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<title><![CDATA[MG to restart production]]></title>
<description><![CDATA[Car Enthusiast - Car production is set to begin again at the former MG Rover factory in Birmingham.]]></description>
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<pubDate>Wed, 30 Apr 2008 11:24:35 GMT</pubDate>
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<title><![CDATA[MG Xpower SV (2004 - to 2005) : FOLLYWOOD]]></title>
<description><![CDATA[Car And Driving - Models Covered: Two door coupe (4.6 V8 [SV, SV-R])BY ANDY ENRIGHTIf there was ever an exemplar of quite how badly MG Rover got their strategy wrong, the MG XPower SV is as good as any. In a period when the company should have been investing to develop a replacement for the Rover 45, they instead decided to pour money into developing first a niche rear wheel drive version of the Rover 75 chassis and then this, a supercar with a price tag its abilities could never hope to justify. As a sales proposition, the SV was a disaster. Until MG Rover went into administration in 2005, nine were sold. As a used buy, it might well have a lot to be said for it.The body is crafted from carbon fibre and goes some way in explaining the XPower SVs hefty £65,750 price tag. Far lighter and stronger than traditional steels or aluminium, the body panels have been constructed using a pioneering process developed by the UK-based SV Group and the result is a body that weighs a quarter as much as a conventional steel skin. Although the body is unconventional, elsewhere some more traditional methods have been used. The chassis itself is steel, developed alongside the double wishbone suspension by Vaccari and Bosi in Modena, known to most as Italys supercar central. The XPower SV wears a deep front splitter and rear diffuser to stick it to the ground and there are also signature shark gill side vents and a lip rear spoiler. Should others find the SV as irresistible as its owner, theres an Omitec Tracker fitted that alerts central diagnostic control in Longbridge should the car be stolen and also immobilises the vehicle. Customers can chose from six interior trim colours matched to a wide array of exterior paint finishes although a fully bespoke interior or exterior can be selected allowing each car to be uniquely personalised.As catastrophic as the XPower SV was as a production construct, it could well be a very smart used buy. With only a few floating around, these cars are certain future classics and as such, valuation is tricky. Now would be the time to buy, but just try finding one. The last car seen for sale was a low mileage 2004 SV that changed hands for £40,000. Sit it in a dehumidified garage and its hard to see how the new owner would ever lose money over the longer term.Its worth bearing in mind that the SV was developed in an extremely short period of time and on a rather small budget. This should tell you something. Owners have complained of poor reliability, the electrical systems being particularly characterful. The engine and gearbox are both tough units but interior quality is poor and spares will be very tricky to come by. The big thing to look over are the body panels as these are virtually impossible to source.With no factory support available, youll be relying on enthusiast owners to help youre your SV on the road. Many mechanical parts are off the shelf Ford items and, as such, are relatively inexpensive. Body panels cost a small fortune.The engine is a tried and tested bruiser, basically being the same powerplant that sees service in hotter versions of the Ford Mustang. With 320bhp on tap in standard guise, the 4.6-litre all-aluminium quad-cam V8 will power the car to 60mph in 5.3 seconds and on to a top speed of around 165mph. Quick, yes, but certainly no quicker than a £41,000 TVR Tuscan. The SV-R offers customers a higher performance version of the 320bhp SV. With a full 400bhp on tap, the SV-R features a 5.0-litre XPower version of the all aluminium 32-valve Mustang-derived engine. Developed in conjunction with V8 tuning guru Sean Hyland, this is a car with serious performance credentials. Itll knock over the sprint to 60mph in comfortably less than five seconds and will accelerate on to a top speed somewhere in the region of 175mph. Why the approximations? Until a full and authenticated performance review of this car can be undertaken, weve only MG Rovers words to go on. Certainly, a car with 400bhp and a hefty 510Nm of torque on tap with such a lightweight body to haul should be capable of figures in that ballpark. The seats themselves scream purpose. Deep buckets are equipped with unique dual function three-point inertia reel racing seatbelts that allow the driver the full mobility of a seatbelt combined with the security of a racing harness. The system can be locked at the flick of a switch for more neck-straining cornering where youll get the chance to test the adhesion of the massive tyres. Riding on specially designed 18-inch O. Z. split-rim wheels the SV wears 225/40 boots up front and chunky 265/40 rubber at the back. The transmission is a five-speed Tremec manual gearbox with drive going to those back tyres via a BTR limited slip differential. Aerodynamics work has been carried out in a number of wind tunnels with high speed stability testing done at the Nardo bowl in Italy and high-speed cornering testing conducted at the Nurburgring in Germany. If you can find a straight example that the owner will part with for reasonable money, the MG XPower SV should make a reasonable investment. If, on the other hand, youre looking for a car to run as a daily driver with occasional track use thrown in, go for a Noble or a TVR.]]></description>
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<pubDate>Tue, 06 Dec 2005 00:00:00 GMT</pubDate>
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<title><![CDATA[MG TF (2002 to 2005) : TOP OF THE DROP TOP POPS?]]></title>
<description><![CDATA[Car And Driving - Models Covered: 2dr roadster 1.6, 1.8 (115, 120 STEPSPEED, 135, 160)BY ANDY ENRIGHTThe MG TF range vies with the Mazda MX-5 as Britains favourite roadster. A development of the massive selling MGF range, the TF offers a more upmarket feel and improvements to the driving characteristics. The TF has continued to sell well despite a difficult market for roadster models, testament to its enduring appeal. Offering sharp styling, an evocative badge and some punchy engines at attractive pricing the TF makes a decent used buy. With a decent number of low mileage cars now appearing on the used market, the TF looks an attractive bet. TF residuals havent proved as resilient as early MGF values were, many recognising it as a progression from the MGF rather than an all-new vehicle. The market has moved on as well. The TF is no longer perched on the cutting edge and is often a little too focused for many owners who merely expected a sharper looking MGF. That means it can often represent a canny used buy.The TF of course, is the replacement for the successful MGF, which managed to be the best selling British sportscar of the late Nineties, despite being owned at the time by a parent company that wasnt over-keen to promote it. Things have changed of course since then, so you can expect to see one of these on every street corner. With the MGF, that street corner was likely to include a hairdressing salon. Put quite simply, it developed an unfortunate reputation as something of a girlie car, despite its promising mid-engined configuration. Worse, early examples had a dire build quality record which, though solved in later versions, blighted the cars reputation. One of the chief culprits in this area was the unloved fluid Hydragas suspension system, which in some instances failed at some inopportune moments. With the MG TF, the overall story is very different as it had to be. Hydragas (a concept which after all goes back to 1964) was dumped in favour of more conventional coil spring and damper units. Moving to the sheet metal, you might be surprised to find that most of it was completely re-worked for this model. At first glance, you might be forgiven for seeing this as a minor facelift. In fact, stylist Peter Stevens dictated that the whole side of the TF should be new, with contoured curves that give a more aggressive feel to the profile and a lowered look to the whole car. There are also bigger air intakes to allow the mid-mounted engines to gulp in more oxygen. The rear deck, which sits above two chromed tailpipes that displace the foglamps, also has a curvy look, now on all variants including the small lip spoiler originally developed for the MGF Trophy 160SE. High speed stability is far better as a result. However, its the front youll notice first, with projector-style headlamp units that also incorporate the indicators. Between them, theres the latest MG sportscar two-bar grille and below that, a deeper front bumper incorporating a mesh air intake and twin foglamps. It all looks mean enough to frighten off the hairdresser types though given that these people bought the majority of the 40,000 MGFs sold here, that might not necessarily be something of which MGs shareholders would approve. With all this effort having gone into making the TF its own car, its a little disappointing to climb inside and find a sense of deja vu. True, the seat cloths and the instrument graphics are different but thats about it. To be fair, the Longbridge budget probably only stretched so far and in any case, the cabin did get a bit of a re-work at the turn of the century. Still, we could have done without keeping the narrow, rather highly-mounted seats. The Fisher Price-style controls for the Stepspeed models gearshift could have been consigned to history too. This is a car you just have to get in and drive - an addictive experience on narrow twisty roads, thanks to the near-perfect mid-engined balance. The rigid steel bodyshell helps here too as well as creating one of the safest cars in the class. That the MG TF is a soft-top makes it extremely unusual amongst the ranks of mid-engined cars, due to the difficulty of packing the folded hood on top of the engine bay. Not only have the designers managed this (albeit with the drawback of a perspex rear screen), they've also created so much boot space that there's still no need to carry luggage under the bonnet, where it could interfere with safety. You'll still need to specify the optional boot-mounted luggage rack if you want to take more than a couple of soft bags however.Prices for the most popular TF135 model open at £7,600 on the 51 number plate with 03 plated cars still fetching £9,000. Opt instead for the more powerful TF160 and you can expect to pay from £7,900 with an 03 plated example generally carrying a sticker price of around £9,400. Insurance starts at Group 11 for the TF115 and tops out at Group 16 for the range-topping TF160. TF120 Stepspeeds are still a reasonably rare sight on the used market, though Rover claims that an ever-increasing share of TF buyers are opting to change gear by button rather than stick. Check the specification of base cars carefully and make sure everything you want is fitted. Look for signs of a hardtop (a heated rear window switch and a short length of plug and cable behind the drivers seat are clues) and haggle for its inclusion a canny seller may try to sell it separately. Ensure also that the hood tonneau cover (tricky to fit) is with the car. Although there were early quality problems with rattling trim and poorly fitted panels, generally not much goes wrong with an MG TF. Check for water leaks through the windscreen edges and along the tops of the doors and look closely at the hood for damage the plastic rear window creases if the hood isnt folded correctly. Check the carpets for signs of damp too. Telltale clues include fading or staining of the dashboard trim where water has leaked in. Some have doubts over the durability of the suspension and brakes. The recommendation is to take a test drive, listen for knocking from the front suspension and see if the car has a tendency to pull to one side. The TF makes a viable track day car so look for signs of hard driving. As always, a full MG dealer service history is desirable.(Based on a 1.8 TF160) A clutch assembly is around £130, while a full exhaust is about £610. Rear brake pads should cost £55 and front pads are about £75. An alternator will set you back close to £150, while a starter motor is about £270. A radiator is £125 and a front headlamp about £170.The TF quickly developed a reputation as a car for the keen driver. How so? Well theres that new suspension of course, which at the back end is a completely fresh multi-link affair and is now mounted on solid sub-frames (rather than wishy-washy rubber bushes) in search of sharper handling. The more direct steering rack helps here too and there are uprated brakes, all models also being fitted with improved standard ABS. The whole idea has been to create something sharper, more agile and more responsive. Its a theme carried forward in the engine department, where the line-up of powerplants was been given a thorough going over, with badging designating the chosen models power output. The 1.6-litre TF115 variant heads up the range, just below the 1.8-litre TF135, which has a power hike of 15bhp over the core unit that most MGF owners used to choose. That makes the old VVC model redundant of course, but a Stepspeed CVT automatic model with F1-style fingertip gear controls (the TF120) replaced it. At the top of the range, the old special edition Trophy 160SE variant became the TF160, and is seriously quick, with a 0-60mph capability of under seven seconds. The engineers say that the core 1.8-litre TF135 variant was designed to feel a lot more revvy, particularly when youre thrashing the thing along, following some tweaking in the cylinder head and around the cams. To compensate for this, the gearing ratios were been raised to match those of the TF160 version. The TF feels a good deal hardcore than its somewhat fey origins may lead you to expect. The suspension is extremely firm and even the base TF115 is not what youd call meek, the engine and exhaust tuned for a vociferous vocal accompaniment.The MG TF is a car that was far sharper than its predecessor but which may have alienated the very market that boosted the TF to such dizzy heights. The average driver may find the TF experience a little full-on and defect to something a little less intense. That will release a number of TF models into the used arena and bargains can be had. Although with many sports models the more powerful versions seem a little overblown, thats not the case with the TF. The more power you can afford, the more fun youll have.]]></description>
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<pubDate>Wed, 12 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[MG ZT-T (2001 - 2005) : ESTATE OF THE NATION]]></title>
<description><![CDATA[Car And Driving - Models Covered: Five-door estate ZT-T (1.8, 2.5 V6, 4.6 V8 petrol, 2. 0 diesel [120, 160, 180 Sports Auto, 190, 260, CDTi, CDTi135])BY STEVE WALKERWhen you look at where the MG ZT-T came from, its amazing that it turned out the way it did. The Rover 75 Tourer is just about as pipe and slippers as modern cars get and yet the taught, aggressive MG shares so much with it. A Rover 75 owner swapping his leisurely Sunday drive in the country for a brisk jaunt in an MG ZT-T would probably be left feeling stunned - as if hed just smoked his slippers. This effect is tribute to the MG Rover engineers skill in transforming the classy but lethargic Rover into a performance estate with real menace and an MG badge. With a ZT-T you are getting a car thats a good 80% Rover 75 Tourer but the 20% injection of MG makes all the difference to the package. The Rover is no bad car, well built and with a refined style of its own, but its never going to be the keen drivers choice. The ZT-T has the sensible practicality of its stablemate but includes that untamed X-factor to make family outings, shopping trips or even visits to the dump that little bit more of an adventure. Used models are about in good numbers now, changing hands at attractive prices, so heres a rundown of what you need to know to get your hands on a good one. In terms of image, the Rover 75 Tourer and the MG ZT-T are diametrically opposed. Where the former is all string-backed driving gloves, golf clubs and pension funds, the latter is a little more mid-life crisis. The 75 offers an interior that sports more wood than an episode of the Antiques Roadshow and on the outside its designers missed no opportunity to coat any price of trim that wasnt stuck down with chrome. The MG ZT-T takes a different tack with leather and high quality plastics creating a more contemporary effect. The leather and alcantara mix seats are something to behold and to sit in, beautifully sculpted to provide the support youd want in a car designed to go round corners quickly. The layout of instruments and switches is uncomplicated making the functions you want easy to find, while all the moving parts have a chunky robustness about them. Accommodation inside the ZT-T is a little snug compared to conventional estate cars but this could actually be one of its best features. The low ceiling and seating position create a very sportscar effect, allowing driver and car to feel more connected than in any other medium range estate that springs to mind. Theres a real performance car edge to the ZT-T even if some of the lesser engines offered in the range dont really have the performance to back it up. In the end, however, any estate must stand or fall by what you can get in the back and the ZT-T must be no exception. Theres 1,222 litres of load capacity with the rear bench folded down which isnt enormous and the load length of 2,060mm might see some longer items left on the driveway. With the seats up, rear legroom is passable but nothing to write home about. Folding the rear seating provision up and down is no problem at all and the catches seem strong enough to stay the course. Nice touches include the warning triangle mounted on the tailgate for easy access and the illuminated spare wheel compartment accessed through a gas-strutted hatch in the load bay floor. The visual simplicity of the MG ZT-T facia belies the amount of equipment you actually get in the car. The standard entry level trim level includes all the basics youd expect from a car in this class while the + derivatives go all out by adding air-conditioning, a CD autochanger and a rear spoiler. Your hunt for an MG ZT-T is most likely to turn up a 190 version and most of the models sold are specified with the more comprehensive + trim level, so it will probably be one of those. The least youll pay at the moment for a ZT-T190+ is around £6,700 and that will be one of the first 2001Y plates. A 2003 model bearing the 03-plate will be closer to £9,350. Not bad considering the £22,295 new price. The ZT-T Sports Auto models are available on 2002 51-plates from £7,775 and the 135bhp CDTI costs from £9,000 with + trim on 02-plates.As a used buy, the MG ZT-T makes some considerable sense. The solidity of the car is the thing that sticks with you after even the briefest encounter with one and that bodes well for the future. This is a sporty car though, so check the tyres and brakes for wear (especially on V6 models) while steering clear of sellers who you suspect may be harbouring a desire to be the next Nigel Mansell. Another thing to check is that the specification sheet matches the date of first registration. There are continued rumours of large numbers of MG ZTs that were pre-registered to artificially inflate sales figures. These cars may have been standing in a field or car park for weeks on end, so check for water ingress, signs of surface corrosion on suspension parts.(approx. based on 2002 ZT-T 1.8T) Nothing too scary here. For most parts the prices are quite reasonable and worth the money. Expect to pay around £230 for a full clutch assembly, around £90 for a headlamp and about £195 for an alternator. Brake pads should cost about £55 for the front and £50 for the rear, whilst a starter motor is around £185.The MG ZT-T is a very solidly built, substantial car and that means its relatively heavy. The V6 engine adds yet more weight, pushing the total mass up to a significant 1,550kg. This takes the edge off acceleration but the ZT-T190 still reaches 60mph in 7.8 seconds while the 160bhp V6 version takes 8. 7 seconds to do the same. The newer 1.8-litre turbo ZT-T160 cars have less weight in the nose and can do the sprint in 8.5s. The lesser petrol models and the CDTi diesels cant live up to the ZT-Ts sporting pretensions with 0-60mph taking well over 10s but the fuel economy and insurance ratings on these models will be more in keeping with what many people want from an estate. Whichever MG ZT-T you choose, a firm ride is served up by the low-profile Michelin Pilot Sport tyres and the toughened suspension. Big anti-roll bars are employed front and rear to aid cornering dynamics and the effect is a big car that feels lively, fluid and focused when driven quickly. With the exception of the specialist rear-wheel-drive V8 models, none of the ZT-Ts are devastatingly quick but they are accomplished drivers cars and thats really saying something when you consider that were talking about a medium range estate here. The performance estate is the perfect antidote to the quandaries of family life as experienced by the keen motorist. You want something thats fun to pedal about in but it has to display the practical qualities to cope with the demands a modern family places on its vehicles. The MG ZT-T fulfils this role with some aplomb. Its something a bit different, an alternative to the mainstream every day choices in the medium range or compact executive sectors and the inherent build quality of the car means its a sound choice on the used market. ]]></description>
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<pubDate>Wed, 12 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[MG ZT (2001 - to 2005) : OCTAGON GOES ROUND AGAIN]]></title>
<description><![CDATA[Car And Driving - Models Covered: Four-door saloon ZT, Five-door estate ZT-T (1.8, 2.5 V6, 2.0 diesel [120, 160, 180 Sports Auto, 190, 260, CDTi, CDTi135])BY ANDY ENRIGHTIt wouldnt be an exaggeration to say that many in the motoring industry greeted the MG ZT range with huge scepticism. Turn a Rover 75 that wheeled Werthers Original into something that would do credit to the MG badge? Do us a favour! Knives were sharpened in advance; hatchet jobs were planned describing how MG Rover were milking the last vestiges of credibility from the MG marque. Journalists drove the car. Big helpings of humble pie were subsequently eaten. The MG ZT is a class act, a car that feels as if it should retail another £5,000 dearer. Theres a bulletproof aura to it whichever model you choose. With used examples now starting to appear in steady numbers its possible to buy into this hefty hunk of Britishness at bargain prices. Heres how. MG Rover started at a considerable disadvantage in not having a clean sheet of paper to work from. They had the Rover 75 as a basis and had to make a decent fist of it. It was a bit like being presented with Kenneth Clarke and being expected to train him into an Olympian pole-vaulter. Youd be facing a heavy uphill task. Therefore it came as something of a surprise to witness the automotive equivalent of big Ken sailing over the six-metre bar. Headline grabbing flagship models may build the brand, but its the cars with broader appeal that put the money in the bank, and the ZT CDTi, ZT CDTi135, ZT 120, ZT 160, 180 Sports Auto and 190 models that form the most relevant parts of the ZT range have had to earn their keep against some formidable and well-established opposition. The ZT190 certainly looks aggressive enough, with the squinting front lamps, deep spoilers and full dechroming treatment ridding the MG ZT of the geriatric appearance of the Rover 75. The entire front grille and air dam construction had to be completely redesigned when MG Rovers stylists realised that the indicators of the Rover 75 were already at the legal minimum height, and that the essential process of lowering the car would render the indicators illegal. The interior has been thoroughly divested of any timber, and there is some exquisite detailing, not least of which the beautiful leather/alcantara seats and steering wheel combination. Compared to the MG, the interiors of many rival sporting brands are token efforts, ruthlessly excised overheads from the big budgets that have been lavished on the drivetrains and suspension set-ups. The ZT+ models hammer home the point still further with additional air conditioning, rear electric windows, a CD autochanger and a rear spoiler included in their prices.Around £6,775 would be an indicative price for a 2001 Y plated MG ZT 160+ with a 51-plated car retailing at around £7,500. The ZT190+ model is the most frequent find and these turn up at around £6,950 on a 2001 Y plate or £9,300 for a 03-plated car. Expect to add around £400 to the price if you want a ZT-T estate. All ZTs offer reasonable rates of insurance with even the top ZT190 models being rated a mere Group 15. The MG ZT has proved to be a reliable offering, despite being driven by some quite demanding customers. Because of the sporting nature of the car, check the tyres for wear as keen driving will quickly scrub the shoulders off the front pair, especially with V6 versions. One thing to check is that the specification sheet matches the date of first registration. There are continued rumours of large numbers of MG ZTs that were pre-registered to artificially inflate sales figures. These cars may have been standing in a field or car park for weeks on end, so check for water ingress, signs of surface corrosion on suspension parts.(approx. based on 2002 ZT1.8T) Nothing too scary here. For most parts the prices are quite reasonable and worth the money. Expect to pay around £230 for a full clutch assembly, around £90 for a headlamp and about £195 for an alternator. Brake pads should cost about £55 for the front and £50 for the rear, whilst a starter motor is around £185.Despite its many other talents, the 2.5-litre V6 is perhaps the only impediment between a good car and a great one. Despite the soundtrack its not a particularly sporting engine. The cars all-up weight of 1550kg is enough to blunt acceleration, although the ZT190 cracks 60mph in 7. 8 seconds before running out of gear ratios at 141mph. Opt for the ZT160 and you can expect to dispatch 60mph in 8.7 seconds en route to 131mph. Bigger brakes have been fitted to cope with the enhanced velocities and more aggressive driving styles the ZT will be exposed to, and the suspension has come in for a massive overhaul. An estate variant, the ZT-T is also available should you need to exact revenge on the family pooch. A firm ride is served up courtesy of the low-profile Michelin Pilot Sport tyres, but when the full extent of the modifications become apparent, its a wonder that passengers dont emerge with shattered teeth, blurred vision and internal bleeding. The rubber mounts have been removed from the front and rear subframes and replaced with mounts made of a slightly less yielding material solid aluminium. The front and rear anti-roll bars have been hugely reinforced and the meatier suspension arms now look like the propshaft of HMS Ark Royal. Whilst the MGF Trophy kept chiropractors up and down the country in clover, it comes as quite a surprise to learn that MG Rover have indeed managed to endow the MG ZT with an amazing degree of ride suppleness, although theyve been working hard at methods to reduce the amount of tyre noise transmitted to the cabin. Although neither the ZTCDTi, CDTi135, ZT120, ZT160, 180 nor the 190 variant are devastatingly quick, they more than make up any lack of outright speed in their sheer fluidity. They always feel big and heavy, but theyve got just enough baby Bentley in the genes to differentiate themselves from the 3-Series/C-class/A4 mainstream and position themselves as something a little different.Theres a lot to be said for buying a used MG ZT. With a range of decent engines and a classic look, it offers durability, practicality and a modicum of excitement. Its a feel good car thats available at realistic prices. Its well worth a look if you fancy something a little different to the compact executive mainstream. ]]></description>
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<pubDate>Wed, 12 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[MG ZR (2001 to 2005) : ZEE-CYCLED]]></title>
<description><![CDATA[Car And Driving - Models Covered: (3/5 dr hatchback 1.4, 1.8 petrol 2.0 diesel [base, +, Trophy, Trophy SE])BY ANDY ENRIGHTThe MG ZR is a car that should never have worked quite as well as it has. Logic would dictate that a sporty car based on the Rover 25 would be off to a tough start in life, but MGs engineers excelled themselves. In turning the modest 25 into the hooligan ZR and pricing it at a level that was accessible to many, the ZR has done good business for the revitalised MG Rover. With a huge range of models and used examples now beginning to filter onto the used market, the ZR is well worth further investigation. The engineers at MG Rover have worked their magic under the skins of the cars to devastating effect. Aside from the aggressive spoilers and big alloys, most of the changes that truly transformed the ZR were made to the parts that most buyers would need a hydraulic ramp to see. The car was lowered by 20mm and fitted with stiffer springs and meatier dampers. Suspension bushes are made of rigid polyurethane instead of rubber to give more road feel and sharper reaction to the driver, who can now react to said changes more effectively thanks to a quicker and more accurate steering system. Bigger brakes mean that you can now scrub off that excess speed in less time the mark of a serious sporting model. Theres only so far that the development budget would go, however, and it seems that the piggy bank was getting somewhat empty when it came to the ZRs interior. Youll notice a revised instrument panel with white dials and some added brightwork on the fascia, but compared to something like a Seat Ibiza Cupra, it all looks a bit 1992. The pedals and gear stick feel beautiful, the gearchange action having been reworked for a more positive feel, but something feels wrong with the driving position. Instead of hunkering down into the car, you feel as if you are perched aloft, with the base of that steering wheel brushing your thighs. Adjusting the seat and the wheel has little effect, and the culprit is a structural cross member located under the seat. Youll get used to it, but its not ideal. Of all the MG models, the ZR seems to wield its spoilers, bibs and skirts with most aggression. The Rover 25GTi was always a quietly handsome piece of work, and the ZR takes this understated elegance and transforms it into LOOK AT ME exuberance, especially if you opt for a yellow one. Opt for the range-topping ZR 160 model and the seventeen-inch wheels fill the arches superbly, tiny foglights peer out like bullet holes, and the roof spoiler juts back in a Gaussian arc. Some may find it slightly OTT, but this is a GTi from the old school, a no-flannel fun car that puts a smile on your face every time you wriggle beneath the wheel. At this juncture, we should explain the ZR range fully, as its rather complicated. All models are available in three-door form, and for a premium, five-door guise is also available. There are four engine choices, a 102bhp 1.4-litre (ZR105), a 115bhp 1.8-litre (ZR120), a 100bhp 2. 0-litre turbo diesel (ZR Turbo Diesel) and that 158bhp 1.8-litre ZR160. The ZR120 is available with MG Rovers Stepspeed CVT gearbox, and all models bar the ZR160 are also available in + guise which adds remote central locking, electric front windows, sunroof and mirrors, a seat height adjuster, leather steering wheel and alloy gearknob plus those mean front fog lights.Used ZR models are starting to appear in meaningful numbers, the range-topping ZR160 being the most popular variant. This is perhaps due to the aggressive pricing, making a new ZR160 a good deal cheaper than a Renaultsport Clio or a Honda Civic Type-R. Expect to pay around £5,000 for a well looked after 2001 Y plated ZR160 with around 37,000 miles on the clock. ZR105 models start at around £4,200 whilst ZR120s open at £4,600, again on the 2001 Y plate. Insurance valuations for the MG ZR range between Group 8 for the ZR TD and ZR 105 to Group 16 for the aggressive ZR160.The MG ZR, being largely based on proven Rover 25 mechanicals has yet to show any significant failings. Unlike the 25, the ownership profile of the ZR is a little younger and you should check that the car hasnt been leathered to within an inch of its life around a racetrack. Thats not to say the ZR cant handle the occasional track day, but make sure the brakes, tyres, and suspension have all got plenty of oomph. Check that the servicing work has been done, that theres no accident damage and you should be able to land a decent car. (approx. based on ZR105) For most parts the prices are quite reasonable and worth the money. Expect to pay around £95 for a full clutch assembly, £485 for a full exhaust system (including the catalyst), around £80 for a headlamp and up to £115 for a radiator. Brake pads should cost about £55 for the front and £50 for the rear, an alternator is around £175 and a starter motor around £140. The MG ZR range serves up surprises aplenty. Take the ZR TD as an example. Although it may seem odd to have an MG diesel model, the two-litre turbo diesel is a hoot to drive, the torque bringing a whole new dimension to cars of this size. Youll feel the added weight of the engine when cornering hard, but its undoubtedly a novel experience. Its capable of hitting 60mph in 9.7 seconds whilst averaging 54mpg, making the ZR Turbo Diesel a quirky but affordable addition to the range. The star turn is, predictably, the ZR160, which offers a hefty wallop from just £14,560 for the three-door. This is the model that most drivers will opt for, the three-door shell looking agreeably more sporty than the five-door, and the ZR160s sprint to 60mph of just 7. 4 seconds is even quicker than an Audi A3 1.8 T Sport. The chief rivals for this model are the more expensive Renault Cliosport 172 and the banzai Honda Civic Type-R, both of which offer more power but at a significant price premium. As befits its old school appeal, the ZR160 feels something of a hooligan to drive, forever wheedling and pleading with the driver to fling it into a corner with reckless abandon. Youll hear some bump and thump coming back from the road and the steering wheel with buck and jitter in your hands when you corner enthusiastically, but it all feels alive and full of the most infectious joie de vivre. In an age where cars become ever fatter, more remote and more anaesthetised, the ZR is a throwback, something that will reward the keen driver whilst keeping them on their toes. Really push the limit and the car will complain with some understeer, but its nothing that cant be remedied with a quick lift of the throttle.The MG ZR is a fun new buy and an even better used proposition. Its a great time to buy when the cars overcome its initial slug of depreciation and landing a bargain ZR is going to put a huge smile on your face. Its nowhere near the cutting edge of compact hot hatches but when something is this much fun, who cares? Most advertising catchlines dont approach the truth. MGs Outrageous Fun For All just about encapsulated the appeal of the ZR range. ]]></description>
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<pubDate>Mon, 10 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[MG ZS (2001 - to 2005) : MODELS COVERED:]]></title>
<description><![CDATA[Car And Driving - Models Covered:BY ANDY ENRIGHTHow we chuckled when, in the aftermath of BMW pulling the plug on Rover, then owners the Phoenix Consortium unveiled plans for the MG ZS, based on the Rover 45. How could a car that oozed a genteel charm turn into something that would be in any way credible? It just couldn't happen. Thing is, it did. Although we still scratch our heads and wonder how they pulled it off, MG Rover have a car of genuine talents in the MG ZS. As a used proposition it makes a lot of sense, combining a mixture of tried and tested mechanicals with some agreeably modern styling cues. Aside from the obvious spoiler kit and alloy wheels, most of the changes that truly transform the ZS have been wrought out of sight. The car has been lowered by 20mm and fitted with stiffer springs and meatier dampers. Suspension bushes are now made of rigid polyurethane instead of rubber to give more road feel and sharper reaction to the driver, who can now react to said changes more effectively thanks to a quicker and more accurate steering system. Bigger brakes mean that you can overtake other traffic without recourse to speeding. If you need to work that one out in your head, you may not constitute the ZS target market. Inside the car the transformation is not all good news. The pedals, seat, steering wheel and gear stick all feel beautiful, and as they're the parts you directly interface with, you'll relish every nuance. Unfortunately the rest of the cabin isn't really up to scratch, the dashboard looking a bit of an eighties relic and certainly not up to the class standard. In an slightly desperate attempt to lick the Rover 45's somewhat frumpy lines into shape, stylist Peter Stevens, who has the McLaren F1 and Subaru Impreza P1 on his CV, probably wouldn't view the ZS as his finest hour. It's not an ungainly car, just one that looks a little aftermarket. Still, that front end treatment does have genuine overtaking presence and the bibs, skirts and spoilers are said to have a beneficial effect on downforce, engine cooling and aerodynamic efficiency.The ZS120 models have been by far the biggest sellers in the ZS range, and prices start at around £4,500 for a 2001 Y plated ZS120 hatch. Expect to pay an additional £200 in ZS120+ guise. Saloon models command a premium of around £600 over their hatchback counterparts. The most desirable model available is the ZS180 saloon which opens at around £5,100, again on the 2001 Y plate. The diesel ZS CDTi models are still very thin on the ground and ex-dealer demonstrator stock may well represent your happiest hunting ground. Insurance for the ZS is a mixed bag, the ZS120 being rated at a fair Group 12, but the ZS180 commands a hefty Group 16 premium.The MG ZS, being largely based on proven Rover 45 mechanicals has yet to show any significant failings. Some will have been driven hard so check the tyres and also scan carefully for signs of accident damage. The clutch should have plenty of life left in it and make sure the brake pads aren't about to wave the white flag. Check that the servicing work has been done, that there's no accident damage and you should be able to land a decent car.(approx. based on ZS120) For most parts the prices are quite reasonable and worth the money. Expect to pay around £95 for a full clutch assembly, £160 for a starter motor, around £85 for a headlamp and up to £135 for a radiator. Brake pads should cost about £55 for the front and £50 for the rear. Drive a ZS180 back to back with a Golf V5, probably the sportiest of the line, and the Rover stomps all over the Volkswagen, its steering, chassis and engine beating the German into submission over the sort of lumpen road surfaces that make up the British B-road. Two world wars, one World Cup and one world of leathering then... Performance for the ZS120 is respectable, reaching 60mph 9.0 seconds before running on to 122mph, the same engine fitted to the Lotus Elise demonstrating the benefits of weight reduction. The ZS TD combines a fair turn of speed with 52mpg parsimony. The ZS180 is a good deal punchier, making 60mph in 7. 3 seconds en route to a 139mph maximum velocity, although its acceleration is bettered by the Renault Clio 172 and the Honda Civic Type R, neither of which give a great deal away in terms of interior space. The ZS CDTi is reasonably lively with a 52mpg average fuel economy figure to back up its claims. It's out on the open road that it all gels beautifully. The steering feels perfectly weighted for flinging the car down a twisty back road, and the suspension is firm without becoming unduly crashy or harsh. The V6 engine fitted to the ZS180 gives it a brawny feel that's lacking in most rival units which instead need to be revved hard in order to extract some meaningful muscle. Even the gearbox is sweet and slick, whilst the brakes have a punchiness about them that inspires enormous confidence.Although cynics may point to the fact that the development budget for the MG ZS didn't have too many zeros on the end of it, MG Rover have produced a fine driver's car. Expect the latest thing in slick interior design and you'll come away disappointed, but if all you've ever experienced is the sanitised experience that passes for many of today's warm hatches you may well be in for a pleasant surprise. With its urgency and zest, the MG ZS is a car that will have you thinking about instead trying a later apex on the final corner before the newsagents. Has outrageous fun ever been so accessible to so many?]]></description>
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<pubDate>Mon, 10 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[MG RV8 (1992 - 1995) : Model Covered: 2dr Roadster 3.9 petrol]]></title>
<description><![CDATA[Car And Driving - Model Covered: 2dr Roadster 3.9 petrolBY ANDY ENRIGHTThe MG RV8 is one of the stranger chapters in British motoring history. Just as we like to ponder how it would be if dinosaurs walked the earth today, a similar thought might have been running through the collective consciousness at Rovers Special Projects division in the early nineties. To be fair to these enthusiasts, they only had a shoestring budget and a keen sense of historical rectitude to work with, but it seems the fruit of their labours has become something of a forgotten venture. Powered by a hulking 3. 9-litre V8 many saw the RV8 as the car the MGB would have become had it not been left to wither on the vine. Emerging on the heels of the MG Metro, Maestro and Montego, the RV8 would probably have been welcomed were it spectacularly inept due to the fact that it was a two-seater roadster with retro styling. That it was merely reasonably ill-sorted didnt deter those clamouring to put down a deposit at the Birmingham Motor Show in 1992. As a used purchase, the MG RV8 will certainly guarantee a degree of exclusivity as well as nodding appreciation from the sort of gentleman who smokes a pipe and calls the local bobby whenever they see a suspicious looking foreigner. If the automotive equivalent of Hugh Laurie is your thing, the MG RV8 will certainly appeal.The MG RV8 is little more than a beefed up MGB with a 3.9-litre engine and slightly less archaic suspension. Anybody expecting it to rival a TVR Griffith in the handling stakes is likely to end up pondering their error from the comfort of a bush, but taken as it was supposed to be enjoyed, namely as a grand touring sporting car of the old tradition, the RV8 is a qualified success. The interior is well appointed with a nice blend of leather and wood, although taller drivers will find headroom limited. The styling is chunkily elegant, retaining the classic MGB lines with just enough of its own identity to ensure that it was never accused of being an unimaginative pastiche. The curves and bulges that accommodate that big V8 and the wider wheels and tyres are neatly integrated and the removal of the side quarterlight windows gives the car a clean profile when the hood is dropped. This is helped by the fact that the hood stows flat, a trick which some manufacturers (step forward Jaguar and Aston Martin) still havent got to grips with today. One of the problems with developing on a shoestring is that ancillary parts need to be sourced from a number of manufacturers. Its a tribute to the guys at Rover that they managed to make Porsche 911 headlamps, the same CDO instruments seen in TVRs, Jaguar XJS door handles, column stalks from the Rover 800 and door mirrors and air vents from the Metro look complement each other so well.The RV8 may not have set the world on fire in its day, but history has been kind to it and its viewed by many as the ultimate incarnation of the MGB line. Couple this with a resurgence in MG brand equity and youve got a recipe for a sought after curio on your hands. As such, the RV8 enjoys some of the most bulletproof depreciation resistance of any modern car with few cars on the market for less than £12,000. Most examples will be low mileage examples and owned by enthusiasts who know their onions, so dont expect to chance upon a hapless ignoramus wholl let their RV8 go for peanuts. With any car such as this, condition and history are much more pertinent to the cars valuation than age, but given that the production run extended to a mere 2,000 cars, of which only 330 were sold in Britain, picking and choosing isnt going to be easy. Your best chance of finding an RV8 may well be to source one from Japan where 1,579 examples were exported to. Many of these subsequently migrated to Australia.Check the wire wheels for corrosion as the TV*s alloys are particularly prone. The windscreen wiper blades also foul the lower edge of the glazing rubber if not adjusted and this causes the windscreen rubber to become worn. The engines are, by and large, fairly indestructible and many owners have found the RV8 runs more smoothly on a diet of Shell Optimax premium unleaded petrol. Rust can be a problem, especially on the windscreen surround. If youre buying an ex-Japanese model, rust can be more of an issue on ancillary parts, but the main body panels are all zinc coated. A far more important problem with Japanese market cars is that their distributor vacuum advance pipes emerge from the wrong side of the plenum chamber. This causes the timing to be advanced all the time meaning poor throttle response and ruinous fuel economy. Fortunately rectification is a mere five-minute job. Finally, its worth noting that theres a small hole drilled into the lowest part of the exhaust between the silencer boxes. For optimum exhaust flow make sure these remain unblocked by using a 1/8" drill bit.Whilst many of the mechanicals are shared with cars like the Range Rover and certain TVRs, some of the MG RV8s ancillaries are devilishly hard to get hold of. Your best bet for sourcing such items is via either the MG Car Club or the MG Owners Club. They will be able to inform you whether that snapped air vent is a unique gold-dust item or one that can be replaced by pulling one out of an Austin Metro for 50p at your local breakers yard.Whoah! Steady on with that right foot. The MG RV8 can accelerate to 60mph in less than six seconds but you could also probably eat twelve doughnuts in less than half an hour. Neither are experiences youd want to repeat on a regular basis. Although Rover replaced the MGBs frankly catastrophic lever arm dampers with more modern tubular units, roadholding is still best described as interesting. On anything less than billiard smooth tarmac theres still a good deal of hop and skip from the back end and all of that V8 torque soon overwhelms the rear tyres. If youre used to the grip levels of todays roadsters a mental readjustment is required before a spin in the RV8. The gearchange also takes some getting used to, the stick moving around only in vague approximations of up/down and left/right to select a ratio. Other aspects of the RV8 are far happier. The unassisted steering weights up beautifully at cruising speeds and the brakes are beyond reproach. Wind intrusion isnt bad at all and the response from that 3.9-litre V8, despite only having 187bhp to call upon, is nothing short of electrifying. On its day it can be enormous fun. When conditions conspire against it, the RV8 should really be left in the dehumidified garage.Its a one-off, uniquely British story that resulted in a car that some will love to the core of its existence whereas others will deride with barely disguised contempt. One things for certain. A used MG RV8 will never be the safe, predictable choice. There are enough Mazda MX5s on the road today. Reincarnate a legend and youll dine out on it for good]]></description>
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<pubDate>Wed, 05 May 2004 01:00:00 GMT</pubDate>
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