MG TF Review (2002-2011)

If you want a cheap two-seat sports car, what should you buy? Conventional wisdom says the answer to that question is the Mazda MX-5, or if you’re feeling a little left-field, perhaps the Toyota MR2 is a better alternative . Relatively few people think of the MG TF these days. But maybe they should. After all, this handsome little sports car was once one of Britain’s most popular, but the fall and rise of the MG brand have left the TF somewhat forgotten about. And as a result, prices are on the floor.

Mind you, that’s not to say that choosing a TF over one of its more popular rivals is an entirely rational choice. When it was born in 1995, then named the MGF, journalists rated its peppy engine, comfortable ride and smart interior, but didn’t find it as engaging as the competition to drive, and bemoaned its lack of space and high driving position.

Its rebirth as the TF in 2002 cured some of these ills, but not all of them; the handling was much better, resulting in a genuinely fun mid-engined sports car, though the interior still felt tight, and a little dated, too.

Nevertheless, even sharper styling, a range of bright colours and competitive prices meant the TF had undeniable appeal, and many of them found homes with British buyers. Sadly, this success was short-lived, because in 2005 the TF’s manufacturer, MG Rover, went bankrupt, and the Longbridge factory where the TF was made was closed down.

But there was life in the old dog yet, or so thought SAIC, the Chinese company that bought up the business from the administrators. So the TF was reincarnated once again in 2008, this time with even fewer changes, which ran to minor tweaks to the cosmetics and interior, and a mildly breathed-upon engine. Unsurprisingly, the TF by now felt positively ancient up against the competition, so it lasted only a couple more years before it at last reached its final resting place.

So if the TF isn’t quite as good as its rivals, why should you care? Well, when MG went bankrupt, its cars’ values dropped like a stone, and with the passage of time they’ve fallen even further. That means even the best TFs aren’t actually all that pricey, so despite their flaws, they’re terrific value. And as a result, they’re still worth considering if you’re after a bargain-basement two-seater.

Thanks to a comprehensively redesigned suspension system, the MG TF is sharper to drive than the MGF it replaced. The downside is that it’s a little less comfortable as a result, although revisions throughout its life helped to address this somewhat.

Again, this is all a relative term. A Mazda MX-5 strikes a better balance between comfort and handling, while the Toyota MR2 Roadster is a sharper drive. The MG is let down by its numb steering and rubbery gearchange, but it’s a competent enough package if you’re principally looking for some top-down summer fun.

There were four engine options available with the TF, all from MG Rover's K-Series engine family, and all badged relating to their power outputs. The TF 115 was the entry-level car, with a 114bhp 1.6-litre engine; the TF 135 boasted 134bhp from its 1.8-litre unit, while the top-spec MG TF 160 had a version of the same 1.8-litre engine boosted to 158bhp by the addition of variable valve control, or VVC. There was also a TF 120, which came with a detuned version of the 1.8-litre engine and a CVT automatic gearbox, badged ‘Stepspeed’. Not surprisingly, it’s the higher output engines that hold the most appeal to enthusiasts, but all are fairly crisp and responsive when paired with a manual gearbox.

There’s a certain retro charm to the MG TF’s cabin, but not a great deal in the way of creature comforts. The materials and switchgear felt cheap, even when the design was new, and age hasn’t been kind to them.

Specifications vary depending on the age and model. All TFs come with power steering, but ABS braking was initially only an option, as was a passenger airbag. Later models came with a CD player, an alloy gear knob and a leather steering wheel as standard, but you still had to pay extra for part leather seats. If you plan to use the car all year round, a hard top is a useful addition, but these can be picked up quite cheaply.

The most economical TF of all is the TF 115; you’ll probably see around 35mpg in daily use from one of these, which compares favourably, if not outstandingly, with rivals.

Add more power and the fuel economy drops, as you’d expect, though both the 135 and 160 models are fairly similar in terms of what they can achieve; expect to see around 30mpg from either model. The least efficient TF is the 120 Stepspeed, due to its automatic gearbox; you’ll probably struggle to hit 30mpg in one of these.

Under the current taxation system, the Vehicle Excise Duty (VED) rates for all TFs are pretty high. With CO2 emissions of 169g/km, the base spec 115 will cost you £265 a year to tax, while the most-polluting model, the 120 Stepspeed takes that up to 194g/km and £330 a year. In fairness, this is similar to other small sportscars of the same era, such as the Mazda MX-5.

Servicing costs are pretty reasonable; thankfully there are no real problems with parts availability, despite MG’s financial problems, and there are plenty of independent MG specialists around who know what they’re doing and won’t charge the earth.

One thing you will need to budget for is a regular cambelt change, and it’s recommended to change the water pump and tensioner at the same time. Happily, this isn’t too costly to do; reckon on spending about £300. You’ll need to get this done every four years or every 60,000 miles, whichever crops up soonest.

Let’s talk head gaskets, because this is the big problem with which the TF (and its forebear, the F) has become synonymous. Both earned a reputation for regular head gasket failures, although thankfully it isn’t too much of a concern these days. That’s partly because most TFs will already have had their problematic original head gaskets replaced with the stronger aftermarket items that are now widely available. It’s also because most MG specialists are so familiar with the head gasket job that they can replace one easily and quickly, so it shouldn’t cost you more than about £400 to do. Still, it’s worth your while looking for the telltale signs of rough running, creamy gunk inside the oil cap, and/or dirty-looking coolant with oil in it if you want to avoid that cost. Alternatively, look for evidence the head gasket has been replaced with an MLS (multi-layered steel) item in the car’s past.

The Stepspeed gearbox doesn’t use a conventional CVT gearbox oil; it needs a specific type, available through MG’s aftermarket parts arm, XPart. Some garages may not realise this, and may fill the gearbox with standard oil on a gearbox oil change, so make sure you check the receipts if this has been carried out to ensure the right oil has been used.

As with any convertible, you’ll want to check the soft-top for wear and tear in the form of splits, grazes and frayed seams. Most TFs had a plastic rear window, which you’ll want to check for creases and splits, too, especially around the seams. Later cars had a glass screen instead, which is more durable.

You’ll also want to look out for any electric glitches that might be brought on by a failure of the security control unit. These can include a horn or electric windows that don’t work, for example. Make sure you go over the car’s electrics with a fine-tooth comb, paying particular attention to the alarm and central locking.

All TFs have the fixings in place for the optional hard top, but not the switch and relay for the heated rear screen. So if you’re buying a car that comes with a hard top, check that these are in place too; if the hard top wasn’t ordered alongside the car when it was new, and was instead bought later, they might be missing.

2008-onward TFs feature lower-quality leather seats, which don’t wear as well, so you’ll want to check these carefully for rips and scuffs.