Archive for September, 2009

The one that got away: The MG TF GT
Words and Pictures by Adam Sloman

The recent relaunch of the MG TF has created a great deal of interest in MG, and its diminutive little sports car. There’s a lot of affection out there for the TF, and its something MG Rover were keen to capitalise shortly before their downfall. With this in mind, I arranged to visit Longbridge, and meet up with Tony Wells, MG’s Press Car engineer and find out exactly what the TF GT was all about, and why the car never saw production.

The TF GT at Longbridge in November 2008

When MG celebrated its 80th Anniversary in 2004, Peter Stevens, then MG Rover’s chief designer, said ‘We would love to expand the MG TF range with a high-performance MG GT which has inspiring handling, practicality and great looks. The KV6 engine combines a superb soundtrack with a surge of power and a wider performance envelope to drive within – perfect for a sports car.’ With design work recently completed on the SV, as well as the updates to the Zed cars the company was keen to expand the TF model range, and build upon its status as Britain’s best selling sports car. If the car was topping the cabriolet sales charts, what was to say that a fixed head variant couldn’t challenge the Audi TT or Nissan 350Z for sales? The obvious route was to repeat history, and turn the TF into a coupe just as Pininfarina had done to the MG B 1965, and so the TF GT concept was born. While the BGT added hatchback practicality and 2+2 seating, the TF GT is purely about performance.

The TF GT was unveiled at the Autosports Awards Luncheon in November of 2004, along with the stunning Rover 75 Coupe concept and received much positive press, here it seemed, was the ‘missing link’ in the MG TF range. The car today resides at the Quality Control Centre at Longbridge, with a trio of classic Minis that MG have saved as a record of car production and the British Motor industry at the historic plant. ‘So much stuff gets crushed, or smashed up when it’s finished with, it’s important to save some things, they’re part of our heritage.’

Before firing the car up, I took a moment to study the car and consider what was in my opinion, another great opportunity missed by MG. Tony explains ‘We couldn’t put this car into production as is, for one thing the pedestrian impact regulations would never allow us to have this front bumper, not to mention what a nightmare it would be over the speed-bumps!’ Aside from the deeper, X Power style front bumper, the rest of the GT remains very similar to the TF of 2004, ˜The car, as it is, is almost at production standard, the roof isn’t quite fully finished inside, but being a show-car this isn’t something most people would see’ Tony concludes. Much has been made of the space and access issues regarding the fitment of the V6, The main problem is down to width. The K-series is a 90 degree V6 and is therefore wider than the TF’s 1800 meaning the front of the engine intrudes on the fuel tank which sits between the engine and seats on the regular TF, making either a smaller or secondary tank a necessity, since the engine cannot be moved. Tony showed me design styling boards that showed MG were considering further alterations to the GT I spent the day with, incorporating a glass hatch back in the car, allowing access to the space behind the seats, and aiding the admittedly tricky engine bay access.

The addition of a tin-top to the range would have no doubt boosted sales.

Tony soon had the keys in hand a we were able to see the car in action. On start-up the engine tone of the V6 immediately makes itself known and marks the GT out as something very different to the standard roadster. We allowed the car to warm as Tony explains that it was the first time it had been started up in almost six months. ‘I’ve worked here for years; I was here when it was Austin Rover, Rover Group, MG Rover and now NAC MG. I’ve had stints with BMW, Volkswagen Group and Aston Martin, all of which were fantastic companies to work with, but there’s just something special about this place and MG.’ With the obvious rarity of the GT, and it’s status as a concept car meant a blast around the Birmingham was out of the question, the car lives a deservedly cosseted lifestyle so today the GT will enjoy a brief run around the factory grounds.
We moved out of the Quality Control Centre and towards what is affectionately known as ‘The Kremlin’ to see the GT in a more natural light. Although much has changed at the famous old car plant in its recent history, this is one part of Longbridge that any British car lover would recognise. If it weren’t for the factory-fresh LE 500s lined up outside awaiting delivery, you could be forgiven for thinking you had travelled back in time.
Once behind the wheel of the GT, thick, leather clad cherry red bucket seats hold you firmly in place, with matching dash trim and carpets, the GT’s cockpit is very well appointed, and easily on par with its contemporary rivals such as the Audi TT but with the added accessibility offered by the MG’s price-tag.

Unlike many concepts, or show cars, the TF GT is a real, working car, this isn’t just a fibreglass shell, designed to look pretty on a motor show stand. The car features the 2.5 V6 in place of the 1.8 K-series, tuned to develop 200 BHP, with a predicted top speed of near 145mph, giving the GT a harder edge than its convertible brother.
Although the pure brake-horse power figure is not particularly remarkable when compared to the various TF’s offered at the time, the real jewel in the V6’s crown is its impressive torque when compared to the 1800. The 160 VVC TF develops 174Nm of torque, compared to the V6’s 254Nm, a considerable improvement.
The fixed roof improving the cars aerodynamics, reducing the cars drag co-efficient, boosting performance further. A deeper, more aggressive front spoiler and extended tail spoiler add to the more masculine feel of the GT, along with 17’ OZ alloy wheels, compared to the 15’ or 16’ offered on the TF. The exterior lines are cleaned up by the removal of the exterior door handles, replacing them with subtle switches, located under the near style wing mirrors, which now include side-repeaters. Impractical perhaps, but a great show-piece, none the less.

Indeed, the car was so close to production with the wider motoring press reporting various exclusive scoops, and predicting launch dates of early 2005, MG Rover had even completed price-projections, and had begun considering trim levels as well as colour options, however the well documented collapse of the company in the spring of that year put paid to any further TF GT development and eventual launch.

Although MG does not currently have any plans to put the TF GT into production, and with the car near five years old, production in its current form may be considered a backward step. The GT provides a fascinating glimpse of what could have been if MG Rover had had a little more time and money. The GT could be the basis for an expanded TF range and would be an excellent way to appeal to a wider market at a more accessible price point than its more expensive rivals. Perhaps we’ve not seen the last of the GT after all.

With thanks to:
Eleanor Delahaye at MG UK for arranging my visit to Longbridge
Tony Wells at MG UK for giving me his time, and a very interesting day at Longbridge.
Rory and Lucy McGovern for the accommodation.

Originally published in MG Enthusiast, February 2009. All text and photography copyright of Adam Sloman. Please seek permission before reproduction.