1999 MG F Reviews

Mention the name MG and an image of a rakish sports car racing down a winding country road, windscreen folded forward, its driver’s hair blowing in the wind comes instantly to mind. The British brand is synonymous with sports cars, it’s the first car you think of when sports cars are talked about, so it was a sad day when the revered old badge was put down in the early 1980s.Equally it was an exciting day when Rover unveiled a new MG sports car at Geneva in 1995. It took another two years before the MGF arrived in Australia, but it was a time of great celebration by MG enthusiasts, coming 24 years after the last MG sports car was sold here.Despite the absence the love of MGs barely waned over the years. Thousands of enthusiasts and more than 20 MG-dedicated car clubs ensured the memory of the great sports car brand would live on. The return of the octagonal badge gave them cause for celebration, and the MGF didn’t disappoint.Thankfully the ‘F’ wasn’t a stuffy remake of the past aimed at crusty old buffers who remain locked in the 1930s, it was a thoroughly modern design that brought the MG brand right up to date.It had to be because the sports car market was several degrees hotter than it was when the last MG sports car left the production line back in 1982. While MG was lying dormant Mazda, BMW, Mercedes and Honda had rediscovered the joys of topdown sports motoring and had developed new models. By the time MG returned to showrooms around the world buyers had plenty of choice.MODEL WATCHThe pretty ‘F’ was a major departure from MG tradition with its engine located amidships, just behind the cockpit, for optimum 45-55 per cent front-rear weight distribution and brilliant handling. Put simply the MGF was a great driver’s car.Double wishbone independent suspension was featured at each end, along with anti-roll bars and Hydragas spring/damper units as well as a conventional strut. The Hydragas suspension was a development of the old Hydrolastic suspension used on Minis back in the 1960s. It’s a system that links the front and rear suspension units to better control the ride.Steering was by rack-and-pinion and there was an electric power steering option available that was both positive in feel and linear in response.Braking was by discs on all corners, ventilated at the front and solid at the rear, with the assistance of ABS antilock electronics.MG offered a choice of engines. The entry model was powered by a 1.8-litre double overhead camshaft fuel-injected four -cylinder that produced a respectable 90 kW at 5500 revs and 166 Nm at 3000 revs. That was enough to have the ‘F’ accelerating from rest to 100 km/h in a little over nine seconds and on to a top speed of better than 190 km/h.For more zip there was the VVC engine. The VVC was Rover’s Variable Valve Control engine, a 1.8-litre double overhead cam fuel-injected four, but with variable valve timing which altered the inlet valve opening and closing periods to deliver optimum performance, economy and emissions over a broad range of operating conditions.The VVC engine produced a power peak of 107 kW and maximum torque of 173 Nm at 4500 revs, and was redlined at 7300 revs. That was sufficient to power the ‘F’ to 100 km/h in 7.7 seconds, and a top speed of 210 km/h.Initially there was just one transmission on offer, a five-speed manual, but in 2001 there was also the choice of a sports-shift five-speed auto on the regular ‘F’.The interior was roomy and comfortable with a number of small compartments to store most necessities, while the boot was roomy enough to carry a reasonable amount of luggage.The roof was manually operated, but was easy to raise and lower. The rear window was plastic which meant it was prone to discolouration over time, particularly if not looked after.Standard features included dual airbags, power windows, central locking, engine immobiliser and sound system. Options were air-conditioning, CD player and a hard top.Upgraded models were introduced late in 2000. The ‘F’ roadster got more equipment, including a tilt steering column and a CD player, and there was a five-speed sports-shift auto available. The VVC model was also upgraded with standard air-con, tilt column, and CD sound.IN THE SHOPBuild quality has been an issue with all British cars since those dark days of the 1970s when it was a very real concern. Today it’s less of an issue, but is still something to consider as British-built cars are generally not up to the build quality coming from carmakers in other countries.The MGF does have some issues of build quality, but they mainly concern interior trim, which doesn’t stand up over time. Wood grain panels that come adrift, plastic surrounds that fall off, switches that come loose are very visible turnoffs in an otherwise good car.Lack of an adjustable steering column and a rather high seating position makes it a little cramped for tall drivers, and the heater box in the passenger side footwell is an unwelcome intrusion on leg room.Always be careful when checking a soft-top sports car or convertible to see how the roof and interior have been treated. One ‘F’ recently inspected had a foul smell inside, the result of being allowed to get wet with the roof down. The roof was mouldy, the dash stained, the carpets smelly and in need of replacement. In this case the interior needed to be thoroughly cleaned.A little time is needed to become acquainted with the F’s sharp response. Unlike most front-engine cars, it really is quite well balanced which can be unnerving if you’re not used to it, but once you become accustomed to the handling you’ll find it to be brilliant.On top of that the ride is really comfortable, mostly because the weight over the front wheels is much less than it would be if the engine was located in the front, and that means the suspension can be more compliant.OWNERS SAYAlan Mackew has owned his 1997 MGF VVC for nearly four years. It has now done 110,000 km and he has found it to be totally reliable requiring only routine maintenance and a water pump at 105,000 km. The VVC engine spins freely to the red line and the ride and handling is excellent with a very supple ride provided by the fluid suspension. He says the only real weakness of the car is that if the coolant is not properly changed by someone who knows what they are doing there is a high probability that an airlock will be created in the cooling system resulting in a blown cylinder-head gasket.Jane Attard bought an MGF after considering a Toyota MR2 and a Mazda MX5. The MGF offered the boot space, smooth ride and the style that she preferred. The MX5 felt like a 1960’s Sprite, full of shakes and high pitched engine noise, whereas the MG is exceptionally smooth and solid. She liked the MX5’s short throw gear shift, but found the rest of the car ordinary. The MG has a signature racing style petrol cap that’s been copied by many since it came out. It also has a mohair hood whereas the other cars had vinyl. The MR2 had too many grey plastic external panels and no boot space. The MG had many standard features that were extra on the other cars, such as door sill tread plates and embroidered quality mats. Jane also discovered how safe the MGF is when a crash finished her ’99 MGF off; once the door was forced open she emerged unhurt. Again she shopped for a sports car, looking at the MX5, MR2, the Alfa, BMW Z3 and again bought an MGF. Her new MGF steptronic came with even more features such as leather seat bolsters as standard. Full leather option, including the console and bins, was a factory option whereas on the MX5 and MR2 the factory seats would be stripped by a local tradesman and recovered in leather. There was also a factory full tonneau like the old sport cars had, which is not available for other modern convertibles. The MG also has the bonus of a heritage that a Mazda and Toyota can never have and that you don’t see an MGF on every street is a big plus. For Jane, the MG is the winner.LOOK FOR• great ride and handling• zippy VVC engine• roomy interior with generous luggage space• poor build quality• MG heritage

Fans of the old MGs were somewhat taken aback when the F abandoned the traditional MG mould of front engine and rear drive for the more contemporary mid-engined layout. While it was a big departure from the old school, it brought the brand right up to date.The F was a smart little two-seater with smooth flowing lines that gave it a sense of speed even when standing still.Inside, there was adequate room for two adults, although taller occupants could feel cramped. Apart from that, the interior was attractive with cloth trim in the base model and leather in the VVC-powered model.The instruments were cream and brown, the minor controls were well within reach and simple to use, and the steering wheel was a nice size for a sports car.The roof was manually operated, but it was easy to use and folded out of sight behind the seats. When raised, the space it left behind the seats was handy for storage.There was also plenty of equipment in the F, including power windows, power steering, dual airbags, central locking with an engine immobiliser and audio system.The engine, a 1.8-litre twin overhead camshaft four-cylinder unit, was mounted transversely behind the cockpit. There were two versions, the base engine which produced 90kW at 5500 revs and 165Nm at 3000 revs, and a more powerful one with VVC variable valve timing, which produced 107kW at 7000 revs and 174Nm at 4500 revs.The transmission was a slick shifting, five-speed manual with the drive ultimately distributed to the rear wheels for a thrilling drive. Underneath, the F had Hydragas suspension, which gave it a comfortable ride and contributed to its brilliant handling.Brakes were four-wheel discs with ABS electronics to keep tabs on the action at the tyre-tarmac interface. On the road, the F was simply brilliant once you squeezed yourself into the cockpit. The mid-engine layout gave it a balance front-engined cars could never achieve, with an agility and responsiveness that few cars could match.Most notably the MGF suffered from head gasket problems, with gaskets blowing with as few as 20,000km on the clock.MG specialists worked out that the steel cooling pipes running between the engine and the radiator at the front of the car were corroding. The head gaskets were eventually improved and the problem was fixed.The Hydragas suspension also proved a problem area. The system uses a combination of nitrogen gas and a fluid instead of conventional springs and shock absorbers. But over time the nitrogen leaks out of the system and the suspension sags. It's possible to return the car to its correct ride height by pumping the suspension full of the fluid, but that adversely affects the ride. The system was replaced by conventional springs and shocks on the TF model that replaced the F.Look out for signs of the car being caught in the rain with the roof down. If there are water stains or damp smells, it means it has been left exposed to the elements.Parts are readily available for the F and generally less expensive than the parts originally supplied by the factory.Dual airbags provide good passive protection in the event of a crash, while the combination of an agile chassis, four-wheel disc brakes and anti-skid electronics provide a good level of active safety.

In keeping with its fine heritage, the newest MG is a zippy little number that rides and drives beautifully.  Mention the name MG and an image of a rakish sports car racing down a winding road, windscreen folded forward, its driver's hair blowing in the wind, comes to mind.  The British brand is synonymous with sports cars, so it was a sad day when the revered badge was put down in the early 1980s.But it was exciting when Rover unveiled a new MG in 1995. It was two more years before the MGF hit Australia, 24 years after the previous new MG sports car was sold here.  Despite the absence, the love of MGs barely waned over the years.   And the return of the octagonal badge on the MGF didn't disappoint.Thankfully the F wasn't a stuffy remake of the past; it was a thoroughly modern design that brought the brand right up to date.  It had to be because the sports car market was a lot hotter than in 1982. While MG was dormant, Mazda, BMW, Mercedes and Honda had developed new models.  By the time MG returned to showrooms around the world, buyers had plenty of choice.The F was a major departure from MG tradition, with its engine just behind the cockpit for optimum front-rear weight distribution and brilliant handling. Put simply, it was a great driver's car.  Double wishbone independent suspension was featured at each end, along with anti-roll bars and Hydragas spring/damper units as well as a conventional strut.The Hydragas suspension was a development of the old Hydrolastic suspension used on Minis back in the 1960s. It's a system that links the front and rear suspension units to better control the ride.Steering was by rack-and-pinion and there was an electric option available that was both positive in feel and linear in response.  Braking was by discs on all corners, ventilated at the front and solid at the rear, with the help of anti-lock electronics.MG offered a choice of engines. The entry model was powered by a 1.8-litre double overhead camshaft fuel-injected four-cylinder that produced a respectable 90kW at 5500 revs and 166Nm at 3000 revs.That was enough to have the F accelerating from rest to 100km/h in a little over nine seconds and on to a top speed of better than 190km/h.  For more zip there was the VVC engine. The VVC was Rover's Variable Valve Control engine, a 1.8-litre double-overhead-cam, fuel-injected four.  Variable valve timing alters the inlet valve opening and closing periods to deliver optimum performance, economy and emissions over a broad range of conditions.The VVC engine produced a power peak of 107kW and maximum torque of 173Nm at 4500 revs, and was red-ined at 7300 revs.  That was enough to power the F to 100km/h in 7.7 seconds and a top speed of 210km/h.  Initially there was just one transmission on offer, a five-speed manual, but in 2001 there was also the choice of a sports-shift five-speed auto on the regular F.The interior was roomy and comfortable. The boot was big enough for a reasonable amount of luggage.  The roof was manually operated, but was easy to raise and lower. The rear window was plastic, which meant it was prone to discolouration over time if not looked after.Standard features included dual airbags, power windows, central locking, engine immobiliser and sound system. Options were airconditioning, CD player and a hard top.Upgraded models were introduced in late 2000. The F roadster got more equipment, including a tilt steering column and a CD player, and there was a five-speed sports-shift auto available. The VVC model was also upgraded with standard aircon, tilt column and CD sound.Build quality has been an issue with British cars since the dark days of the '70s when it was a real concern.  Today it's less of an issue, but is still something to consider. With the MGF, the main concern is interior trim, which doesn't stand up over time; and one F recently inspected had a foul smell, the result of getting wet with the roof down.Jane Attard bought an MGF after considering a Toyota MR2 and a Mazda MX5. It offered the boot space, smooth ride and style she preferred.  The MG had many standard features that were extra on the other cars, such as door sill tread plates and embroidered quality mats.Jane also discovered how safe the MGF is when a crash finished her 99 MGF off; once the door was forced open, she walked out unhurt.  Again she shopped for a sports car, looking at the MX5, MR2, Alfa, BMW Z3 and again bought an MGF.Her new MGF steptronic came with even more features, including leather seat bolsters as standard.  The full leather treatment, including the console and bins, was a factory option.  For Jane, the MG is the winner.Great ride and handlingZippy VVC engineRoomy with generous luggage spacePoor build qualityMG heritage