Marque: MG - Company History & Models - Cars By Brand

Past: Launched in 1959, Farina-styled Magnettes didn’t provide as sporting a drive as the previous ZA/ZBs, and so failed capture the imagination of MG fans. All the same, these upmarket if deliberately ‘badge-engineered’ Morris Oxfords were fair cruisers, comfortable and well-equipped. Improved considerably in 1961 with the MkIV and discontinued in 1968, they were built in relatively small numbers.

Present: Not a patch on the ZA/ZB to drive with far inferior running gear, the Magnette is a slightly tweaked Oxford rather than a Cortina GT rival but a nice relaxing sporty family classic. Many boast MGB power which is a good mod.

Future: As time goes on the biggest problem is going to be finding one to buy; already the earlier Mark IIIs are almost extinct. Prices of good examples bound to creep up but not for us really.

Always an underrated car, the MG Montego was a worthy rival to similar jazzed up products from Ford and Vauxhall and, in its Turbo form, blisteringly fast and extremely unruly. Unlike the tetchy poor starting Weber-carb Maestro, the Montego was much better sorted when launched in 1984 complete with talking dashboard (which was mercifully only fitted for a few months), but it was the Turbo that established the MG Montego as a sports saloon of genuine quality. Post-1987 cars have better-sorted torque and suspension,
plus a more comfortable interior, but by then the curse of Austin-Rover’s image had blighted one of the most promising post-war MGs that promised a good deal.

The MG-badged Metro did not meet with universal favour with certain Abingdon enthusiasts but it has as much right to carry the Octagon badge as the (Austin A60 derived) MGB! A respectable 72bhp was wrung from the ubiquitous A-Series engine and MG Metro owners were further treated to alloy wheels and jazzy red(!) seat belts. The following year a turbocharger became an option, which boosted engine output to a highly useful 93bhp plus as it retained same high compression cylinder head meant little turbo lag. But old style four-speed gearbox was not an entirely welcomed. Post 1985 facelift models were at last fitted with a VW-derived five-speed unit and 16 years after the last MG Metro left the factory they are becoming fairly collectable yet scarce.

Past: Introduced in 1983 and lightly facelifted in ‘89, the Metro Turbo produced excellent performance.

By adding a Garrett AiResearch turbo, the 1275cc engine made 93bhp (the highest powered production version of the A Series unit) yet cleverly without the usual turbo lag of that era.

Present: Although not as fast as today’s pocket rockets, the Turbo is still revered for its well-engineered engine.The lack of a fifth gear annoys but the handling is still good enough to enjoy a serious punt across country.

Future: Survivors are be few, due to corrosion and cannibalisation (for the engine - they make Minis really fly!) and the car has yet to achieve genuine classic status. Perhaps it may never (it’s our favourite Metro) but as a practical run-around classic or cheap club racer the Turbo works a treat.

Past: Holding true to the MG tradition of spicing up a family saloon with a performance package resulted in the MG Montego. It had the comfort, space and practicality of the Austin version, but the MG was naturally usefully faster and more upmarket. Power courtesy of a fuel-injected, two-litre version of the ‘O’ Series unit. In late 1988 the car was redesignated 2.0i and was fitted with the Turbo version’s revised suspension.

Present: Fun to drive, practical and dirt cheap, an MG Montego can make sound sense as an alternative modern classic or cheap daily driver with good performance and handling. Rust is the enemy; check carefully when buying.

Future: Numbers dwindle as the ‘tinworm’ takes its toll, and in a few years these cars will be very difficult to find. But that won’t make any Montego saloon a true MG classic in our eyes!

Past: The RV8 was intended to be the most powerful, exclusive, and luxurious MG ever. Built to celebrate the 30th anniversary of the MGB, it was made by Rover Special Products (RSP), and featured Rover’s potent aluminium V8 engine enlarged to a full fat 3.9-litres, with multi-point Lucas fuel injection and was a totally different animal to the original BGTV8.

Present: The ultimate MGB, and a superb modern classic to own with a touch of modern Morgans about it – it’s fast, refined and well appointed. Many RV8s originally exported to Japan have now been have been ‘repatriated’ to UK.

Future: RV8 will always be regarded as a particularly special MG but prices little different to normal MGB. Much gen and help is available about the model RV8 specialists and this will ensure its survival for many years to come.

Past: The YA sports saloon of 1947 featured bodywork based on the Morris Eight Series E and Wolseley Eight, but featured a prominent vertical grille and a longer bonnet. Power was from an overhead valve XPAG four-cylinder, 1250cc engine (Morris Ten derived). Rack and pinion steering plus independent front suspension ensured sports car-like handling.Variations included the updated YB saloon of 1951 and the attractive, rare YT Tourer but the later Magnette surpassed them all.

Present: Respected for their elegance, practicality and comparative rarity, the Y series MGs remain enjoyable to drive (but in truth are not fast cars) and still provide pretty good value for money.

Future: Interest and prices are sure to rise as supply is outstripped by demand.

The solid reputation of these models is set to continue and their desirability long into the future is fairly well assured.

Past: A rebodied and refined TF, the MGA was sleek, attractive and fast, courtesy of a tuned 1.5-litre B-Series engine, enlarged to 1.6-litres in 1959.

The 108 bhp Twin Cam versions were ahead of their time, but these complex units tended to be troublesome, if powerful (now coveted and sorted).

Conventional powered TCs soaked up the range until MGB arrived in 1962.

Today: More than 50 years since their introduction, the sleek MGAs still look impressive and buyers are attracted by the overall competence of the design and many drivers prefer it to the softer MGB. Spares availability is excellent for such an oldie, too.

Future: Quite simply, the MGA has always been seen as one of the finest British sports cars ever and popularity will continue, as will the inexorable rise in asking prices, especially TCs!

Past: The ‘official’ MGB V8 eventually surfaced in 1973, but not until racer Ken Costello had showed MG how to do it (better) years before. Sadly launch was at the start of the Middle East conflict and resulting fuel price hikes hardly help the model and just 2591 were produced (all in GT guise). Rubber bumpers and raised suspension for 1975 but few of these survive.

Present: Naturally the MGB V8 is highly valued now for its rarity, performance and understated style. Even now, the V8 is bloody quick and while the lighter engine helps handling, some reckon Costello cars were better sorted plus the ride on all is too hard.

Future: Amazingly, the most complete MGB costs surprisingly little more to buy and run as a 1.8 but as the years pass this MG is sure to increase in iconic status and a price gap will form.

Past: First all new MG sportster since the B, the mid-mounted MGF was bang up to date when launched in 1995.

Hotter VVC a real goer but CVT auto a damp squib. Range revamped in 2001 where entry level 1.6 was introduced with hot 160bhp Trophy flagship.

Replaced in ‘02 by far more orthodox TF equipped with normal suspension.

Present: A modern classic, providing affordable mid-engined fun. Precise, predictable handling plus Metro gas suspension works well with supple ride.

Poorly maintained ‘cheap’ examples plentiful but poor buys. Potential problem areas include the valve gear and cylinder heads/gaskets, duff suspensions and thrashed track cars.

Future: Prices are on the floor for the MGF but it will become an MG classic although that’s a fair way off still. Buy on condition above all else.