The TF's reputation has caused used values to plummet. Here we dispel the myths and give you all the info on how to pick a sports car bargain
It's not your fault if your parents let you down, but it can do terrible things to your reputation. So it is with cars. We liked the MGF at the time of its launch, and even as the Rover Group shrunk and fragmented we liked the F’s evolution into the TF featured here.
But with MG Rover’s messy collapse, a Chinese-flavoured limbo and resurrection, and a Chinese-whispers reputation for grenading K-series engine disasters, buyers’ instincts have been to avoid the neat mid-engined sports car.
That’s a shame because the opprobrium is far from deserved. But it’s also good news because it means values are low and bargains are plentiful. Scare stories of blown head gaskets, recalcitrant gearboxes and soaked cabins are rife, but it really doesn’t have to be that way. Especially not with the TF, which is newer than the F and freer of bugs.
The original MGF, launched in 1995, was a great idea with its mid-mounted K-series engine, its use of Metro subframes and Hydragas suspension, and its neat two-seater body which was the first production of Gerry McGovern, nowadays of Land Rover. He’d meant the edges to be a little sharper but something got lost in the transition from styling buck to press tools.
Some, though, considered the MGF too soft and supple for a sports car, and the bodyshell wasn’t very stiff. Bring on type designation of the last ‘original’ MG Midget of the 1950s, featuring a 20 per cent improvement in bodyshell stiffness and conventional coil-spring suspension, redesigned at the rear as a multi-link arrangement with variable toe instead of a simple double-wishbone system.
Designer Peter Stevens was behind the sharper-edged new style, with three round lenses in each front light unit, a bar across the front grill opening, and tougher-looking, flared out sills now pressed in one piece with the rear wings.
That, along with braces across the scuttle and over the engine, accounted for the stronger shell, further helped by mounting the subframes solidly to the body instead of via rubber mounts. Little changed inside the plasticky, underwhelming interior apart from some new colour schemes, so you still sat too high behind a wheel adjustable only for rake.
A slight tweak to the engine line-up resulted in a 114bhp 1.6 (TF 115) and three versions of the 1.8: TF 120 (118bhp) with a Steptronic CVT transmission (very rare), TF 135 (134bhp) with racier camshafts and a freer-flowing intake and exhaust system, and TF 160 (158bhp) with the same free breathing pipework plus variable valve timing and lift for the camshafts. This VVC engine gave 143bhp in the MGF except for the last Trophy versions, which had the full-fat 158.
Even the TF 135, which was much the most popular variant, goes pretty well with its impressive 7.2sec 0-60mph time. The ultra-light, uniquely clever engine is a keen, revvy unit – peak power comes at a high 6750rpm – well able to pull the TF’s 1105kg. As for the handling and the ride, these will prove quite a shock to anyone used to an MGF. The steering is meatier, if still a touch vague on-centre, the whole car feels more planted on the road, and the ride is pretty firm even on the standard 15in wheels.
MG offered a ‘Sport Pack One’ with stiffer suspension, a 10mm ride-height drop and 16in wheels, these shod with tyres one section increment wider and 10 per cent lower in profile so fronts became 195/45 and rear 215/40. Bigger brakes with AP Racing calipers completed the package. The result was super-sharp steering, terrific turn-in and an even worse ride. The larger wheels could also be specified as a stand-alone option.
What to look out for:
Various trim levels over the years include Spark, Sprint and Sunstorm, typically with the 16in wheels and big brakes. Worth having especially if you do the Bilstein conversion (£800 fitted).
There’s a lot of specialist K-series knowledge out there, and secondhand engines are plentiful. Summit Motors can supply one for about £450, or £650 with new gasket, belts and water pump.
Water leaks leading to gasket failure often come from the lower left radiator corner or the steel underfloor coolant pipes. New stainless pipes shouldn't be any more than £80.
Parts supply, especially body panels from China, can be patchy but detective work usually uncovers elusive items somewhere among the dealers and specialists.
Servicing is quick, simple and cheap at one a year or every 15,000 miles. Cambelts are four years or 60,000 miles.
To search for a used MG TF for sale on PistonHeads, click here