1996 Rover MGF – Wheels.ca

12 May 2015 | Author: | Comments Off on 1996 Rover MGF – Wheels.ca

First, MG is a fabled dating back to the Morrises Cecil Kimber modified in his Garage, starting in 1923. the label is once more with a genuine sports and not some warmed-over econo-box, is a of not inconsiderable pride.

Second, the F is a British product. Most of recent years were Hondas. And while Rover is now by the Germans (BMW), the MGF was developed by the and uses nearly all British

Third, and perhaps most the MGF is a good car.

Unlike its obvious competitor, the Mazda the MGF is no retro-mobile. The softly rounded and wedgy profile are distinctly even if the grille seems a lift from the last MGB. (If you have a free-associating you might spot some between the headlights on the F and B too.) The petrol filler cap is a nice even if the Allenhead (square bolts are fakes.

There has some criticism of the styling, it#039;s too professional, too smooth, too not quirky enough. It does a trifle pudgy through the but then so do I.

The design brief was to make a car looked sporty, yet was large and practical enough to be comfortable for use. The tallish body also contribute to body important for good crash and rigidity.

Inside, a blend of and performance was again the major Cruisers will appreciate the cushy seats; purists pine for greater lateral Room is adequate if you#039;re six feet; a non-adjusting steering will be a problem for the long of

The trunk passes the two-sets-of-golf-clubs

The gauges have cream-colored Unlike recent pretenders, MG has the to this touch, since its had them way back in the #039;30s. The is lovely, but some of the interior look cheap, and the embossed MG on the top of the dash appears a bit contrived.

are mostly good, although the window switches are hidden the shift lever. (Power On an MG? Welcome to the #039;90s.)

If previous MGs had as easy to work as the Pininfarina-engineered on the MGF, there might been MGDs and MGEs. two windshield header catches, and the thing back. You#039;re to unzip the plastic rear first, but nobody will.

You#039;re also supposed to the tonneau cover, but nobody It#039;s a reminder of how hard it to be to erect and disassemble British car lids.

The engineering is up-to-the A new version Rover#039;s excellent twin-cam 16 valve alloy displacing 1.8 litres, is stuffed behind the seats and drives the wheels. In base form it 120 horsepower; the factory claims a km/h sprint time of 9.2 and a top end of 193 km/h.

The optional VVC engine, either stands for Variable Control or, as one British journo put it, Very Complicated, bumps to 145 horses, which drops the number under 8.0 seconds, and terminal velocity to 209 km/h.

in England is a working model of system, which I missed. a Wankel engine, I don#039;t the human brain can comprehend it seeing it in operation; mine can#039;t.

Suffice it to say that by varying both the duration and of the intake valves, Rover has to squeeze 2.2 litres of power a 1.8 litre block.

The engine had be reliable, because you can#039;t see it, let alone work on it. An access lets you peer at the cam cover and the dipstick, but to even get a wrench on it, the a steel panel and some all must be removed.

The only available transmission is, a five-speed manual.

Suspension is by wishbones all around, with bars at both ends. A from the BMC/British Leyland (Hydragas) describes the springs. gas-over-hydraulic fluid units used on a variety of British starting with the Austin/Morris of the early 1960s.

With and rear units on each connected by a hydraulic pipe, a at the front automatically stiffens the spring to ready it for the upcoming

Steering is by rack and pinion. power assist is optional on the 1.8i model, standard on the VVC. Four-wheel discs optional anti lock on the 1.8i; again, it#039;s on the VVC.

Driving the MGF proves the design brief has been Brilliantly. The engine pulls

Tallish overall gearing, aims are good fuel and relaxed cruising, means you to work the gearbox hard for acceleration. This is no hardship, as the shifts better than any #039;box in my experience. Clutch is wonderful: light and smooth, but

Anyone will feel a hero driver in this

Oddly, I didn#039;t notice subjective performance increase the base car to the VVC. I#039;m a stopwatch would tell a story, but on a back-to-back, seat-of-the-pants there#039;s not much in it.

The ride is short of sensational for a sports Bumps large and small are with remarkable suppleness. The structure Rover – claims the stiffest open car in the world, the four-times-as-expensive Mercedes-Benz SL – helps

The interconnected Hydragas units automatic anti dive (on braking) and anti squat (on acceleration) for a level ride all conditions.

Rover MGF

Top-down, I was lucky to the cars during Britain#039;s drought the car is very pleasant, at 160 km/h. Yes, it#039;s but not uncomfortably so. The busiest time I had was the thumbs-up signals from everyone I passed.

And I passed everyone.

The brakes are outstanding, excellent retardation and good as I found out while trying to a German journo in another F, as we down a twisty road Fenny Compton. (If you know you know I don#039;t have to up names like that.)

most mid-engined cars, the MGF is benign. Cornering power is high, yet you can lift off in a tight and not turn into a Tasmanian and augur your way into the hedgerow.

The only drawback in the handling is a subjective one: the steering is lacking that crisp that road feel, communication with the pavement part and parcel of driving a car.

My VVC test car was fitted the optional hardtop, which in any color you like as long as black. It turns the MGF into a snug coupe, it doesn#039;t rattles or wind noise, and it like it#039;d be watertight Again, this is consistent Rover#039;s desire to build a car you can live with year-round.

In the 1.8i lists at 15,995 the VVC at 17,995 (CDN$39,600). That outrageous, but then all British car are nuts. As a reference, the Miata at 14,495 (CDN$31,900).

If Rover bring the MGF to Canada at just the Miata#039;s price point, say wouldn#039;t be able to keep in stock.

It isn#039;t going to Rover#039;s story, and it#039;s to it, is that the MGF hasn#039;t been for our crash or emissions standards. bet it would pass, or could be to do so easily.

A small Euro air bag is already for the driver, and presumably a North one could be fitted. A passenger-side bag is The car passes all projected European tests, including offset and side impact.

But just through our regulatory hoops is expensive, and Rover or BMW doesn#039;t the time is right.

Which is to they haven#039;t yet decided how are going to marketed in North whether alongside BMWs, Range Rovers, or through a network.

Then there#039;s that BMW is afraid the MGF would the thunder of BMW#039;s forthcoming Z3 roadster. But according to a Rover BMW was delighted with the MGF when it the company, to the extent that BMW extra money into the so the car could launch this instead of the original projection of spring.

One story making the is that the MGF#039;s replacement, not due at least 2001, will be the car leads Rover back to America.

How can they be so cruel, us wait that long?

Rover MGF
Rover MGF
Rover MGF
Rover MGF
Rover MGF
Rover MGF
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