MG Reviews

The MGB was greeted with great excitement when it arrived here in 1963. It was the latest in a long line of sports cars from the British carmaker that had come to define the very essence of what a sports car should be, but the B also caused a sensation because it was such a shift away from MG tradition.When earlier MGs were stripped down to the bare minimum, had a bone jarring ride that threatened to shake the fillings from your teeth, the B was as smooth as silk. MG traditionalists were aghast at this newcomer they regarded as soft and for sissies.MODEL WATCHThe B had indeed departed from MG tradition, but the result was a smooth and sophisticated sports car for its time.Gone was the separate chassis used on previous models, the B was MG’s first unitary construction car, and that resulted in a much stiffer car with more predictable and precise handling.It was also pretty, with classical long nose and stubby tail proportions, and clean uncluttered lines, although critics at the time had problems coming to terms with the fins that had grown from the rear guards.The mechanical package was simple. The engine was a BMC B-series four-cylinder engine of 1.8 litres capacity. It was a long stroke unit with pushrod actuated overhead valves and was fed by twin SU carburettors.On full song the B put out 71 kW of power at 5500 revs, and 145 Nm of torque at 3500 revs, enough to push the 920 kg roadster to 97 km/h in 11.3 seconds, and through the standing 400-metre sprint in 18.2 seconds. When pushed to the limit it would reach 170 km/h.The numbers rightly suggest the B was no fire-breathing monster; nevertheless it was quite spirited for its day.When first released the transmission was a four-speed manual with synchromesh on the top three gears, and a precise gearshift.Underneath, the B had independent front suspension with coil springs and lever type hydraulic shock absorbers, while at the rear it had a live axle slung from semi-elliptic leaf springs and lever type shocks.The B’s brakes were quite good for the time, with solid discs at the front and drums at the rear.Rack and pinion steering was direct, but precise and with quite good feel.Wire wheels, 14 x 4.5 inches, finished off the picture of a classic sports car and the tyres were radials. In standard form the wheels were painted silver, but for an extra dash of gloss they could be bright chrome plated.Inside, the B was quite roomy by sports car standards. It had a broad cockpit with a pair of black trimmed sports buckets either side of the centre tunnel. Carpets covered the floor; there was a black thin-rimmed wire-spoked steering wheel and a full complement of Smiths black-faced gauges.A smoother engine, with five main bearings instead of three, was launched in 1965, and an electrically operated overdrive gearbox followed in 1968.Later in 1968 BMC released the Mk II B, which then boasted an all-synchromesh gearbox as the main change.The final act came in 1970 when the B was replaced by the restyled L, which ran through to 1972 when the then British Leyland ceased local production. The B continued in production in England until the 1980s when it was finally put to rest.A number of these later cars, generally referred to as rubber bumper cars because of their American low speed crash bumpers, have been imported over the years, but don’t have the same appeal as the original chrome bumper cars built here.IN THE SHOPThe simplicity of the B makes it perfect for a restoration project, the sort that bonds a father and son, but beware of restoration costs because they often blow out of control to the point they can exceed by many times the price of buying a car already restored.Rust is the main problem with the B, as it is with any car that’s 40 years or more old. Look for rust in the sills, the floors, around the battery boxes behind the seats, in the front guards, boot floor and in the scuttle.Rust repairs really require expert skills and shouldn’t be tackled at home unless you have the experience to do them properly.It’s best to search for a car that has minimal rust, even if the mechanicals are worn out because it’s much easier to rebuild the engine, gearbox, suspension, steering and brakes at home than it is to cut out rust.The good news is that parts are readily available from specialists, and they don’t cost an arm and a leg by classic standards.The B is also a good base on which to develop and improve. There’s plenty of specialist knowledge available on what to do to improve the performance, and handling, like fitting telescopic shocks absorbers in place of the old level type.OWNERS’ VIEWSJim Bradley was attracted to the MGB when as a young man he saw one zipping around his hometown of Woodend. Later, as an 18-year-old he bought a three main bearing '64 model, which he says caused him nothing but trouble, but looked charming and he missed driving it after it was sold. Ten years later he restored his father’s B, which was in a very poor state. He enjoys the characteristic engine note, reasonable performance and handling.LOOK FOR• good looking classic sports car• solid unibody construction• modest performance by today’s standards• good brakes• avoid rusty resto rockets• ready supply of replacement parts at reasonable cost• affordable fun classic• great club sceneVERDICTSmooth driving and affordable classic British sports car that won’t send you broke if it breaks. Good club scene offers plenty of fun social motoring.RATING75/100

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.

While it hasn't quite disappeared it appears to be in its death throes with little real chance of being saved. MG is the company that defined the sports car genre with its Midget series that dates back to 1928.The first MG was created in 1925, it was in effect a stripped down and tuned up Morris, but it was the Midget series which established MG's pre-eminent position in the motoring world.BUYING AN MG TODAYIt is a simple task to buy your own MG now, as there are lots around. There are also plenty of experts who can repair them and keep them running sweetly.And there are plenty of local suppliers who stock just about everything needed to restore or repair an MG. And, if a part can't be found locally, there are lots of companies reproducing parts in England and America.Before you buy, it's worth getting advice on the model you're interested in.Here's three to consider.MG TCIf any model really encapsulates the MG ethos it's the TC, which was really a pretty simple update of the TB.With a modest 1.25-litre overhead valve four cylinder engine, albeit with twin carburettors and a sporty camshaft among a number of modifications from the family car engine it's based upon, the TC's performance is spirited rather than sizzling.The exhaust note is one of the true joys of driving a TC and the gearbox is the other delight. A four-speed unit, it has the best shift of any car ever built.The brakes are dodgy by modern standards and it rides like a dray, but those criticisms quickly fade away on a sunny day when the open air is blowing through what hair you have left and the exhaust is resonating behind you.The TC was in production from 1946 to 1949 and some 10,000 were produced.MGAThe MGA was the first modern MG. Built between 1955 and 1962, the A had sweeping lines derived from a one-off streamlined T-Type special raced at Le Mans in 1951.While the A still sat on a separate chassis, it now had a 54 kW 1.5-litre BMC B-Series four cylinder engine and four-speed gearbox. But like all MGs it handled well.Top speed approached the magic 100m/ph (160 km/h) mark.An update in 1959 saw the 1.5-litre engine replaced by a 1.6-litre version and the front drum brakes were replaced with discs.The final update was the Mark II in 1961 which had more power and the top speed finally exceeded 100m/ph (160km/h). There were also pretty coupe and hot twin cam versions of the A. In the seven years it was in production, 101,470 As were built.MGBThe B replaced the A and proved to be the most popular of all MGs with more than half a million built between 1962 and 1980.The B was quite sophisticated, with wind-up windows and opening quarter vent windows, a useful boot and even a folding roof.The body was of monocoque construction with a hint of fins and it looks good even today which, is testament enough to its design.Its B-Series engine was stretched to 1.8-litres which pushed the power to 70kW and the top speed to around 170km/h.

But after spending a week behind the wheel I have to admit to becoming a big fan of the medium-sized MG, which gets the 2.5-litre V6 from the larger model but in a car that weighs 245kg less.The 180 part of the name denotes the engine output in brake horsepower and the result is some spirited performance from what is a real head turner.2.5-litre V6 devlops 133kW of power at 6500rpm and 240Nm of torque at 4000rpm. It's not the most powerful V6 we have tested but it does provide an excellent combination of power and economy.Transmission is five-speed manual only at this stage. #comThat's a shame because the more compact dimensions of the car will appeal to older buyers looking for something a little different, but not prepared to put up with changing gears.Don't get me wrong. The manual is just fine by me, although I hope the action loosens up a little over time. The Gertrag box has a decent set of ratios with a nice long first gear that doesn't run out of puff.The dash from 0-100km/h takes a brisk 7.4 seconds. Performance is generally sharp, but is dulled by a full load of passengers. Exhaust has a nice throaty note.Steering is quick, with nice turn-in and the car sits low and flat in corners. The ride is firm, but not uncomfortable. However it does become easily unsettled on rougher roads, with some jarring from the suspension.Fit and finish of the car is not quite up there with the Japanese, but at the same time it's not bad. A quick squiz inside the boot shows some inattention to detail, particularly the generic gray cloth lining with its unfinished edges.A full aero kit is standard, with some sexy looking side air vents on the front quarter panels. A full size rear spoiler is optional instead of the neat lip job on the boot lid, but that's best left for the kids.Car comes fully equipped. There's only a couple of options including full leather trim, but we reckon the cloth with leather bolsters is just Jim dandy.Standard equipment includes aircon, sport seats, leather trimmed wheel, power windows and mirrors and a CD sound system.Fuel economy from the 55-litre tank was excellent and it is happy to take ordinary unleaded. Official figure is 9.5L/100km and this is pretty close to the mark in the 900km that we chalked up, despite punting it hard.

They love the idea of a homegrown muscle car with a genuine, thumping V8 engine and old-fashioned rear-wheel drive.It helps, too, that the ZT looks tough with its pumped-up body bits that highlight its automotive steroid program.And its engine has been snitched from the Ford Mustang program in the United States, complete with a galloping pony on top of the intake manifold and a power output of 260 horsepower. That's 191 kilowatts for Australia.If it sounds like a familiar story, that's because it is. Ford and Holden have been doing similar work here for generations, even if it is relatively novel in the UK.The 260 sits at the top of a ZT sports sedan range that includes a V6 and a supercharged V6.They were all developed from the Rover 75, which still runs as an impressive prestige sedan.The ZT family is doing well in Europe, but has had much less of an impact in Australia. Only eight cars have sold so far this year – against a price that goes as high as $89,990 for the flagship – and a relatively paltry 27 sold last year. That's partly because the ZT must face all sorts of homegrown V8 heroes – particularly the V8s from Holden Special Vehicles and Ford Performance Vehicles.It's also because the MG brand is still battling to make an impact in a prestige category where it is a tiny contender against the Benz-BMW-Audi heavyweights, and everyone else, from Lexus and Audi to Volvo and Saab. Australians are also spoiled for choice and value at $90,000. The newcomer – even with its V8 muscle – is up against all sorts of classy rivals.So the ZT is battling on several fronts, and also because it looks like a "bitsa".It has a bit of BMW in the basic body design (the Rover 75 donor car was designed under BMW ownership), a bit of MG history in the badge, a bit of British know-how in the classy suspension and dynamic work, and a bit of America in the engine bay.There is no doubting the quality of the car's basic body, and it is equipped for all sorts of battlegrounds. The cabin has leather, CD sound and plenty of electric assists. There are airbags, anti-skid brakes with traction control and meaty alloys.The ZT V8 has a pair of giant exhausts under its tail to tell people – if they haven't already heard – that it has a V8 heart.The engine is a 4.6-litre V8 with a variable inlet system, hitched to a five-speed manual or four-speed automatic gearbox and turning the rear wheels.There are ventilated discs at each corner, fully independent suspension and 225x45 tyres.To put the price into perspective, the ZT starts at $60,990 for the 2.5-litre V6 &#!50; and even the basic Rover 75 is $49,990.ON THE ROADNICE car, shame about the engine. And the price.That's the story of the ZT 260. It doesn't go nearly well enough to compete with the class leaders and it is too costly to have much impact.That's sad. Because its chassis is excellent, it is comfortable, well equipped, a nice drive.The ZT copes brilliantly with bumpy and twisty roads. The suspension is a tribute to the MG engineers and the car brakes well with great steering feel.But the engine, in a class where it will run up against HSV and FPV hotrods with far more muscle, just does not deliver.It has only 191kW, not nearly enough when HSV is talking about 300 and FPV has a hi-tech, quad-cam V8 kilometres ahead of the old Mustang clunker in the MG.It makes all the right noises – grumpy exhaust note and nice V8 rock at idle – but you never feel it is keen for the job.It is a relative heavyweight at 1680kg for a medium-sized four-seater. At least it is reasonable at the pumps on premium unleaded.But we are underwhelmed by the bodywork, which makes the car look a bitsa, not a fully integrated factory package. It hasn't the elegance we expect for $90,000.There is still a lot to like – excellent seats, Xenon lamps, a big boot and parking radar – and the sound system is good.Then we drove it again, and were rewarded by a car that does exactly what it's told through the toughest corners.THE BOTTOM LINE 13/20THE MG ZT is probably pretty special in Britain, but can't face up to the Falcon XR8 or Commodore SS at home.

The ZS 180 is the second of the MG-tweaked Rovers to reach Australia. This sedan comes off the donor Rover 45 and will soon be joined by the baby ZR (Rover 25) hot hatch.As befits a mid-sized sedan of breeding, the ZS has no look-at-me body bits. There is no prominent spoiler, no giant air dam, no outrageously flared arches and a distinct lack of eye-grabbing decals.Yet, it attracted a surprising amount of interest and comment during the road test. The styling was widely praised and the $39,990 price tag considered most realistic.The 2.5-litre quad cam V6 in the ZS, the same engine used in the considerably beefier ZT and Rover 75, is understandably less dozy in the smaller car.It is still no class leader and the issue of poor power/torque matching at lower revs remains, however the engine's need to be driven hard is well suited to the ZS ethos.Above 3000rpm the little six starts to settle into its work, from 4000 to 5500rpm it is in its element with little extra benefit from spinning out to the 6500-plus redline. Keeping the engine happy often necessitates chasing between third and fourth gear but the effort is rewarded. Fifth gear is purely for cruising with even moderate hills posing difficulties at suburban speeds.Clutch take-up in the test car was at the very bottom of the pedal's travel – nice for quick shifting but you need to be firm on the pedal to ensure a fold of carpet underfoot doesn't interfere.MG claims a combined cycle fuel economy of 9.5L/100km for the ZS. We averaged 10.2 but the ZS does demand enthusiastic driving – not a fuel economy touchstone.Dynamically, the ZS is a pin-up boy for front drivers. With the exception of the low-speed turning circle – atrocious – the chassis performs a treat. Ride is a good compromise between comfort and stability with the low-set suspension doing a generally sterling job over Sydney's testing road surfaces.The double wishbone McPherson front and independent multi-link rear – roll bars at both ends – are fairly standard fare but do work well.Turn-in is good without being exceptional but there is a comforting stability to the front geometry under load.There is a degree of understeer at the extreme but overall the ZS performs admirably. The interior fitment of the ZS is not particularly eye-catching but it is clean and neat.There is comfortable room for four adults – a fifth makes the rear a squeeze for short travel only. Luggage space is excellent and with the capacity to fold the rear seats flat it increases to a huge 930 litres.The sports-style seats are comfortable with good bolstering and most of the instrumentation is easily to hand.The locally fitted Eurovox radio has good quality sound with a CD slot hidden behind the drop-down face of the unit. In the test car the unit had the annoying habit of not retaining a sound level but rather returning to a pre-set soft level whenever the engine was turned off.There was also some difficulty in turning off the airconditioning to run fan-only airflow.A Motor Group Australia spokesman, importer of Rover and MG, says while the unit lacks an on/off button selecting the economy setting actually turns the compressor off.Quirky, indeed.

Forgot to put out the recycling bin the night before and he was waiting for me as I dashed up the driveway, certain I had missed the cut. "Not too late, am I?" I asked."Nup. In fact, I've been wanting to meet you for years," he said. "If you don't mind me asking, just what is it that you do for a living?"Ten minutes later we were still standing there in the driveway chatting about the MG and other cars that he had spied in my driveway over the years – his young offsider waiting patiently, me fresh out of bed and starting to feel the chill in a T-shirt, tracky dacks and bare feet.It was not just the car that had caught my garbo's attention, but also the personalised "ZT V8" number plates.Don't know what it is about V8s but they continue to exert an irresistible attraction for blokes, young and old alike.That's a good thing for MG Rover Australia because it could be just the ice-breaker that it needs to give its flagship ZT sports sedan some "street cred" and put bums on seats.Mind you, at close to $90,000 it is a big ask.The V6 and supercharged V6 versions of the ZT are nice, but they don't hold anywhere near the same attraction as the big V8 and its classic rear-wheel drive configuration.Other models are front-wheel drive.That said we have to admit to being just a tad disappointed with the car which feels much heavier and less agile than its less powerful siblings.In all other respects, however, the V8 delivers the goods.The heart of the matter is a 4.6-litre SOHC 16 valve engine that delivers 191kW of power at 5000rpm and 410Nm of torque at 4000rpm.The engine is sourced from Ford but is not the 4.6-litre unit from Mustang which unfortunately will not fit under the smaller car's bonnet.The five-speed manual transmission is a Tremec unit previously used in Australia in the Tickford Falcon TS/ TE50 range.A limited slip differential is slotted on to a rear subframe that also carries the suspension.AP Lockheed racing brakes are added to the rear axles.The transmission tunnel has been enlarged to carry the extra plumbing for the rear wheels and as a result there is no room for a driver's foot rest, but it is small price to pay.The headlights have been upgraded to xenon and the car also scores 18in alloys, rear park control and a sunroof.Looking at the figures you can see the engine needs to work hard to deliver its best and is not one of the big lazy V8s that we Aussies are used to.That means putting the boot in and putting it in forcefully, but the rewards are gratifying with a 0-100km/h figure of 6.3 seconds and top speed of 250km/h.The V8 runs out of puff early but who really cares. It's great fun to just cruise around in and guaranteed to lift your spirits.There's no mistaking this car for either of its stablemates either, not with a big set of quad tailpipes jutting out from under the back.The V8 sounds great, deep and resonating with a characteristic and audible wheeze between upshifts as the car accelerates.The ride is firm but still comfortable, with heavily bolstered sports buckets in the front that provide plenty of sideways support during fast cornering.The rear wheel drive has a completely different feel and one that will please purists.Traction control is fitted and is too intrusive, but thankfully can be turned off.Along with big wheels and rubber and a deep, predatory front grille, the tailpipes form part of an aggressive styling package that is crucial to the car's appeal. The rear spoiler remains surprisingly small.The ZT V8 weighs in at 1680kg, 180kg more than the supercharged model and 200kg more than the standard car – and that's after ditching the spare.Unlike other models, it makes do with a reinflation kit instead of a full size spare wheel, with the battery relegated to the underfloor area at the rear to make way for the larger engine.Interestingly, the CD stacker can also be found hiding under the floor in the boot while satellite navigation is housed in the side wall of the boot.In terms of which one is accessed more frequently, perhaps it should have been the other way around?Economy is not one of the car's strong suites running out at about 15.0L/100km using premium unleaded.But it is not as bad as some V8s and we don't think this will particularly worry the punter that is prepared to fork out this kind of money.

The MGB was greeted with great excitement when it arrived here in 1963.  It was the latest in a long line of sports cars from the British maker that had come to define the very essence of what a sports car should be, but the B also caused a sensation because it was such a shift from MG tradition.Earlier MGs were stripped down to the bare minimum and had a ride that threatened to shake the fillings from your teeth, but the B was as smooth as silk.  MG traditionalists were aghast at this newcomer, which they regarded as soft and for sissies.Model WatchThe B was MG's first unitary construction car, resulting in a much stiffer vehicle with more predictable and precise handling.  It was also pretty, with long nose and stubby tail proportions, and clean, uncluttered lines.The engine was a BMC B-series four-cylinder of 1.8 litres capacity. It was a long-stroke unit with pushrod-actuated overhead valves and twin SU carburettors.The B put out 71kW of power at 5500 revs and 145Nm of torque at 3500 revs, enough to push the 920kg roadster to 97km/h in 11.3 seconds and through the standing 400m sprint in 18.2 seconds.  The transmission was a four- speed manual with synchromesh on the top three gears and a precise gearshift.It had independent front suspension with coil springs and lever-type hydraulic shock absorbers, while at the rear it had a live axle slung from semi-elliptic leaf springs and lever-type shocks. The brakes were quite good, with solid discs at the front and drums at the rear.Rack and pinion steering was direct but precise, with quite good feel. There were wire wheels, 14 x 4.5 inches. The tyres were radials.  Inside, the B was quite roomy by sports car standards. It had a broad cockpit with black-trimmed buckets either side of the centre tunnel.There was a thin, wire-spoked steering wheel and a full complement of gauges.  A smoother engine, with five main bearings instead of three, was launched in 1965, and an electrically operated overdrive gearbox followed in 1968. Later that year BMC released the Mk II B with an all-synchromesh gearbox.In 1970 the B was replaced by the restyled L, which ran through to 1972 when British Leyland ended local production. The B continued in production in England until the 1980s.Some of these later cars, referred to as rubber bumper cars because of their American crash bumpers, have been imported, but don't have the same appeal.Owner's viewsJim Bradley was attracted to the MGB when he saw one zipping around his hometown, Woodend.  As an 18-year-old he bought a three-main-bearing '64 model, which caused him nothing but trouble, but looked charming.  Ten years later he restored his father's B, which was in a very poor state. He enjoys the characteristic engine note, reasonable performance and handling.The bottom lineSmooth-driving and affordable sports car that won't send you broke if it breaks down. Very good club scene offers plenty of fun, social motoring.Rating15/20

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