MG TF 2002 Review

MG's two seat sports convertible, the curvy and cutesy MGF, has had a rough ride in Australia since its launch in 1997. Sales of the recalcitrant British roadster have see-sawed between a high of 543 in 1998 and a low of 156 in 2000. By comparison Mazda's MX-5 roadster has consistently attracted more than 1000 buyers every year. So, what was wrong with the MGF?

Unfortunately the list is long, but three of the biggest culprits were in the extremely crucial areas of driver comfort and vehicle dynamics. An unadjustable steering wheel and no height adjust on the driver's seat meant only a small percentage of potential buyers would fit behind the wheel. Crude suspension tuning combined with the MGF's mid-engined layout meant knife edged handling that could really bite under brakes, or in corners.

Third, scuttle shake. A hard-top roof is a vital part of a vehicle's structural integrity. Remove it and you welcome all sorts of body movement and flex into the equation. Some car manufacturers have trouble setting up the chassis and suspension for ride and handling when the body is structurally sound.

For MGF, one problem simply compounded the other. Why buy a roadster that you couldn't sit in, didn't handle, and shook itself to death on Australia's rough and ready roads? So, it's with a sigh of relief that we find MG Rover has addressed these areas extensively on the MG TF, which replaces the MGF from September 1, 2002.

Let's start with the visuals. Every body panel is redesigned, though echoes of the old model can still clearly be seen. The front end is much more aggressively styled with new headlights, deeper front air dam and new bonnet, which MG engineers claim results in better airflow and more front end grip.

The MG TF's rear also cops a touch up; a high bootlid with integrated lip spoiler, and a deeper rear bumper are also claimed to reduce lift. MG claims the aerodynamic load difference front to rear has been reduced by 55 percent. In other words, airflow over the new car results in more evenly distributed downforce.

The too-tricky Hydragas suspension system has been 86'ed in favour of more conventional coil springs over gas dampers, the front end attached with double wishbones, the rear now multi-linked. The handling and performance transformation is tremendous, topped off with bigger, wider 16inch tyres in place of the old 15s.

Three additional cross braces and a solid mounted subframe combine with the 'mono-side' panel pressing (one panel now runs from the boot all the way to the front wheelarch) to increase body stiffness by a claimed 20 percent. For the driver this means less of your inputs on the steering and pedals goes into body flex and more goes to where it will do the most good - the wheels.

Under the redesigned bonnet sits the same basic K-series 1.8-litre, four cylinder engine - now available in three states of tune. First MG TF on the price list is the $46,500 TF 135, which as the badge suggests, pumps out 135hp (100kW) to the rear wheels via a 5-speed manual gearbox. Modifications to the induction and exhaust system, and to the cams, boost power from 88kiloWatts to 100kiloWatts.The 135 is claimed to reach 100km/h from rest in 8.8 seconds on its way to a top speed of 205km/h.

Then comes the TF 120, priced at $47,500. This model is equipped with MG's CVT continuously variable transmission, which replaces the normal cogs with two cone shaped 'gears' linked by a belt. The end result is supposed to be the perfect ratio for any condition, optimising power and fuel economy. What you really experience feels like endless 'clutchslip'.

Trounce the throttle and the tachometer slams up to 5500rpm as the engine hits peak power straight away. Then be amazed and confused as the MG TF's speed increases with no accompanying rise in engine note. The tacho sits still, the speedo rises... very disconcerting to those not expecting it. MG provides six 'gears' - preset ratios - that can be accessed sequentially via the gear lever, or by a couple of dicky steering wheel-mounted knobs that look like a couple of tacky, stalk-mounted insect eyes. They're devoid of any tactile feel and don't fall readily to finger, especially when the wheel is turned, say, mid corner.

The matt grey, plastic moulded HVAC controls (heating, ventilation, air conditioning) also look a bit tacky in what is otherwise a much better cockpit. MG hasn't ironed out all the ergonomic bugs, there's still not enough driver elbow room next to the door, and the sunshades barely extend beyond the windscreen header rail, but at least there's steering wheel height adjust and the driver's seat slides over a decent distance.

The MG TF is as much a massive leap forward dynamically as it is visually. At the launch we drove the TF 120 CVT and TF 135 manual extensively on public roads, sampling the 160 for a brief - but very enjoyable - couple of laps at Holden's Norwell test track amongst the cane fields of southern Queensland.

The CVT transmission may be technologically advanced but it isn't fun to drive. As the only automatic gearbox on offer it's bound to find a few takers, but those too lazy to change their own gears will end up short changed in the performance stakes. Your choice.

By comparison the 135 feels like a breath of fresh air. The engine revs happily and hungrily to its 7000rpm redline, never tapering off or becoming noisy or breathless. Gearchanging with the stubbly lever is usually good, but fifth back to fourth can sometimes be tetchy. The clutch on the cars we drove had less resistance the further you buried it, not to our liking.

There's no doubt the MG TF is a tremendous step forward over the old model. The rear end has loads more stability and predictability, gripping better over cornering bumps and not attempting to overtake the front under brakes. The front end turns in sharply and responsively, with plenty of fingertip feel and very little kickback through the wheel. The roadster is still a little nervous around long sweeping corners, and drivers will have to be constantly alert to stay on line. On the limit the nose gently pushes wide, and you can now lift the throttle to tuck it back in without fear of rear end retribution.

The TF 135 is probably the pick of the bunch, offering an agreeable amount of bang for your buck. The TF 160 gets uprated suspension, the same as previously found on the MGF Trophy, along with bigger AP Racing disc brakes. On the track the TF 160 shone, as much for its on the limit adjustability as the engine's impressive accelerative punch, but the extra performance will only appeal to the few prepared to spend the extra $3500. Still, we've never met a kiloWatt we didn't like...

All models get air conditioning and twin airbags standard, along with remote central locking, antilock brakes, alloy wheels, electric windows and mirrors, and CD player. On value for your dollar the MG TF really gives Mazda's class-leading MX-5 and others a run for your dosh.

It's been six years since we first tried the MGF and walked away shaking our heads. If MG Rover had built it like the MG TF the first time around, we probably wouldn't have walked away. We'd have gone out for a few more laps... hours... days... weeks...

As it is the MG TF is a massive improvement visually, dynamically and ergonomically, and well worth considering next time you shop topless. Proves the Brits can do better when they want to.