the two even more vague to many customers. Critically,
5589-426: Was arranged into seven divisions under its new chairman, Sir Donald Stokes (formerly the chairman of LMC). At the time of its founding, BLMC was the world's fifth largest vehicle manufacturer after General Motors , Ford , Chrysler and Volkswagen . The seven divisions were: While BMH was the UK's largest car manufacturer (producing over twice as many cars as LMC), it offered a range of dated vehicles, including
5670-431: Was demerged from BL in 1984 and privatized, later taken over by Ford in 1989, and was ultimately reunited with former BL stablemate Land Rover in 2000 to form what is now Jaguar Land Rover . Sales of Austin Rover products were reasonably strong, though not quite as high as the sales achieved by some of the earlier British Leyland products – the Maestro and Montego for instance did not sell as well as their predecessors,
5751-478: Was dropped from the Metro, Maestro and Montego by 1988, signalling the end for the historic Austin marque, in a push to focus on the more prestigious (and potentially more profitable) Rover badge. In 1988, the business was sold by the UK Government to British Aerospace (BAe), and shortly afterwards shortened its name to just Rover Group. It subsequently sold the business to BMW , who, after years of investment that ultimately resulted in huge losses, decided to break up
5832-402: Was later expanded in use when the car manufacturing operations were further consolidated into the Austin Rover Group in the 1980s. In 1978, the company was the subject of an important legal development concerning corporate civil liability . In the case of Walton v British Leyland , the court held Leyland liable for negligence owing to a design defect in the wheel bearings of their new model of
5913-673: Was led by Ray Horrocks ) and the Commercial Vehicle Division (which consisted of Land Rover, Leyland Trucks, Leyland Buses and Freight Rover ) – whose chief executive was David Andrews. The holding company BL plc was now chaired by Austin Bide in a non-executive capacity. Around this time, the BL Cars Ltd division renamed itself Austin Rover , shortly before the launch of the Austin Maestro and Ray Horrocks
5994-580: Was less of a problem thanks to the follow-up of the Triumph Acclaim with the first generation Rover 200 of 1984 – the second product of the Honda alliance and one of the few strong-selling small family saloons of its era. So in effect, Austin Rover was selling around 100,000 cars of this size every year in Britain during the mid to late 1980s, regaining its share of the sector after the scaling-down of Austin Allegro production from 1980. The similarly sized Austin Maxi had already been discontinued in 1981 to allow
6075-453: Was one of the strongest-selling cars in the United Kingdom during the 1970s; being the second-most popular new car sold in Britain in 1973, though by the end of production in 1980 it was widely regarded as a dismal product that had damaged the company's reputation. The Austin Allegro (replacement for the 1100/1300 ranges), launched in 1973, gained a similar reputation over its ten-year production life. The company became an infamous monument to
6156-518: Was positive news for BL at the end of 1976 when its new Rover SD1 executive car was voted European Car of the Year , having gained plaudits for its innovative design. The SD1 was actually the first step that British Leyland took towards rationalising its passenger car ranges, as it replaced two cars competing in the same sector, the Rover P6 and Triumph 2000 . More positive news for the company came at
6237-428: Was renamed " Rover Group ", and the truck and bus businesses were subsequently demerged and sold off to DAF and Volvo , respectively. The spare parts and logistics arm Unipart was also spun out in 1987. After an abortive attempt in 1988 to divest Land Rover to General Motors , the entire Rover Group was sold off by the British government in 1988 to British Aerospace . The car making subsidiary Austin Rover Group Ltd
6318-419: Was renamed "Rover Group Ltd", which saw the effective disappearance of the Austin Rover name and brand, even though the Austin badging had been removed from the Mini, Metro, Maestro and Montego models after 1987. By 1991, all Austin Rover dealer signage had been changed to the new claret and beige "Rover" branding, and use of the old blue and green "chevron" logo had ceased, although it made sporadic appearances on
6399-425: Was replaced by Harold Musgrove as its chairman and chief executive. The emergence of the Austin Rover brand effectively put an end to the separate Austin-Morris and Jaguar-Rover-Triumph divisions, since by this time, Jaguar now resided in a separate company called Jaguar Car Holdings and was now led by Sir John Egan , and this was later de-merged from BL completely and privatised in 1984. That same year, with both
6480-551: Was still producing three cars in the large family car sector—the Princess 2 , Austin Maxi and Morris Marina . The Marina was succeeded by the Morris Ital in July 1980 following a superficial facelift, and a year later the Princess 2 received a major upgrade to become the Austin Ambassador , meaning that the 1982 range had just two competitors in this sector. In April 1984, these cars were discontinued to make way for
6561-449: Was to curb the large amount of power that the trade unions had over the company. After discovering Robinson's links with various communist groups, the company amassed sufficient evidence claiming that his actions were intended to deliberately damage both BL itself and the UK economy. As a result of this, he was dismissed in 1979. Secondly, Edwardes began a ruthless programme of factory closures and sell-offs. The biggest casualties of this were
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