{"id":83149,"date":"2025-08-11T19:33:01","date_gmt":"2025-08-11T23:33:01","guid":{"rendered":"http:\/\/autosector.com\/?p=83149"},"modified":"2025-08-11T19:33:01","modified_gmt":"2025-08-11T23:33:01","slug":"bmw-range-rover-dealership-history","status":"publish","type":"post","link":"http:\/\/autosector.com\/?p=83149","title":{"rendered":"BMW Almost Sold Range Rovers Instead of Building the X5"},"content":{"rendered":"<p>What if BMW\u2019s first SUV hadn\u2019t been the X5 at all, but a Range Rover with a BMW badge in the showroom? In the mid-1990s, that wasn\u2019t just an idea \u2014 it was a real possibility being discussed in Munich and New Jersey boardrooms. The company was wrestling with how to respond to the booming SUV market in North America, where the Ford Explorer and Jeep Grand Cherokee were dominating driveways and Mercedes-Benz and Lexus were gearing up to launch their own contenders.<\/p>\n<h3>The Rover Group Acquisition and Land Rover\u2019s Outdated Flagship<\/h3>\n<figure id=\"attachment_503669\" aria-describedby=\"caption-attachment-503669\" class=\"wp-caption alignnone\"><a href=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00.jpg\"><noscript><img fetchpriority=\"high\" decoding=\"async\" class=\"wp-image-503669 size-medium\" title=\"RANGE ROVER P38A 00\" src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-830x553.jpg\" alt=\"RANGE ROVER P38A 2nd Generation Range Rover driving in the UK\" width=\"830\" height=\"553\" srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-830x553.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-1536x1024.jpg 1536w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-768x512.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-300x200.jpg 300w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00.jpg 1920w\" sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/noscript><img decoding=\"async\" class=\"lazyload wp-image-503669 size-medium\" title=\"RANGE ROVER P38A 00\" src=\"data:image\/svg+xml,%3Csvg%20xmlns=%22http:\/\/www.w3.org\/2000\/svg%22%20viewBox=%220%200%20830%20553%22%3E%3C\/svg%3E\" data-src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-830x553.jpg\" alt=\"RANGE ROVER P38A 2nd Generation Range Rover driving in the UK\" width=\"830\" height=\"553\" data-srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-830x553.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-1536x1024.jpg 1536w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-768x512.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00-300x200.jpg 300w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/RANGE-ROVER-P38A-00.jpg 1920w\" data-sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/a><figcaption id=\"caption-attachment-503669\" class=\"wp-caption-text\">Image provided by Land Rover Media<\/figcaption><\/figure>\n<p>At the time, BMW\u2019s lineup was all about sedans, coupes, and wagons \u2014 the 3 and 5 Series were core to its identity, and the <a href=\"https:\/\/www.bmwblog.com\/2025\/07\/26\/bmw-z3-30th-anniversary-retrospective\/\">Z3 roadster<\/a> was in development. The notion of a tall, heavy utility vehicle wearing a BMW roundel didn\u2019t sit well with everyone inside the company. But in January 1994, <a href=\"https:\/\/www.bmwblog.com\/2018\/01\/25\/rover-the-speed-bump-on-the-road-to-strategy-one\/\">BMW acquired the Rover Group<\/a> from British Aerospace for \u00a3800 million, later buying out Honda\u2019s stake. Overnight, BMW owned 15 British marques, including Rover, Mini, MG, Triumph, and, crucially, Land Rover.<\/p>\n<p>The acquisition seemed to give BMW an instant SUV arm. Land Rover\u2019s name carried serious weight, and the idea of selling Range Rovers through BMW dealerships was floated as a way to tap into the SUV boom without diluting the \u201cUltimate Driving Machine\u201d image. The problem was that Land Rover\u2019s flagship was already behind the times. The P38A Range Rover, launched in September 1994, was considered outdated from day one.<\/p>\n<h3>BMW\u2019s Role in Shaping the L322 Range Rover<\/h3>\n<figure id=\"attachment_503668\" aria-describedby=\"caption-attachment-503668\" class=\"wp-caption alignnone\"><a href=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00.jpg\"><noscript><img decoding=\"async\" class=\"wp-image-503668 size-medium\" title=\"THIRD GENERATION RANGE ROVER L322 YEAR 2001 00\" src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-830x424.jpg\" alt=\"THIRD GENERATION RANGE ROVER L322 YEAR 2001 side view\" width=\"830\" height=\"424\" srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-830x424.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-768x392.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-1536x785.jpg 1536w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00.jpg 1920w\" sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/noscript><img loading=\"lazy\" decoding=\"async\" class=\"lazyload wp-image-503668 size-medium\" title=\"THIRD GENERATION RANGE ROVER L322 YEAR 2001 00\" src=\"data:image\/svg+xml,%3Csvg%20xmlns=%22http:\/\/www.w3.org\/2000\/svg%22%20viewBox=%220%200%20830%20424%22%3E%3C\/svg%3E\" data-src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-830x424.jpg\" alt=\"THIRD GENERATION RANGE ROVER L322 YEAR 2001 side view\" width=\"830\" height=\"424\" data-srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-830x424.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-768x392.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00-1536x785.jpg 1536w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/third-generation-range-rover-l322-year-2001-00.jpg 1920w\" data-sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/a><figcaption id=\"caption-attachment-503668\" class=\"wp-caption-text\">Image provided by Land Rover Media<\/figcaption><\/figure>\n<p>The company had two autonomous design studios at the time,\u201d notes Steve Saxty, author of the definitive <a href=\"https:\/\/www.stevesaxty.com\/bmw-books\">BMW by Design books<\/a>. \u201cDesignworks in California had been tasked with facelifting the unloved P38A second-generation Range Rover to bring it up to date, while BMW Technik in Germany had already explored \u2013 and rejected \u2013 the idea of a minivan, \u201d Saxty told us. \u201cThe Californian-redesigned Range Rover could have served as a quick fix for U.S. sales, potentially through either BMW or Land Rover dealers, but neither company truly wanted it.\u201d<\/p>\n<p>According to Saxty, Chris Chapman was among a group of designers and engineers sent to California to explore what a BMW \u2018activity vehicle\u2019 might be. That exercise sparked design chief Chris Bangle\u2019s imagination for a purpose-built BMW in the segment \u2013 an idea his boss, Wolfgang Reitzle, enthusiastically endorsed. Understandably, many later assumed that the X5 and the L322 Range Rover shared DNA, but in fact they did not. Reitzle had a distinct vision for each, ensuring they reached the market with entirely different characters.<\/p>\n<p>Saxty recalls how BMW initially considered a quicker fix. \u201cDesignworks did a slew of P38A Range Rover facelifts that were intended as a short-term fix and so could be sold as a premium product,\u201d he says. \u201cThey got shelved when it was realized that the quality of the base car was so poor that it was better to accelerate and do a new one, the L322.\u201d<\/p>\n<p>That new L322 Range Rover would become a landmark project \u2014 and, as Saxty points out, it was far more BMW than many realize. \u201cThe Range Rover L322 was 100% engineered under BMW in Munich, but the Range Rover designers did the styling. The L322 Range Rover was very much BMW engineered and tested.\u201d<\/p>\n<p>By 1995, BMW\u2019s Special Vehicles department in Munich, led by Dr. Burkhard G\u00f6schel, was deep into the <a href=\"https:\/\/www.bmwblog.com\/2023\/07\/15\/land-rover-discovery-bmw-m3-e36-engine\/\">L322 program<\/a> \u2014 while G\u00f6schel quietly explored the possibility of building an SUV with BMW DNA.<\/p>\n<p>\u201cMr. Pischetsrieder was totally against this,\u201d G\u00f6schel later recalled of then-chairman Bernd Pischetsrieder, \u201cbut I told him there is a difference between both brands that you can realize.\u201d<\/p>\n<h3>\u201cOwning the Garage\u201d: The U.S. Push for a BMW SUV<\/h3>\n<p>In the United States, BMW of North America president Vic Doolan had his own strategy. He wanted a BMW SUV that could compete directly with the growing list of luxury entrants. Together with newly hired head of product planning Rich Brekus, he coined a simple mantra: \u201cown the garage.\u201d They showed photos of real customer garages \u2014 a BMW sedan parked alongside a Ford Explorer \u2014 and warned that without a BMW SUV, that second space could easily go to a Mercedes M-Class or Lexus RX.<\/p>\n<p>Brekus remembers his job interview vividly. \u201cVic asked me, \u2018Munich is thinking about doing a minivan. Do you think we should do a minivan?\u2019 I said, \u2018You\u2019d be out of your mind to do a minivan, but you need to do an SUV. Not an off-road SUV, but an on-road SUV. That\u2019s where the market\u2019s going.\u2019\u201d<\/p>\n<h3>The Meeting That Changed Everything<\/h3>\n<p>By late 1995, Doolan presented two options to BMW\u2019s board: combine BMW and Land Rover dealerships, or build a BMW SUV. At a meeting near New York\u2019s LaGuardia Airport, he showed renderings of a shared showroom. Land Rover\u2019s Sales and Marketing Director, John Russell, responded sharply: \u201cOver my dead f***ing body.\u201d BMW R&amp;D chief Wolfgang Reitzle ended the meeting on the spot, but later that evening over dinner told Doolan, \u201cYou will get it.\u201d<\/p>\n<p>From there, the idea gained momentum. Brekus laid out the core requirement: no body-on-frame construction, no bulky low-range transfer case, and no pretensions of being a rock-crawler. \u201cI didn\u2019t want a truck,\u201d he said. \u201cI wanted the form factor of an SUV, but I wanted it to drive like a car.\u201d<\/p>\n<p>G\u00f6schel began testing a raised 5 Series Touring chassis, adapting MacPherson strut and multilink suspension from the 5 and 7 Series, but using steel for durability. He borrowed Hill Descent Control from Land Rover to avoid the weight of a low-range gearbox, and replaced locking differentials with electronic traction and stability systems.<\/p>\n<h3>Designing a Sport Activity Vehicle, Not an SUV<\/h3>\n<p><a href=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00.jpg\"><noscript><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-medium wp-image-503671\" title=\"E53 BMW X5 DESIGNWORKS DESIGN SKETCH 00\" src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-830x355.jpg\" alt=\"E53 BMW X5 DESIGNWORKS DESIGN SKETCH in red pen\" width=\"830\" height=\"355\" srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-830x355.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-768x329.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-1536x658.jpg 1536w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00.jpg 1920w\" sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/noscript><img loading=\"lazy\" decoding=\"async\" class=\"lazyload alignnone size-medium wp-image-503671\" title=\"E53 BMW X5 DESIGNWORKS DESIGN SKETCH 00\" src=\"data:image\/svg+xml,%3Csvg%20xmlns=%22http:\/\/www.w3.org\/2000\/svg%22%20viewBox=%220%200%20830%20355%22%3E%3C\/svg%3E\" data-src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-830x355.jpg\" alt=\"E53 BMW X5 DESIGNWORKS DESIGN SKETCH in red pen\" width=\"830\" height=\"355\" data-srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-830x355.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-768x329.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00-1536x658.jpg 1536w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2025\/08\/E53-BMW-X5-Designworks-design-sketch-00.jpg 1920w\" data-sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/a><\/p>\n<p>Design work started at BMW\u2019s Designworks\/USA studio in California under Chris Chapman, blending E39 styling with SUV proportions. Frank Stephenson refined the C-pillar into the signature \u201cdogleg\u201d shape still found on BMW SUVs. Early prototypes were stylish but short on cargo space; Doolan pushed for a longer rear to make it genuinely useful. He also coined the term \u201cSport Activity Vehicle\u201d to position it as something different from a traditional SUV.<\/p>\n<p>The business case came from South Carolina. BMW\u2019s Spartanburg plant, which was building the Z3 roadster, had excess capacity. Assigning the new model there made financial sense, and by spring 1998, the project was officially greenlit.<\/p>\n<h3>Launching the X5 in 1999<\/h3>\n<p><a href=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89.jpg\"><noscript><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-medium wp-image-349135\" title=\"BMW-X5-4.6is-89\" src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-830x553.jpg\" alt=\"BMW X5 4.6is on the road\" width=\"830\" height=\"553\" srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-830x553.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-768x512.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-1024x683.jpg 1024w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-300x200.jpg 300w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89.jpg 1920w\" sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/noscript><img loading=\"lazy\" decoding=\"async\" class=\"lazyload alignnone size-medium wp-image-349135\" title=\"BMW-X5-4.6is-89\" src=\"data:image\/svg+xml,%3Csvg%20xmlns=%22http:\/\/www.w3.org\/2000\/svg%22%20viewBox=%220%200%20830%20553%22%3E%3C\/svg%3E\" data-src=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-830x553.jpg\" alt=\"BMW X5 4.6is on the road\" width=\"830\" height=\"553\" data-srcset=\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-830x553.jpg 830w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-768x512.jpg 768w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-1024x683.jpg 1024w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89-300x200.jpg 300w, https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2019\/08\/BMW-X5-4.6is-89.jpg 1920w\" data-sizes=\"(max-width: 830px) 100vw, 830px\"\/><\/a><\/p>\n<p>The <a href=\"https:\/\/www.bmwblog.com\/2024\/01\/04\/bmw-x5-e53-was-unveiled-25-years-ago\/\">E53 BMW X5 made its debut in January 1999<\/a> at the Detroit Auto Show, launching first with a 286-horsepower 4.4-liter V8 and later joined by a 3.0-liter inline-six. Prices started at $38,900 for the six-cylinder and $49,400 for the V8. At the press launch in Spartanburg, journalists drove X5s through muddy off-road trails at Land Rover\u2019s former test site, then straight onto Road Atlanta for high-speed laps \u2014 a back-to-back demonstration of its dual capability.<\/p>\n<p>Between 1999 and 2006, BMW built 616,867 first-generation X5s, more than half for export. The model transformed Spartanburg into <a href=\"https:\/\/www.bmwblog.com\/2017\/06\/26\/bmw-plant-spartanburg-becomes-largest-production-location-within-25-years\/\">BMW\u2019s largest plant<\/a> and paved the way for an entire family of X models.<\/p>\n<p>Looking back, Doolan summed up its impact: \u201cThe X5 transformed BMW. It facilitated the growth of Spartanburg into the largest plant in the BMW world, spawned a complete range of SAVs, and generated the cash to get rid of the albatross that was Rover.\u201d<\/p>\n<p>If the early plan had gone differently, BMW\u2019s answer to the SUV boom might have been a Range Rover in the showroom. Instead, the company built its own \u2014 and changed the course of its history.<\/p>\n<p>[Source: <a href=\"https:\/\/www.bmwusanews.com\/newsrelease.do?id=4614\" target=\"_blank\" rel=\"noopener\">BMW USA<\/a> via <a href=\"https:\/\/www.motor1.com\/features\/768005\/bmw-land-rover-combined-dealership\/\" target=\"_blank\" rel=\"noopener\">Motor1<\/a>] [Range Rover images by <a href=\"https:\/\/media.landrover.com\/en-us\/search?query=P38A&amp;page=1\" target=\"_blank\" rel=\"noopener\">Land Rover Media Center<\/a>]<\/p>\n","protected":false},"excerpt":{"rendered":"<p>What if BMW\u2019s first SUV hadn\u2019t been the X5 at all, but a Range Rover with a BMW badge in the showroom? In the mid-1990s, that wasn\u2019t just an idea \u2014 it was a real possibility being discussed in Munich and New Jersey boardrooms. The company was wrestling with how to respond to the booming [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":83150,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"default","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"categories":[2],"tags":[],"class_list":["post-83149","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-industry"],"_links":{"self":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts\/83149","targetHints":{"allow":["GET"]}}],"collection":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=83149"}],"version-history":[{"count":0,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts\/83149\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/media\/83150"}],"wp:attachment":[{"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=83149"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=83149"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=83149"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}