Some million rand exotic maybe? Not quite. A few short months after its UK introduction, MG’s latest TF roadster has made its South African debut – undoubtedly both a worrying event for its rivals, and also for unsuspecting buyers of the previous “F” model. Luckily for them, second-hand values for the MGF are holding steady, and MG Rover SA promises good trade-in deals should owners choose to “upgrade” to the TF.
And in every sense, that’s very much what they’ll be doing if they choose to go for the new model. Forget the looks for a moment and focus on the hardware underneath.
The MGF’s linked Hydragas suspension system has been dropped in favour of conventional coil springs, dampers and anti-roll bars. Any concern about the old system’s long-term reliability is therefore now a thing of the past.
MG claims the TF’s steel monocoque is 20 per cent stiffer, thanks to a new one-piece side pressing, and the addition of extra bracing over the engine and across the scuttle.
Both
subframes – the front one stiffer than the F’s – are now solidly mounted to the monocoque.
Electric power steering has been carried over from the previous model, but now has a ten-per-cent-quicker rack with less assistance and, importantly, a more progressive withdrawal
of assistance as speed increases. It certainly is much improved, providing a quicker turn-in than before, but it doesn’t quite match the razor sharp response of the Toyota MR2.
In the braking department, the TF 160 has benefited from the addition of MG/AP Racing callipers with vented front discs that have grown in size from 240 to 304 mm. Although the
uprated brakes didn’t produce the sharpest times in our ten simulated emergency stops test routine (a 3,18 sec average was measured), they were easy to modulate and had good feel.
Power comes from the highly acclaimed 1,8-litre VVC (Variable Valve Control) engine that previously did duty in the Trophy 160 model. The mid-mounted unit develops a strong 118 kW
at 6 900 r/min and 174 N.m of torque at 4 700.
It’s a nicely flexible engine and remains an
engaging companion right up to the power peak of 6 900 r/min and the 7 100 limit.
MG claims a zero to 100 km/h acceleration time of 6,9 seconds, but our test unit managed a best of 8,65. Even with the revs nudging the red line, the necessary wheelspin required to build
momentum for the acceleration run remained absent.
There is a short scrabble for grip after which the sticky Goodyear F1 tyres bite down hard – causing the car to bog down as the rev
needle plummets to around three and a half thousand. The TF may reach 100 km/h faster on a smoother surface.
Maximum speed worked out at 208 km/h, again down significantly from the claimed 221 km/h.
The VVC engine may be the most powerful in its class, but that doesn’t necessarily mean
it’s also the thirstiest. At a steady 100 km/h, the TF 160 used 7,25 litres per 100 km. That equates to a fuel index (mixed driving
figure) of 10,06 litres/100 km, which, for a sports car, is not too shabby at all.
Transmitting power to the rear wheels is a five-speed manual gearbox that needs a firm hand, especially when it comes to quick downchanges, where it is sometimes possible to miss the desired slot entirely.
So, the TF is certainly more than just the result of a cosmetic makeover, and we can tell you that it all works.
At start-up, a meaty growl emanates from the twin-exhausts. Signs are good. Thanks to an easily mastered clutch, the TF is unlikely to punish first time sports car drivers with an embarrassing stall. But, although fairly easy to drive in traffic, the TF certainly feels eager to escape the confines of the city where the
exhaust note can become a bit too boomy, and the fidgety ride irritating.
Out on demanding, real-world roads, the TF comes into its own. The suspension changes are
immediately apparent; the car feels stiffer, harder edged and more focused on the task at hand, which is to tackle corners with confidence while at the same time entertaining the driver. The sharper steering feels spot-on, and, generally, the car resists understeer well. This being a mid-engined car, it can become tricky at the limit, but the TF has impressive grip at the back and enough adjustability via the throttle to help drivers remain in full control. All in all, the TF is a magnificent way to cover ground quickly.
Having received an enthusiastic double thumbs-up for its dynamic abilities, let’s now
turn our attention to the second most important requisite for a successful sports car – looking good.
The MGF was always an attractive car, but the new TF is something different altogether – one onlooker commenting that the new car resembles a scaled down Maserati.
The new front bumper moulding has a sharper, hungrier appearance, and the new headlamps, with silicon protected polycarbonate covers, each house twin high-efficiency 70 mm projector lamps, a side lamp and indicator. There’s also a new grille and the MG badge is significantly bigger.
Side-on, the TF looks lower and sleeker, with the pointier nose giving it an almost dart-like appearance. At the rear, the bootlid now has a built-in spoiler to add to the meaner overall look. Twin chromed exhaust outlets and dramatic 16-inch alloy wheels top off an impressive restyle.
As with most roadsters, the TF looks immeasurably better with the top down. Dropping the manual roof is easy and quick – just unfasten two clasps on the header rail and flip it back. A wind deflector keeps buffeting to a minimum.
Gaining access to the TF’s interior is less of a problem than you’d think – even CAR’s lankiest staffer managed to get in easily and, generally, the MG has a more comfortable interior than its rivals from Toyota and Mazda. Legroom is massive, but the hangdown section can interfere with the driver’s left leg. Headroom will only be a problem if you’re a real beanpole.
Opinions were split when it came to the seats, though. Although they are generally comfortable, some felt squab adjustment is needed, while others wanted more lateral support. In the end, however, these small criticisms are quickly forgotten once you lay eyes on the facia…
The aluminium effect gearknob and rotary ventilation controls try their best to distract attention from what is, in reality, an aged design. It’s hard to criticise the way everything is put together, but the quality of the plastics used in its construction is just not up to scratch.
That said, the rest of the news is generally more positive. Although the steering wheel is only marginally adjustable for height, a suitable driving position is not difficult to establish. The centre hangdown section houses an oil temperature gauge, clock, the ventilation
controls, radio and switches for the electric windows. Instrumentation has light grey backgrounds that look good by day, but is lit up at night-time by a cheap-looking “paraffin-lamp” faded yellowish glow.
Utility and roadster are two words that are almost expected to be mutually exclusive, but,
for what it’s worth, the TF’s boot space measures 128 dm3 – good for a mid-engined drop-top. There is also a useful box between the seats, and when the roof is up you can use the shelf behind the seats for storage space.
The comprehensive list of standard equipment includes power steering, electric windows, air-conditioning, a Kenwood radio/CD player
(difficult to use on the go due to extremely small buttons), leather upholstery, driver and passenger airbags, electric mirrors, remote central locking and ABS.
