25 things you never knew about the MGF and TF
Posté : 24 sept. 2011, 19:03
article dans MG Enthusiast d'octobre
1- MGF was one of the first volume production cars in the world to be fitted with Electric Power Assisted Steering (EPAS), over a decade before the general adoption of a system which as been heralded as one of the "new" important eco-based developments. So MG was there at least 10 years before the masses!
2-BMW bought Rover Group in 1994 and saw the forthcoming MGF as a serious competitor for their own Z3. BMW chiefs' first sight of a prototype MGF was one painted in a pearlescent red – likened to lip gloss – that went down like a lead balloon, so it was quickly repainted British Racing Green for the next showing. There it got the green light, butit was main ly because the car was so far advanced towards production that it survived – bmw executives openly stated that they would not have commisioned a project like MGF.
3- MGF is know as a part bin special, and most know that a large part of the car is based on the Rover Metro, from where it derives two front subframes (one for the front modified not to take power and the other at the rear modified not to take steering), re-valved hydragas suspension and more. However, many other models' parts bins were also raided, for items such as Maestro/Montego vented front discs first seen in 1984, Maestro/Montego front wheel bearings for the MGF's front and rear dating from 1988, Metro GTI front calipers from 1991 and Rover 800 rear calipers and carriers from 1986. And so the list continues...
4- MGF and TF bodies have a reinforced windscreen frame that is designed to provide a significant degree of roll over protection, and this has proven to be effective. Some aftermarket roll hoops intimate a roll over protection function, but only provide limited additional protection in certain roll conditions and so awners should only rely on ther cosmetic attractions.
5- when MGF was launched, the 30 press and display cars bore registration numbers ranging from N801 SVC to N830 SVC and it is pleasing to note that 50% appear to be still around : at the time of writing, eight were taxed, six were SORN'd, seven were unlicensed, one was exported and only eight were unknow. That suggests 15 are probably lost forever, but a 50% survivalrate after 16 years is good going.
6- MGF headlamp will always degrade over an average period of six to eight years, after which they will fall the MoT with lost beam pattern on dipped. The is because when the lamps were manufactured, a final stabilishing process for the silvering on the plastic lens was not done, and heat from the bulbs will cause the surface to degrade and lose that silvering. This is most apparent in the slipped beam area, which is used most and takes on a milky look. If you want to see this process happening, then look into the main beam area and specifically wher the sidelamp bulb sticks through. You'll see a degraded area rising from the bulb in the reflector material like watching smoke rise from a cigarette. This is the heat path from this very smallbulb and, on a smaller scale, is what happens to the dipped beam reflector. TF projector headlamps are not affected.
7- The MGF was the first Rover Group model to receive the 1.8 litre version of the K-series engine, ans also the first model to receive the technically advanced and very effective 1.8 VVC (Variable Valve Control, not Very, Very Complicated) engine. It is a shame, then, that the reputation was tarnished by the head gasket issues which Rover dealt with very ineffectively and allowed to grow into a monster, the consequences of which we still see today, even though quality versions of the Multi Layer Steel shim (MLS) gaskets have – wiht other changes_ finally overcome those difficulties.
8-The single 2002 Golden Jubilee MG TF 160 special model was created following an evening conversation at the MG TF press launch. This was between Kevin Howe (MG Rover Chief Executive), Kevin Jones (MG Rover PR Manager), Richard Monk (General Manager MGOC) and the author at the TF press launch in January 2002. Separately Kevin Jones with assistance from historian Jonathan Wood, Stephen Cox (another MG manager and very active MG enthusiast) and British Motor Heritage, calculated that MG production was approaching 1.5 million. Therefore, with some careful production scheduling, the one-off Jubilee special TF 160 became the 15 millionth MG
9- The MGF in manual form is very economical in all engine variants, but many observers who are unfamiliar with the models expect that the VVC engine spec – the most powerful in either the MGF or the TF line up with 25 more bhp than the next model down- to be noticeably thirstier as well as more powerful. The figures, however, show that this is not borne out on the road. Yes, the model does offer a significant performance bonus, but the official combined fuel consumption of the MGF 1.8i Mpi was 38.3mpg, whilst the VVC's extra performance saw only 2mpg less at 36.3mpg. Good as this was, with the arrival of the TF the VVC engine gained 10.5% more power, yet was also mase even more efficient. The TF135, which replaced the MGF 1.8I Mpi, has a slightly lower combined official fuel consumption of 36.6mpg, but the TF160's official combined consumption improved to 37.6mpg, so you can have you cake and eat it!
10- CO2 outputs are in the spotlight today, but not until the last year of MGF production were new cars measured for CO2 output and the figures paint an interesting picture. The MGF 1.6i was rated at 177 grams per kilometre and the 1.8i a little higher at 182 g/km. The normal (143bhp) MGF VVC was rated at 189g/km and the MGF Trophy 160 SE model higher at 190g/km. By comparaison, when introduced the TF135 was rated at 189g/km, later reduced to 184g/km (at VIN RD617391), but the TF 160 was rated at 179g/km, once again showing the TF 160 with VVC means you can have you cake eat it!
11- MGF and MG TF have a historic non-MG (indeed non-BMC) basic dimension that is in fact a Triumph Legacy. This is in the odd PCD (Pitch Circle Diameter) of wheel stud patern measurement. Many have wondered where the very odd 95.25mm PCD measurement comes from, and it is in fact good old imperial 3¾in, the PCD of small Triumph cars like the 1300 Dolomite and Spitfire.
12- Many know that the MGTF body changes are visually different from a styling perspective, but fewer realise that there is a useful aerodynamic advantage too. One aspect of this is that the average engine bay temperature in the TH, anouncedby MG Rover at the TF launch, are 20% lower than the MGF. When the autor asked for that to be quantified, the later reply was that this meant a reduction of 14°C. Therefore the average engine bays can now be calculated – 70 degrees for the MGF and 56 degrees for the TF, showing that the side vent and hump on the bootlid changes seen in TF are not just cosmetic.
13- MG TF 135 and TF 160 models originally came with à vacuum-operated, ECU-controlled valve in the right hand exhaust tailpipe. So many owners have never seen this, but come winter when they start their cars and leave them to warm up, they notice that exhaust gas only comes out of the left tailpipe. This is the normal operation of this valve, which was present to ensure that these models passed the official drive by noise test as part of the car's type approval. MG Rover engineers expected this valve to fail after a few years, but as the requirement was only for the cars when new and no MoT requirement applied, the seizurewould not be an issue and the valve was expected to seize in the open position. MGF and TF exhausts are actually long lived, and so many owners of the early 135 and 160 models may still have the original exhaust with these valves (TF115 and 120 models didn't have them.) I say early cars as during 2004 and from VIN RD 631656, this valve was discontinued and exhausts no longer featured the valve and neither did replacement exhausts. Whether older cars have the vacuum lines remove and plugged or just plugged and taped up is an open option, but the actuator and the wiring plug from ECU should be left in place, as the ECU will detect the removal and this can upset the general engine operation.
-14 Many are interested in MG production figures, and there are some discrepancies circulating in respecr of TF production created in the dust following the collapse of MG Rover. The MGF total is consistently refered to as 77.269, whilst the TF total is actually 39.249. The TF figure was taken from MG Rover production records during the working week commencing 12 April2005, the last week for most of the 6100 MG Rover employees, and includes the cars that were in the production schedule for the previous week.
Bear in mind that the assembly lines stopped on Wednesday 6 April, so potentially half a week's production had not yet been started so the real total figure will be slightly lower. Note too that cars finished by the administrators in the following few weeks were cars already sitting partially assembled, so any post-administration assembled cars will already be included in the production schedule for the week 4-8 April and therefore already in the overall TF figure. Also related to TF production, there is a higher demand for genuine 2005 model year cars for their glass rear hood window and softer suspension. The actual custommer car production of the 2005 model year cars started on 17 January 2005 (from VIN RD 639634) and, including the cars in the projected week's production schedule in the week the company collapsed, we have a figure of 631. This doesn't include pre-production cars such as press demo cars. As a matter of interest the last (highest numerical) VIN extraxted from the MG Rover records some time after the last cars were assembled is of a TF135 with the VIN 641737. As not all numbers were allocated between the start point for TF VINs at 600100 and the last one, a simple subtraction of one figure against the other is not accurate.
-15 Not all 2005 model year TF's have the softer suspension, because the Sportpack 1 with its 10mm lower ride height was still optional. Manywithout experience of the 2002-2004 model year's firm suspensionstill describe the 2005 mode as hard, so if a question over whether a 2005 model year car's suspension is the softer standard or harder Sportpack 1, or a question arises over replacement suspension parts, a foolproof method of identification is needed. Thefoolproof way is to measure between the centre of the lower front damper-to-suspension arm bolt and the underside of the spring pan lower plate above. If the measurement is 73mm, then it is a car with the harder and lower Sportpack 1 option. If the measurement is 78mm, then it is the standard softer suspension. There is also a stamped-in part number on the lower front of the damper body (below) which for Sportpack 1 spec is RND000700
-16 MGF and TF have what on the surface is an odd direct connection between light steering and radiator efficiency! Both model are by definition light at the front, something that can have negative effects on the steering. This is amplified by a degree of aerodynamic lift at the front when the cars are being driven at speeds over around 60mph. Adding appendages such as a splitter below the bumper on the front of the car can have a noticeable effect in helping to reduce this front end lift that lightens the steering. However MGF and TF radiators only use about a quarter of their area doing any cooling work. The reason is that air entering doesn't enter smoothly or evenly at the front, and once the air has passed through the radiator, it is forced down under the car, which doesn't help either front end lift or cooling efficiency. Iindeed, only the lower quarter, (approximately) of the radiator is actually cooling, as airflow through theradiator is simply not happening the higher up the matrix you go. Not only this, but wind tunnel testingshowed that air was actually coming forward out of the upper grille area, not going inwards! The MG TF HPD200 addressed all these issues with the closed off upper air intakes in the bumper and redesigned flow path for air once if had passed through the radiator, redirecting it through new bonnet vents. This was a most effective change, as I can confirm from modifying an MGF close to me. In fact, MG Rover was also looking at the same route in some depth and there is a strong probability that such a development would have been seen in production at some stage, had the company been stronger and survived.
-17 Have you got a late 2003-built TF with an ineffective heater that is not cured with a higher than RD 622951, then the car may be missing a flow restrictor within the four way hose connection. That VIN was he effective Pressure Relief Thermostat (PRT) was introduced during production (June 2003) and the coolant hoses were reconfigured. If the restrictor is missing, then not until the engine is revved will coolant flow through the heater deliver effective heat.
-18 How many times have you seen early MGFs driving down the road with their brake lights winking at you? Not an unusual issue, and one that is caused by the self adjusting brake light switch fitted to mild-1999 production having become dislodged dropping out of adjustment and allowing the brake pedal to rattle against the switch plunger and cause the flashing. The problem is that, often, resetting the switch would be followed by it slipping out again as the plastic thread on the body would be worn or damaged. The cure is to replace it with the switch used in later cars, which has a metal body thread. The down side is that this switch is not self-adjusting, and so if has to be manually set using packing washers and then locked into position with the lock nut. Mind you, this can also mean later MGF and Tfs may have winking brake lights because their switch needs adjustment.
-19 In 1997, MG went speed record breaking again with Project MG EXF and subsequently achieved 217mph out of the car, which was powered by a 329bhp turbo 1.4 K-seriesengine. In fact,six engines were built by Janspeed for this project, one of which was reported to have seen over an hour's full throttle running in the dynometer without breaking. This is supported by the fact that an unused engine from these six was offered for sale complete by PTP in 2008.
-20 TF security was significantly enhanced with the introduction of the Security Control Unit (SCU), which unfortunately does seem to have had some reliability issues to balance against some electrical enhancements and the added security.The only visible external difference between the two is the style of the remote fob (plip) on the key ring, with the SCU-equipped cars having a round fob with a centrally mounted MG logo around which there are three button segments, of which only two are active (aside from 2009-on MG Motor Tfs).
The general perception is that this is just a new design fob and if you need a replacement, it is a simple matter of going on eBay and buyinga secondhand one and getting a local garage or auto electrician to code it in.This is completely wrong, and too many owners waste money before they realise that part of the enhancements that come with the SCUs and fobs is that they are not re-programmable, a featureintented to remove what was previously a weaknessin the general security level.
Only if the original 22 caracter bar code from the original packing of the fob is available and only if that fob has been used just a very fewtimes can it bere-programmed to another SCU, otherwise it is a new virgin fob every time. SCUs can't be re-programmed to be fitted to another car, which was yet another deliberate change to enhance the overall security of the whole range? However, some electronic specialists have been able to dig deeper into the SCU, andsome are offering repair services or replacement relays – which are a cmmonn failing.
-21 Now time to mention a benefit from having an SCU! The significantly-enhanced capabilities of the SCU, which encompassed the alarm ECU, window lift ECU and Multi Function Relay (bodycontrol unit)saw the welcome introduction of a low level coolant warning lamp on the instrument display from TF VIN RD634868 (late2003 production for the 2004model year cars).
However, 2444 cars built before that date, from VIN632424 have everything fitted for the low-level coolant sensor except for the tank with the buil-in sensor. These cars can easily have this very useful warning system activated by simply changing the expansion tank for thesensor type and adding the sensor. Should you do this and find the warning lamp does not illuminate under test with an empty tank, thenit is a simple short dealer visit to have MG diagnostics activate the function
-22 Scheduled to happen in 2005 just after MG Rover collapsed, the bright red four piston (four pot) MG-branched AP Racing front brake calipers as seen on MGF Trophy 160 and MG TF 160 models (and other Tfs with Sportpack 2 option) were going to be changed to a cheaper, red, two piton MG-branched AP Racing caliper with a smaller pad. This new caliper was going to be fitted onto ALL TF models, along with the larger 304mm diameter discs previously standard with the four pot brakes. This would have meant a massive braking improvment for all models not previously benefitting from the four pot caliper and bigger disc, but those models previously benefitting from the four pot calipers would have seen a small loss of braking reserve! Interestingly the last MG Rover-issued TF brochure carries these changes in the various spec lists, and has full page and small images of the new caliper.
-23 In 2004 to celebrate Mgs 80th Anniversary, MG Rover created the 80th Anniversary model TF and 1600 were built. Each car had a numbered certificate to show which number it was in the build sequence. As with many numbered limited edition documents and badges, they do tend to get lost over time and subsequent owners often look to try and find out which number their car was. With the demise of MG Rover this is virtually impossible, altough the autor has an MG Rover document cross-referencing the build number against car's VINs. This includes all except the last eight cars, 1595 to 1600. Any 80th Anniversary owners wishing to find out their car's number can contact the author via the magazine, remembering to include their VIN, and all will be revealed.
-24 At the time MG Rover collapsed, testing was well advanced to ensuring all model ranges complied with the term-forthcoing EU4 emission requirements. Contrary to reports of its impending demise, theVVC engine was continuing, the EU4 changes had already been developed and final production spec changes were in process. One downside of the EU4 changes was that the TF 160 would have lost 5mph from its top speed (137 down to 132mph), yet the TF135 EU4 spec cars were not losing out. The resulting performance difference between the two models would have been much smaller, and that may have created marketing difficulties, so the previously-mentioned economy and CO2 benefits enjoyed by TF 160 would have been more important sill.
-25 MG Motor's TF production recommenced at Longbridge (now MG Birmingham) in August 2008, and as stated at the time, the cars were built in batches to match demand. Whilst the official announcement of the end of TF production came in April 2011, few realise that the last car in the last batch (pictured left) actually exited the production line on 20 May 2010. Roger Parker
1- MGF was one of the first volume production cars in the world to be fitted with Electric Power Assisted Steering (EPAS), over a decade before the general adoption of a system which as been heralded as one of the "new" important eco-based developments. So MG was there at least 10 years before the masses!
2-BMW bought Rover Group in 1994 and saw the forthcoming MGF as a serious competitor for their own Z3. BMW chiefs' first sight of a prototype MGF was one painted in a pearlescent red – likened to lip gloss – that went down like a lead balloon, so it was quickly repainted British Racing Green for the next showing. There it got the green light, butit was main ly because the car was so far advanced towards production that it survived – bmw executives openly stated that they would not have commisioned a project like MGF.
3- MGF is know as a part bin special, and most know that a large part of the car is based on the Rover Metro, from where it derives two front subframes (one for the front modified not to take power and the other at the rear modified not to take steering), re-valved hydragas suspension and more. However, many other models' parts bins were also raided, for items such as Maestro/Montego vented front discs first seen in 1984, Maestro/Montego front wheel bearings for the MGF's front and rear dating from 1988, Metro GTI front calipers from 1991 and Rover 800 rear calipers and carriers from 1986. And so the list continues...
4- MGF and TF bodies have a reinforced windscreen frame that is designed to provide a significant degree of roll over protection, and this has proven to be effective. Some aftermarket roll hoops intimate a roll over protection function, but only provide limited additional protection in certain roll conditions and so awners should only rely on ther cosmetic attractions.
5- when MGF was launched, the 30 press and display cars bore registration numbers ranging from N801 SVC to N830 SVC and it is pleasing to note that 50% appear to be still around : at the time of writing, eight were taxed, six were SORN'd, seven were unlicensed, one was exported and only eight were unknow. That suggests 15 are probably lost forever, but a 50% survivalrate after 16 years is good going.
6- MGF headlamp will always degrade over an average period of six to eight years, after which they will fall the MoT with lost beam pattern on dipped. The is because when the lamps were manufactured, a final stabilishing process for the silvering on the plastic lens was not done, and heat from the bulbs will cause the surface to degrade and lose that silvering. This is most apparent in the slipped beam area, which is used most and takes on a milky look. If you want to see this process happening, then look into the main beam area and specifically wher the sidelamp bulb sticks through. You'll see a degraded area rising from the bulb in the reflector material like watching smoke rise from a cigarette. This is the heat path from this very smallbulb and, on a smaller scale, is what happens to the dipped beam reflector. TF projector headlamps are not affected.
7- The MGF was the first Rover Group model to receive the 1.8 litre version of the K-series engine, ans also the first model to receive the technically advanced and very effective 1.8 VVC (Variable Valve Control, not Very, Very Complicated) engine. It is a shame, then, that the reputation was tarnished by the head gasket issues which Rover dealt with very ineffectively and allowed to grow into a monster, the consequences of which we still see today, even though quality versions of the Multi Layer Steel shim (MLS) gaskets have – wiht other changes_ finally overcome those difficulties.
8-The single 2002 Golden Jubilee MG TF 160 special model was created following an evening conversation at the MG TF press launch. This was between Kevin Howe (MG Rover Chief Executive), Kevin Jones (MG Rover PR Manager), Richard Monk (General Manager MGOC) and the author at the TF press launch in January 2002. Separately Kevin Jones with assistance from historian Jonathan Wood, Stephen Cox (another MG manager and very active MG enthusiast) and British Motor Heritage, calculated that MG production was approaching 1.5 million. Therefore, with some careful production scheduling, the one-off Jubilee special TF 160 became the 15 millionth MG
9- The MGF in manual form is very economical in all engine variants, but many observers who are unfamiliar with the models expect that the VVC engine spec – the most powerful in either the MGF or the TF line up with 25 more bhp than the next model down- to be noticeably thirstier as well as more powerful. The figures, however, show that this is not borne out on the road. Yes, the model does offer a significant performance bonus, but the official combined fuel consumption of the MGF 1.8i Mpi was 38.3mpg, whilst the VVC's extra performance saw only 2mpg less at 36.3mpg. Good as this was, with the arrival of the TF the VVC engine gained 10.5% more power, yet was also mase even more efficient. The TF135, which replaced the MGF 1.8I Mpi, has a slightly lower combined official fuel consumption of 36.6mpg, but the TF160's official combined consumption improved to 37.6mpg, so you can have you cake and eat it!
10- CO2 outputs are in the spotlight today, but not until the last year of MGF production were new cars measured for CO2 output and the figures paint an interesting picture. The MGF 1.6i was rated at 177 grams per kilometre and the 1.8i a little higher at 182 g/km. The normal (143bhp) MGF VVC was rated at 189g/km and the MGF Trophy 160 SE model higher at 190g/km. By comparaison, when introduced the TF135 was rated at 189g/km, later reduced to 184g/km (at VIN RD617391), but the TF 160 was rated at 179g/km, once again showing the TF 160 with VVC means you can have you cake eat it!
11- MGF and MG TF have a historic non-MG (indeed non-BMC) basic dimension that is in fact a Triumph Legacy. This is in the odd PCD (Pitch Circle Diameter) of wheel stud patern measurement. Many have wondered where the very odd 95.25mm PCD measurement comes from, and it is in fact good old imperial 3¾in, the PCD of small Triumph cars like the 1300 Dolomite and Spitfire.
12- Many know that the MGTF body changes are visually different from a styling perspective, but fewer realise that there is a useful aerodynamic advantage too. One aspect of this is that the average engine bay temperature in the TH, anouncedby MG Rover at the TF launch, are 20% lower than the MGF. When the autor asked for that to be quantified, the later reply was that this meant a reduction of 14°C. Therefore the average engine bays can now be calculated – 70 degrees for the MGF and 56 degrees for the TF, showing that the side vent and hump on the bootlid changes seen in TF are not just cosmetic.
13- MG TF 135 and TF 160 models originally came with à vacuum-operated, ECU-controlled valve in the right hand exhaust tailpipe. So many owners have never seen this, but come winter when they start their cars and leave them to warm up, they notice that exhaust gas only comes out of the left tailpipe. This is the normal operation of this valve, which was present to ensure that these models passed the official drive by noise test as part of the car's type approval. MG Rover engineers expected this valve to fail after a few years, but as the requirement was only for the cars when new and no MoT requirement applied, the seizurewould not be an issue and the valve was expected to seize in the open position. MGF and TF exhausts are actually long lived, and so many owners of the early 135 and 160 models may still have the original exhaust with these valves (TF115 and 120 models didn't have them.) I say early cars as during 2004 and from VIN RD 631656, this valve was discontinued and exhausts no longer featured the valve and neither did replacement exhausts. Whether older cars have the vacuum lines remove and plugged or just plugged and taped up is an open option, but the actuator and the wiring plug from ECU should be left in place, as the ECU will detect the removal and this can upset the general engine operation.
-14 Many are interested in MG production figures, and there are some discrepancies circulating in respecr of TF production created in the dust following the collapse of MG Rover. The MGF total is consistently refered to as 77.269, whilst the TF total is actually 39.249. The TF figure was taken from MG Rover production records during the working week commencing 12 April2005, the last week for most of the 6100 MG Rover employees, and includes the cars that were in the production schedule for the previous week.
Bear in mind that the assembly lines stopped on Wednesday 6 April, so potentially half a week's production had not yet been started so the real total figure will be slightly lower. Note too that cars finished by the administrators in the following few weeks were cars already sitting partially assembled, so any post-administration assembled cars will already be included in the production schedule for the week 4-8 April and therefore already in the overall TF figure. Also related to TF production, there is a higher demand for genuine 2005 model year cars for their glass rear hood window and softer suspension. The actual custommer car production of the 2005 model year cars started on 17 January 2005 (from VIN RD 639634) and, including the cars in the projected week's production schedule in the week the company collapsed, we have a figure of 631. This doesn't include pre-production cars such as press demo cars. As a matter of interest the last (highest numerical) VIN extraxted from the MG Rover records some time after the last cars were assembled is of a TF135 with the VIN 641737. As not all numbers were allocated between the start point for TF VINs at 600100 and the last one, a simple subtraction of one figure against the other is not accurate.
-15 Not all 2005 model year TF's have the softer suspension, because the Sportpack 1 with its 10mm lower ride height was still optional. Manywithout experience of the 2002-2004 model year's firm suspensionstill describe the 2005 mode as hard, so if a question over whether a 2005 model year car's suspension is the softer standard or harder Sportpack 1, or a question arises over replacement suspension parts, a foolproof method of identification is needed. Thefoolproof way is to measure between the centre of the lower front damper-to-suspension arm bolt and the underside of the spring pan lower plate above. If the measurement is 73mm, then it is a car with the harder and lower Sportpack 1 option. If the measurement is 78mm, then it is the standard softer suspension. There is also a stamped-in part number on the lower front of the damper body (below) which for Sportpack 1 spec is RND000700
-16 MGF and TF have what on the surface is an odd direct connection between light steering and radiator efficiency! Both model are by definition light at the front, something that can have negative effects on the steering. This is amplified by a degree of aerodynamic lift at the front when the cars are being driven at speeds over around 60mph. Adding appendages such as a splitter below the bumper on the front of the car can have a noticeable effect in helping to reduce this front end lift that lightens the steering. However MGF and TF radiators only use about a quarter of their area doing any cooling work. The reason is that air entering doesn't enter smoothly or evenly at the front, and once the air has passed through the radiator, it is forced down under the car, which doesn't help either front end lift or cooling efficiency. Iindeed, only the lower quarter, (approximately) of the radiator is actually cooling, as airflow through theradiator is simply not happening the higher up the matrix you go. Not only this, but wind tunnel testingshowed that air was actually coming forward out of the upper grille area, not going inwards! The MG TF HPD200 addressed all these issues with the closed off upper air intakes in the bumper and redesigned flow path for air once if had passed through the radiator, redirecting it through new bonnet vents. This was a most effective change, as I can confirm from modifying an MGF close to me. In fact, MG Rover was also looking at the same route in some depth and there is a strong probability that such a development would have been seen in production at some stage, had the company been stronger and survived.
-17 Have you got a late 2003-built TF with an ineffective heater that is not cured with a higher than RD 622951, then the car may be missing a flow restrictor within the four way hose connection. That VIN was he effective Pressure Relief Thermostat (PRT) was introduced during production (June 2003) and the coolant hoses were reconfigured. If the restrictor is missing, then not until the engine is revved will coolant flow through the heater deliver effective heat.
-18 How many times have you seen early MGFs driving down the road with their brake lights winking at you? Not an unusual issue, and one that is caused by the self adjusting brake light switch fitted to mild-1999 production having become dislodged dropping out of adjustment and allowing the brake pedal to rattle against the switch plunger and cause the flashing. The problem is that, often, resetting the switch would be followed by it slipping out again as the plastic thread on the body would be worn or damaged. The cure is to replace it with the switch used in later cars, which has a metal body thread. The down side is that this switch is not self-adjusting, and so if has to be manually set using packing washers and then locked into position with the lock nut. Mind you, this can also mean later MGF and Tfs may have winking brake lights because their switch needs adjustment.
-19 In 1997, MG went speed record breaking again with Project MG EXF and subsequently achieved 217mph out of the car, which was powered by a 329bhp turbo 1.4 K-seriesengine. In fact,six engines were built by Janspeed for this project, one of which was reported to have seen over an hour's full throttle running in the dynometer without breaking. This is supported by the fact that an unused engine from these six was offered for sale complete by PTP in 2008.
-20 TF security was significantly enhanced with the introduction of the Security Control Unit (SCU), which unfortunately does seem to have had some reliability issues to balance against some electrical enhancements and the added security.The only visible external difference between the two is the style of the remote fob (plip) on the key ring, with the SCU-equipped cars having a round fob with a centrally mounted MG logo around which there are three button segments, of which only two are active (aside from 2009-on MG Motor Tfs).
The general perception is that this is just a new design fob and if you need a replacement, it is a simple matter of going on eBay and buyinga secondhand one and getting a local garage or auto electrician to code it in.This is completely wrong, and too many owners waste money before they realise that part of the enhancements that come with the SCUs and fobs is that they are not re-programmable, a featureintented to remove what was previously a weaknessin the general security level.
Only if the original 22 caracter bar code from the original packing of the fob is available and only if that fob has been used just a very fewtimes can it bere-programmed to another SCU, otherwise it is a new virgin fob every time. SCUs can't be re-programmed to be fitted to another car, which was yet another deliberate change to enhance the overall security of the whole range? However, some electronic specialists have been able to dig deeper into the SCU, andsome are offering repair services or replacement relays – which are a cmmonn failing.
-21 Now time to mention a benefit from having an SCU! The significantly-enhanced capabilities of the SCU, which encompassed the alarm ECU, window lift ECU and Multi Function Relay (bodycontrol unit)saw the welcome introduction of a low level coolant warning lamp on the instrument display from TF VIN RD634868 (late2003 production for the 2004model year cars).
However, 2444 cars built before that date, from VIN632424 have everything fitted for the low-level coolant sensor except for the tank with the buil-in sensor. These cars can easily have this very useful warning system activated by simply changing the expansion tank for thesensor type and adding the sensor. Should you do this and find the warning lamp does not illuminate under test with an empty tank, thenit is a simple short dealer visit to have MG diagnostics activate the function
-22 Scheduled to happen in 2005 just after MG Rover collapsed, the bright red four piston (four pot) MG-branched AP Racing front brake calipers as seen on MGF Trophy 160 and MG TF 160 models (and other Tfs with Sportpack 2 option) were going to be changed to a cheaper, red, two piton MG-branched AP Racing caliper with a smaller pad. This new caliper was going to be fitted onto ALL TF models, along with the larger 304mm diameter discs previously standard with the four pot brakes. This would have meant a massive braking improvment for all models not previously benefitting from the four pot caliper and bigger disc, but those models previously benefitting from the four pot calipers would have seen a small loss of braking reserve! Interestingly the last MG Rover-issued TF brochure carries these changes in the various spec lists, and has full page and small images of the new caliper.
-23 In 2004 to celebrate Mgs 80th Anniversary, MG Rover created the 80th Anniversary model TF and 1600 were built. Each car had a numbered certificate to show which number it was in the build sequence. As with many numbered limited edition documents and badges, they do tend to get lost over time and subsequent owners often look to try and find out which number their car was. With the demise of MG Rover this is virtually impossible, altough the autor has an MG Rover document cross-referencing the build number against car's VINs. This includes all except the last eight cars, 1595 to 1600. Any 80th Anniversary owners wishing to find out their car's number can contact the author via the magazine, remembering to include their VIN, and all will be revealed.
-24 At the time MG Rover collapsed, testing was well advanced to ensuring all model ranges complied with the term-forthcoing EU4 emission requirements. Contrary to reports of its impending demise, theVVC engine was continuing, the EU4 changes had already been developed and final production spec changes were in process. One downside of the EU4 changes was that the TF 160 would have lost 5mph from its top speed (137 down to 132mph), yet the TF135 EU4 spec cars were not losing out. The resulting performance difference between the two models would have been much smaller, and that may have created marketing difficulties, so the previously-mentioned economy and CO2 benefits enjoyed by TF 160 would have been more important sill.
-25 MG Motor's TF production recommenced at Longbridge (now MG Birmingham) in August 2008, and as stated at the time, the cars were built in batches to match demand. Whilst the official announcement of the end of TF production came in April 2011, few realise that the last car in the last batch (pictured left) actually exited the production line on 20 May 2010. Roger Parker