BUYER’S GUIDE
MG F review
MX-5 too obvious but Lotus Elise too extreme? The overlooked MG F could be the bargain modern classic roadster of choice…
Engine
1.8-litre four-cylinder petrol
Power
145PS @ 7,000rpm
Torque
174Nm @ 4,500rpm
Kerb weight
1,070kg
0-62mph
7.0 seconds
What Is It?
A mid-engined ‘90s sportscar with a Rover K-Series engine and celebrated British sporting badge on its nose? No, not the Lotus Elise but the MG F, this much underrated modern classic restoring the brand’s reputation for building affordable open top sportscars after the Mazda MX-5 successfully rebooted the genre for a new generation with its clever homage to ‘60s European roadsters … like the MGB.
Having been jolted into action MG wisely realised it couldn’t do the same, the F arriving in 1995 on cleverly repurposed mainstream underpinnings with a mid-mounted K-Series engine and sleek styling from a team including JLR’s current design guru (and Mr. Range Rover) Gerry McGovern.
Now as back in the day, the MG F feels somewhat lost in the no man’s land between the accessible fun of the MX-5 and hardcore appeal of the Elise, though it retains a strong fanbase for its combination of comfort, handling and affordability.
Corrosive Areas
Sills
Door edges
Wheel arches
Checklist
- MG F first launched in 1995, two years ahead of the Lotus Elise with which it shares its K-Series engine and mid-engined layout
- First models used the regular 1.8-litre K-Series with 120PS (85kW), soon joined by a 145PS (107kW) 1.8i VVC option – these are faster but need commitment revs to unlock it, peak horsepower not coming until 7,000rpm
- Repurposed Metro subframes and Hydragas suspension are a distinctive MG F feature and mean great ride comfort but spheres can leak and rusty subframes are considered a deal-breaker so check before buying
- Facelifed cars from 1999 onwards are often referred to as MkII models and have various detail upgrades, including a different centre console on the interior and revised wheel options, with bigger 16-inch rims for the VVC
- MkII also saw the introduction of a new 1.6-litre base model, while towards the end of production a CVT auto and limited edition 160PS (118kW) Trophy version were also added
- Trophy 160 upgrades included improved breathing for both intake and exhaust, stiffer suspension with a 20mm drop in ride height, AP Racing brake calipers with bigger discs, optional forged 16-inch wheels, front and rear spoilers, two-tone colour-coded interior trim, an aluminium gearknob and more – these now command a healthy premium
- MG F relaunched as the MG TF in 2002 with heavily revised styling, stiffer body, coil-sprung suspension and various other upgrades – it’s a sharper car but less comfortable than the original
- Production ran until 2005, restarting briefly in 2007 with British assembly of Chinese-manufactured knock-down kits branded as the LE500 – these have a following of their own but many prefer the British-built originality of the F and TF
- K-Series engine is generally tough and those that haven’t been damaged by well-documented head gasket issues and overheating should have had necessary upgrades by now
- Issues to be aware of include plastic dowels between head and block that can cause misalignment if the engine has overheated and should be replaced as a matter of course when replacing the head gasket; also beware rattling cam bolts and VVC units; coil packs on pre-facelift cars also vulnerable to water ingress through bonnet vents
- Usual checks for cross contamination of oil and coolant especially important – if possible check the oil filler cap, which is under an inspection flap that requires a socket set to access
- Make sure oil pressure and coolant rise evenly and settle consistently as engine warms up
- Gearbox considered bombproof, but check linkages for play and clutch and handbrake cables while you’re at it
- Low ride height or overly firm suspension on a regular MG F suggests leaking Hydragas spheres, which can be regassed in some cases by specialists but may need replacement – if left damage can occur to suspension mounts
- Bodywork generally resists corrosion well, but many cars may show faded or otherwise worn paint and there are rust traps where the sills join the rear arches if drain holes are blocked; side vents and rear numberplate surrounds also corrode and rusty subframes, engine mounts and front box sections can be terminal
- Electrically assisted power steering can fail but this may just be an easy fix with a fuse or ECU unit under the dash; early VVCs had non-assisted steering so this may also explain a heavier than expected wheel
How does it drive?
If the mid-engined layout is a departure from the string-backed driving glove vibe of older MGs, the foundations of adapted Metro subframes and the Hydragas suspension they carry is rather more in keeping with the parts sharing traditions. The soft set-up they provide might not sound especially sporting but, in fact, are something of a unique selling point for the MG F, given it rides with both poise and refinement that stands apart from rivals like the MX-5, Toyota MR2 or more hardcore Lotus Elise.
The K-Series engine it shares with the latter is a cracker as well, with a revvy character and, in VVC form, enough pace to keep you entertained. True, you sit a little high and, where fitted, the electrically assisted power steering isn’t the last word in communication. But the MG F’s natural balance, confidence inspiring grip and sense of fun are all very appealing.
And if you want this but with a more focused vibe you can hold out for the sharper Trophy version, or go for the later TF with its stiffer and conventionally coil sprung suspension.
What’s good?
As the pool of MX-5s that haven’t succumbed to rust, modding or thrashing gets smaller and more expensive and Elise values are going inexorably skyward the MG F remains a very affordable choice, and an increasingly attractive one. Decent build quality and rust resistance also count in its favour, likewise the fact most will have led gentler lives than some of the more obviously sporting alternatives.
Size, weight and performance are all perfectly in tune with the kind of weekend B-road blasts you might want a car like this for and it’s affordable enough to tuck away in the garage for sunny days without tying up too much cash.
And while the vibe and looks may be very different from more traditional MG roadsters, it’s still an unmistakeably British sportscar, and one very much in tune with our roads and tastes. All backed up with a strong fanbase, parts supply and knowledgeable community of owners and specialists to keep them running.
What’s bad?
Thanks to its famously small coolant capacity the K-Series engine has a bit of a rep for overheating, warped heads and blown head gaskets, but this is a known quantity these days. Most cars should by now have had sturdier replacement parts fitted and so long as you’re diligent with the maintenance and checks on fluid levels there’s less need to worry.
Hydragas suspension units can cause bother as the rubber spheres crack and leak (check for suspiciously low ride height or unexpectedly stiff feeling ride) but specialists can repair or replace, or even swap out for coil springs if you’re really worried. Or go for a later TF, which ditched the Hydragas completely.
The mid-mounted engine means great handling balance but isn’t as friendly for DIY maintenance as an MX-5 or older MGs, and regular jobs like belt changes and even oil top-ups can be more of a faff than you might like.
Cheapness is a double-edged sword as well, and means some cars will have been run on a shoestring with minimal care. But there are enough that have been looked after properly, so you can afford to be picky.
Which model to choose?
All MG Fs use versions of the K-Series engine and have essentially the same character so it’s a question of how much performance you want. 1.6s are perhaps a little less appealing and, unless you need a two-pedal car, the CVT auto is probably best avoided. The standard 120PS (85kW) 1.8i is a nice balance of power and performance, while the VVC models are usefully quicker and a little feistier if you don’t mind revving the engine out to get its best. The Trophy is faster still, looks more aggressive and has stiffer suspension and upgraded brakes but comes at a premium, so of the first-generation cars we’d probably go for a nice VVC and save the change for upkeep.
If you don’t mind the stiffer suspension or more modern looks the TF is another option, and one with a slightly different character, the same but more so for the reborn Nanjing era models. But, coming full circle, an original 1.8i with or without VVC according to tastes and preferred driving style is probably the most faithful, affordable and appealing way to enjoy an MG F.
Specifications – MG F 1.8i VVC
Engine
1.8-litre four-cylinder petrol
Power
145PS (107kW) @ 7,000rpm
Torque
174Nm (128lb ft) @ 4,500rpm
Transmission
Five-speed manual, rear-wheel drive
Kerb weight
1,070kg
0-62mph
7.0 seconds
Top speed
130mph
Production dates
1995-2005 (includes UK-built MG TF)