Fast Facts

• Best model: 160 Trophy
• Worst model: Any auto version
• Budget buy: 1.8i
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): L 3910 x W1780 mm
• Spares situation: Improving, no worries
• DIY ease?: Reasonable
• Club support: Usual MG levels
• Appreciating asset?: GIven time...
• Good buy or good-bye?: Still underrated

Roomy, cockpit but steering rake may be too high for some

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No, it’s not that expletive - and this modern MG is a worthy successor to the MGB that a lot more enthusiasts will swearing by...

The MGF is the sportster the car MG fans had to wait nearly 20 years for. It was just about worth the wait though and the car is fast taking the place of the evergreen MGB in classic car circles, especially among younger enthusiasts. And rightly so we reckon because thanks to its advanced mid-engined design, crisp K-Series engines and a civilised cockpit – it’s everything you could wish for in a modern MG without all the fl at cap hang ups. Stylish, precise handling, quick yet civilised and with prices so low, isn’t it time that you mentioned the F word without apologising for it?

History

Launched in 1995 (starting off as a Project Phoenix in the late ‘80s), the ultra modern MGF was a world away from the antiquated MGB. Mid engined and using a development of the Allegro’s novel but noteworthy Hydragas suspension system (also used on the Metro, incidentally) plus an electricallyoperated power steering option, the F was all home grown without a trace of Honda or BMW about it.

There were strong heritage links to the MGF. Mayfl ower Vehicle Systems was created to manufacture the body, a company that in 1991 bought out Coventry based Motor Panels; an outfit that in turn had past links with the likes of Tickford and MG since the 1920s! Powering the F was the vivacious Rover K-Series engine, stretched to 1.8-litres. In standard tune it yielded 120bhp but in ingenious VVC form (Variable Valve Control) 145bhp was the order of the day, which enthusiasts will know is the same output as the old 3-litre MGC engine. The MGF was a hit right from the start and used prices actually exceeded list values as waiting lists quickly grew to make the MG the UK’s top selling sports car. This was despite the fact that the base 1.8i lacked power steering and anti-lock brakes, which was almost a given back then. Power steering was standardised for 1998 cars, which also saw the infl ux of special editions such as Abingdon, SE and Freestyle (see What to Look For section for fuller details) while come 2000 a light revise freshened it up, boasting a more traditional wood-trimmed cockpit.

Mechanically the big news was a clever CVT (constantly variable transmission) concept called Servotronic that also allowed manual changes when desired. A meaner, higher tuned Super Sports derivative boasting almost 200bhp was mooted at the time, but lack of funds kyboshed the idea. Instead in spring 2001 new Trophy versions were launched along with new engine tune. The flagship VVC now pumped out 160bhp, but sensibly MG also now offered a sweet and swift 111bhp 1.6-litre. A l s o H y d r a g a s suspension was modifi ed; on the top 160 Trophy ride height was lowered by 20mm, competition-style springs and dampers were fi tted in tandem with the gas suspension while AP racing brakes were also installed.The CVT transmission was upgraded to accept semi-automatic steering wheel-mounted buttons just like F1 cars used and was named Stepspeed.

In February 2002, after 42,000 UK sales, the MGF was no more. In its place came the similar-styled TF (a name dating back to the1950s roadster) with a new nose and – chiefl y – an entirely new chassis that did away with the Allegro underpinnings in favour of good old strings and shock absorbers. Now residing in China the TF has just started to resume production and we’ll be covering the TF more fully in a later issue.

Driving

MG may have been away from the sports car scene for almost 20 years, but it certainly kept abreast with the times and knew what modern enthusiasts demanded. What about that Allegrosourced suspension? Don’t laugh – retuned, it works well with this mid-engine layout, giving an amazing ride for such a serious sports car. Another surprise is the MGF’s user-friendliness for such an extreme chassis. Mid-ship chassis layouts can be quite unforgiving when pushed hard through corners, but this isn’t the case with the MGF, which is predominantly a safe understeer-prone car and not at all tail happy. That said in many ways the MGF’s ‘safety fast’ feel is its undoing because the two-seater seems more a vivid tourer than raw roadster. Performance from the crisp K-Series engines is good (even the entry level 1.6 is unexpectedly livelier than you’ve give it credit for); it’s just that the MGF can feel a tad lazy due to the high gearing (22mph@1000 revs)
employed; thankfully the much zippier VVC has slightly lower gearing to make better use of its rev-happy nature.

On the other hand outstanding fuel economy is always on the cards with some owners reporting almost 40mpg on a gentle run. The best performing MGF is the 160bhp Trophy - the least enjoyable are the automatic CVTs, especially the sequential-shift Steptronic that was easily wrong-footed and sapped the 1.8’s power. It’s not a good set up, quite frankly. Unlike the latest Toyota MR2, for a midengined sportster the MGF is extremely practical, being roomy and (save for a too high set steering column rake) comfortable. But perhaps best thing of all for genuine fans of the Octagon badge is that the F looks and feels like a real MG should!

Prices

Tired examples can start from around £800 while essentially decent cars can be found from as little as £1500, but both will usually be hiding expensive problems, possibly having been run ragged on track days. The sensible money seems to start around £2500-3000 for a private sale closer to £4500 from the trade for last of the line examples. We’ve seen some tuned/custom cars advertised for a fair bit more but you really don’t have to pay that much.Buyers do seem to be deterred by mileages over 50,000 though, so a well-cared for car with 80-90K on the clock could stick around long enough on the forecourt for a cheeky offer to be accepted. Of the special editions only the Trophy 160 offered better performance, so don’t pay a premium for the others unless you particularly like the trim. And remember, there are lots of MGFs around, so take your time. With luck you’ll fi nd somebody who is still convinced you can no longer get parts for the cars, leaving you to take a bargain off their hands.

Improvements

There’s shed loads you can do to tune and improve an MGF, the limit is your desire and pocket. Increase in engine power of around 180bhp for the 1.8 is available while there’s numerous suspension and brake upgrades available, either via the aftermarket or simply converting the car to Trophy spec, which for typical road use is a decent compromise. For many owners just getting their MGF ‘right’ could well suffice. The car is very susceptible to chassis geometry errors and a proper alignment check and adjust by a specialist could reap rewards, plus also ensuring that the Hydragas ride height is to spec. Putting engine tuning aide, we’d spend our money on keeping the unit in one piece! Keep the engine as cool as possible by ensuring the system is okay and replacing any substandard parts, such as radiator (try an uprated type from the likes of Radtec), coolant pipes and hoses. A special ducting kit has been devised by Mike Satur (01709 890555 www. mikesatur.co.uk) which for 39.95 allows more air into the engine. Sadly it can’t be fi tted to models with air con. A special water level sensor kit from Brown & Gammons is £90 well spent, too. So to appeal to younger buyers, there’s plenty of bling available, from Lexuslike rear lights to custom interiors, special roll bars/ windbreakers, quick stick shifts… The list goes on.

Three Of A Kind

BMW Z3

Based upon the old 3 Series Compact of the 1990s, the Z3 is an often overlooked modern classic yet it’s a very nice classical feeling tourer with good performance and refi nement. Engines span from an easy going, easy owning 1.8 to a master class 3.2 straight six, making the latter a modern Healey, both in looks and in spirit. While US built car isn’t as quality make as other BMWs, it’s miles better than the MG.

Mazda MX-5

This is the car that’s shaking up the classic car world and overtaking the MGB, both on the road and off it. A shameless copy of the original Lotus Elan but it’s a brilliant car and a true sportster that despite three generations on still remains true to its original blueprint. Fine build and strong durability mean it’s an easy car to own and keep plus there’s also a dedicated race series if you want to have some real fun.

Toyota MR2

On paper this baby Ferrari has it all; mid engine layout, great styling and the usual top notch Toyota build quality. And yet the MR2 has still yet to catch on. One of the reasons is their tendency to rust (pre Mk3) but a good one represents excellent value for money. Mid-ship chassis is sharp and needs skill; Mk1s best as Mk2 was spoiled. Later Mk3 has shades of Porsche Boxster look about it