MG ZT range 2004 Review

What we liked
>> V8 engine
>> Handling and ride
>> V8's brakes

Not so much
>> V8's lack of footroom
>> Manual in narrow body
>> No spare tyre

OVERVIEW
Traditionally, MGs are supposed to be exciting sports cars that are rewarding to drive. That simple strategy began to turn sour in the early '60s with the release of the underperforming MGB, which despite being a huge sales success, softened the image of the brand.

The newer MGF did little to address that issue, earning the unflattering 'hairdresser's car' tag but new sedan offerings are about to polish the marque's tarnished reputation.

As part of the facelifted ZT range, local importer Motor Group Australia has added two performance models - the 190kW, rear-wheel drive ZT 260 and the locally-developed ZT220S, which features a supercharged version of the regular ZT's 2.6-litre V6 engine. Both will change the way Australia views MG.

MGA developed the supercharger concept after determining the ZT chassis could handle more power. The blower raises power and torque by approximately 20 per cent over the standard V6. Rover MG is currently evaluating the package in the UK for possible release in the company's home market.

The ZT body has been extensively re-engineered for the V8's RWD, with 14 new panels fitted, including a wider gearbox tunnel and -- of course - a propshaft tunnel.

MG had to move the steering rack from the back of the front axle to in front of it - which works out well because that's where it should be on a RWD chassis. The battery has been moved to the boot and there is an aerosol can for flat tyres as there is no room for a spare.

Fitting the engine was straightforward, with only some bracketry needed to hold the longitudinally-mounted powerplant. At the opposing end, a new multi-link rear suspension has been developed.

Starting life as a V6 model, the chassis is removed from the production line and modified before being put back on the line and completed as normal.

The two new models join a revised V6 version -- the 180 (auto) and the 190 (manual) -- in a range that has been simplified by the dropping of the ZT-T and ZT-T Plus variants.

The local importer has high hopes for the ZT range, and claims the new sedans firmly cement the MGA as a boutique importer of prestige cars. The company hasn't the cheapest product in the category but is pinning its hopes on what it says are performance, handling advantages, along with some equipment benefits.

Prices: ZT 190 V6 Manual -- $59,000; ZT 180 V6 Automatic -- $60,990; Sprintex V6 tuning kit -- $9,900 and the ZT 260 V8 -- $89,990.

FEATURES
Changes to the ZT are evolutionary but clearly distinguish the new model from the old. The body has been restyled with a sharper-edged, more contemporary front-end incorporating a more prominent MG family-style grille as seen on the MG TF.

There are also updated alloy wheel designs and a revised, lower lip rear spoiler. Perhaps mindful of the MGF/TF's soft image, MGA says the changes "combine to increase the ZT's road presence."

The company also claims engineering changes have improved handling and driving dynamics. Revised settings allowing more travel in the suspension, which takes the edge off ride firmness while retaining a sporting character.

Inside changes include improved seat bolsters to increase comfort, revised instrumentation and backlighting, a revised dashboard and console texture finish, and improved rear legroom with reprofiled seat cushions and squabs.

Standard equipment now includes CD stacker, MP3 compatible sound system, leather seats (power adjustable on the front) dual-zone automatic temperature control, trip computer and halogen projector headlamps.

COMFORT
All ZTs are well-equipped, with standard equipment including widened leather seats (power adjustable fronts); dual zone climate control; cruise control; front centre armrest and an eight-speaker, six-stacker CD player with MP3 functionality and steering wheel controls.

A tilt and reach-adjustable steering column helps drivers find a comfortable position and the leather-bound steering wheel looks and feels good. The front seats are supportive with good side bolstering. As a passenger though, I found the console too wide, meaning I had to with your legs offset to the left.

The V8 has a much wider transmission tunnel, and that robs the driver of valuable left-foot space.

SAFETY
ZT has a host of safety features including ABS and electronic brake force distribution. Inside there are driver and passenger airbags, front seat airbags, side head protection bags and front and rear seat-belt pre-tensioners and load limiters. Heated side mirrors ensure a clear view behind and twin projector headlights do likewise up front.

Choose the V8 and you'll also get very effective AP racing brakes at both ends, a Dana Hydratrak limited slip differential and switchable traction control.

MECHANICAL
The base engine is the aluminium alloy 2.5-litre V6 that produces 140kW@6500rpm and 245Nm@4000rpm in manual form and 133kW/245Nm with the auto. Add the low-boost (5.5lbs) twin-screw supercharger option, developed by Sprintex in Western Australia and the output climbs to healthy 165kW@6400rpm and 288Nm@4100.

To create a 220S, MGA delivers ZTs to Sprintex direct for conversion. In addition to the supercharger, the kit includes a new fabricated inlet manifold, secondary fuel injector, control ECU and boost bypass valve. Manual versions are also fitted with a higher rated clutch.

For those seeking even more grunt, the ZT 260 features Ford's 4.6-litre alloy head V8, though it's the SOHC version -- the quad valve unit wouldn't fit inside the compact ZT body.

MG's engineered have developed new intake, exhaust and emission control systems to ensure compliance with stringent European noise and emission legislation while the unique engine management system has been jointly developed with US Ford expert, Roush Industries.

The exhaust system, which ends with a cool-looking set of quad tail pipes, has been engineered to produce a classic, thumping V8 rumble.

MG settled on the Ford unit after looking at V8s from Lotus and General Motors. The Lotus engine was too expensive, and GM refused to supply of its Gen III powerplant because of the Monaro's imminent UK release.

Purchasers of the ZT 260 will be pleased with MG's choice of engine, knowing there are plenty of off-the-shelf performance parts readily available.

Owners of the six-cylinder models have a choice of a five-speed Getrag manual or five-speed electronic adoptive automatic with normal, sport and winter modes.

The rear-wheel drive is, for now, available only with a Tremec five-speed manual, fitted with ratios unique to the ZT. A four-speed automatic will be available in the fourth quarter of 200.

COMPETITORS
Competitors for the supercharged ZT include - naturally enough - a host of prestige European models. These include Alfa 156 V6, Saab 9-3 Vector, Jaguar X-Type V6 Sport.

The V8 - BMW 330, Audi A4 3.0, Jaguar X Type 3.0 SE. MGA also expects to take some sales off local makers HSV and FPV, though it doesn't see those companies as direct competitors.

ON THE ROAD
We had very little in time in the 220S and 260 and none in the 180/190 so meaningful impressions couldn't be gained. Watch for CarPoint's seven-day V8 test next month.

But we could tell cars are true to the Rover MG philosophy - that is, they are designed to be fun to drive, and they are.

Though no rocketship, the supercharged 2.5 provides impressive power and performance without - as RMG claimed - taxing the body beyond its limits. An engine that pulled strongly, combined with good roadholding and handling, and a firm but comfortable ride (even on rough back roads in the Hunter Valley) allowed confident, spirited and satisfying driving.

The 260 is a very different drive experience, as you would expect being a RWD V8. Its narrow footwell is annoying, but there are many positives to outweigh that minor inconvenience.

It may not be the fastest or most powerful car on the block but it's grunty enough. It might not look like an HSV or FPV car but it is just as much a hot rod and every bit as satisfying to drive. And MG could teach Holden and Ford something about exhaust note, which on the 260 is deep and purposeful but not intrusive.

The revised ratios in the Tremec TR3650 gearbox are well spaced and serve the Mustang-derived engine well and while the 'box is slow and notchy, you are nevertheless encouraged to use it through winding roads just to feel the engine's sweet pulling power and hear that baritone exhaust sing.

When changing from second gear to third however, I found myself fighting for elbow room with my passenger.

RMG says the car is best enjoyed with the traction control off and we couldn't agree more -- this car is built to be driven. The 260 spin its wheels with ease and rewards the driver with wonderful throttle steer yet its tight suspension settings - and excellent AP Racing brakes -- ensure it can be punted hard with total confidence.

7 DAY TEST

BOTTOM LINE: Small body + powerful engine + rear-wheel drive = fun. MG built the ZT 260 for that result and they certainly got the equation right.

The 260 has plenty of grunt, an aggressive engine note and strong road presence, and if you also like your cars to have character, you couldn't help but enjoy driving the MG. But owning one might be a very different situation.

The biggest black mark against the car is the price - $100,000. Apart from rival European cars mentioned above in 'Competitors', there's plenty of other V8-powered corporate expresses available for significantly less money - namely the GT Falcon, any number of HSVs and HDTs.

Yes, those local cars are more common and have very different pedigrees but they also come with a lot more grunt and superior ride. Haggle 20 large ones off the MG's price and we reckon you'd be getting fair value.

MG claims the 260 is not the fastest car of its type but there is enough torque to ensure it is big on enjoyment factor.

Fire up the 4.6-litre Ford V8 you know you are in something special. The rumble on start up awakens your senses and this carries over to acceleration, where the exhaust note encourages you to use rip up and down the five-speed gearbox. But at idle or cruise, the burble subsides, which you'll appreciate in an everyday car.

If you are exploring the MG's capabilities you'll love the big brakes and the safety they provide, but sadly, the shifter is very slow and notchy, which takes the edge off performance and driving pleasure.

MG engineers did a fine job of converting the body from front-wheel drive to rear-wheel drive; the car steers, hangs on well and sits very flat on fast winding roads. But it seems this has come at the expense of ride, which is unacceptably choppy, even on moderate bumps.

Similarly, buyers with $100,000 to spend will expect more from the interior, which looks dull and is cheapened by no-frills switch gear. The headlight switch is poorly located down low and right of the driver and its placement looks like an afterthought, and the wide transmission tunnel leaves nowhere to rest your left leg except under the clutch pedal.

The front seats are comfortable and have good lateral support, though there is little head and knee room in the rear for passengers measuring six foot or more. With the harsh suspension, you better lean forward or pack the Panadol.