Topic

Continuing the QI Facts from the previous pages, here are your QI Facts 25 through to 28

25) In 1985, a full ten years before the release of the MGF, Gerry McGovern produced the design for the F-16, a FWD, front engined, two seater with pop-up headlights which was to evolve in to the MGF.




26) The MGF was the first all new MG for 33 years. With over 1500 Rover dealers, planned production would not be able to supply this number of outlets. Rover set up the MG Car Company to manage sales and marketing. To ensure more "exclusivity" of the MG Marque the number of MG franchises was limited to just 120 dealers in the UK.



27) The code name chosen for the prototypes for the MGF was PR, which stood for ‘Phoenix Rising’.
PR1, produced by Motor Panels, was front engined, front wheel drive. The running prototype was based on Maestro running gear, using the 2-litre M16 engine.


PR2 was built by Reliant and based on a Scimitar SS1 chassis. This was also front engine but was rear wheel drive using a 3.9-litre version of the Rover V8 engine.



PR3 was produced by automotive consultants ADC of Luton. This was a mid/rear engine design and the one chosen to go forward. In 1991 design went in-house and the MGF was on it’s way to eventual production.



28) For the faster version of the MGF several engine options were investigated. Alex Stephenson, Rover Group Powertrain’s managing director stated, ‘we looked at everything, including turbos and superchargers, but VVC offered the best package…’
Under the codename Hawk, Variable Valve Control (VVC) was a concept that Rover had been working on since the launch of the K-series engine in 1989. It was designed to boost power by continuously varying the inlet cam period, which was finally achieved in the first development engine, run in 1993.

You can find many more interesting MG related facts by taking a look at the MG Quiz thread

.... and MGF/TF QI Facts 29 through to 33

29) Rover wanted to give a preview to their dealer network prior to the official launch date. The BMIHT Museum next to Rover's Technical centre at Gaydon was chosen as the venue.

The lower exhibition area was transformed with a false floor, beneath which the two cars were hidden until the dramatic moment when the floor slid back and the two cars rose on turntables to a rapturous reception. The cars were in Flame Red and British Racing Green and both were drawn from the D1 batch of cars.

The VIN numbers were; SPL2038M228D1V428 (RED) SPL2037M227D1V428 (BRG)


30) The MGF was so-named because the ADO21 was called MGD during development and the MG EX-E covered the MG-E name. Even though the MGD name was used during the development of the ADO21, the media for once were wide of the mark when they speculated that the new car would be launched as the MGD.

The original MG D-type Midget was produced in 1931 and 1932



31) The bore and stroke measurements of the 1.8-litre K-series engine were all but identical to the B-series found in the MGB – 80.0mm x 89.3mm compared with 80.3mm x 88.9mm.


32) The following information is widely accepted at true;
Plans for exporting the MGF to the USA were put on hold by BMW, who felt that it would threaten their own newly launched Z3 model. The company cited homologation costs as a reason, but engineering the MGF to be as user-friendly as it was points to a development programme aimed squarely at the US market – and BMW did not want their British division to spoil the party.

However, another two reasons may better explain why the MGF never went on sale in the USA;
It was said that it was known from the start of the project that the car would not be sold in the US which is very tough and MG did not want to do what they had done with the MGB and lose money on every car sold. Production was set at 16,000 units per year and it was recognised that it would take twice that number to satisfy the US in addition to the rest of the world. It would have cost a huge amount to double production and doubling production would be the minimum step up in production required. MG would not even consider that. They did at one stage suggest that production could not increase as Mayflower, the manufacturer of the MGF body shell, were unable to supply bodies fast enough.

The second reason was an ongoing legal problem with a dealer network left over from the Rover Sterling sales attempt in the 80's. This problem was not insurmountable but contributed to making the US market even less attractive.

33) When MG Rover slid into oblivion in April 2005, it did so with the TF as the best selling car in its class in the UK.




You can find many more interesting MG related facts by taking a look at the MG Quiz thread

.... and MGF/TF QI Facts 34 and 35

34) The instrument cluster on the original MGF had an MG octagon logo on the rev counter and one on the speedometer





The MGF MY2000, sometimes referred to as the MGF MK2, changed the background to the dials to silver from cream.
However more controversially, it did away with the MG logo





For the MG TF the MG logo made a welcome return to the instrument panel with one on the rev counter





For the MG TF's return in the shape of the LE 500 the instrument cluster was re-arranged, changed to a black background with a red MG logo on the rev counter which swapped sides to the right, the fuel gauge moved up and to the middle, plus an LCD display was added.
This 'new' instrument cluster was actually designed by MG Rover before their collapse.






35) You will by now be aware that the MGF was styled by Gerry McGovern and his team, but did you know that the soft top hood and mechanism were designed by Pininfarina. So next time you fold down the hood think of your car's Anglo-Italian heritage.



This is not the first time Pininfarina had worked with MG, other cars with Pininfarina input include, amongst others; MG Magnette Mk III, BMC ADO16 - the origin of the MG 1100/1300, MGB GT - the EX234 is shown below






You can find many more interesting MG related facts by taking a look at the MG Quiz thread

.... and MGF/TF QI Facts 36, 37 and 38

36) The MG TF was the first car of its class to be awarded a 4-star safety performance from Euro NCAP. Click here for full details



37) The first TF model to be produced by NAC MG UK was the TF LE500. The very first car of which, with VIN ending 251, is the prize in a £20 a ticket competition. Click here to view the T-Bar thread .






38) Unfortunately the LE500, despite its design having had very few changes since 2002 and based heavily on the 1995 designed F, it was priced higher than it's more modern Mazda MX5 rival, which had a large negative effect on sales.

You can find many more interesting MG related facts by taking a look at the MG Quiz thread

.... and MGF/TF QI Facts 39 to 42

39) If Margaret Thatcher had had her way the MGF may well have been powered by a Honda engine. It was Norman Tebbit, the then Secretary for Trade and Industry, who secured approval in 1985 for BL’s “new small engine, which had for some time had been in doubt”.



40) The distinctive MGF petrol filler cap was based on late 1980’s, early 1990’s Yamaha petrol tank caps.



41) The MGF based MG EX253, fitted with a 1433cc turbocharged K-Series engine achieved 217.4mph, see fact 8.



This was some way behind the 245.64 mph obtained in the 1500cc class with Stirling Moss at the wheel of the similar looking EX181- 38 years earlier in 1957.

To try and beat this record another MGF based car was produced, the MG EX255. Fitted with a turbocharged 4.8l Rover-V8 it was hoped the car would exceed 255mph. The 900bhp car was plagued by technical problems and due to the time required for modifications, the project did not finish on time and the attempt never happened.




42) The internal codename of the MGF replacement, the 2002 MG TF was the X40


For more MG related facts take a look at the MG quiz thread.

.... and MGF/TF QI Facts 43 to 47

43) Visually, from the outside, the major difference between the original MGF and the MY2000 version, commonly referred to as the MkII, was that the MkII received a colour co-ordinated windscreen surround, replacing the original black surround and the orange indicator lenses were replaced with clear lenses. One other external change was the introduction of new alloy wheel designs.

44) All MGF and TF were fitted with an electronic speedo apart from the original MkI which had a mechanical speedo driven by a three piece cable.


45) Deep twin cup holders in the armrest appeared as a part of the MGF upgrade on the Mk II




46) For height adjustment on your steering wheel make sure you get a MkII or TF, the original MGF column was fixed.


47) Mayflower Vehicles systems, not only provided the MGF's body-in-white, delivered by Foden lorry 8 at a time, they also agreed to invest £24.2 million in the new car and became a partner with the Rover Group in 1993.

Edit:
In October 2006, Mayflower by then renamed Stadco agreed a deal with NAC UK which was to have seen the assembly equipment move from its former home in Coventry to Longbridge in a move that was designed to streamline the TF production process.

See the following post, by Bryan Young, for an explanation of what did happen.


For more MG related facts take a look at the MG quiz thread.

Paul, your last bit was incorrect. Mayflower went "pop" and were taken over by Stadco. The press tools were never moved to Longbridge from Coventry! at the 11th hour NIAC pulled the plug on the agreement and decided to produce their own tooling in China for the new bodies, which they did. Stadco then decided that the original tooling for the F and TF would be destroyed!!!! British Motor Heritage heard of this and stepped in and bought the lot. They also got some other items as part of the package, the tools for Triumph stag cills and E Type Jaguar bonnett, both of which were thought to have been lost for ever (like the RV8 wings tooling!!) You can now buy a complete E type bonnett.

BMH are now pressing the MGF cills again which have been out of production now for a couple of years, and will be pressing other panels for the F & TF as demand increases.

Well that's interesting.

I thought it was generally thought that all the F/TF tools had gone to China never to come back! Perhaps somebody ought to tell the MGF Register.

So there may be life in the old dog yet. Well when BMH get their act together.

Does that mean in the future you could buy a BMH tf shell like the b?

Tipper wrote: wrote:

.... Perhaps somebody ought to tell the MGF Register.....

Quite right Tipper, the info regarding Stadco and the body making equipment was sourced from the MGF Register archives, which reported the move over a number of articles over the years. See the penultimate entry on this page from 2007.

Thanks for the additional information Bryan, much appreciated.

I imagine it is a possibility but it would be a huge commitment for BMH. I doubt that the demand will ever be there for whole body shells particularly as the FTF shells, unlike the MGB were rust protected from new.
For the time being there are still a few MGF/TF NOS (New, Old Stock) shells available for highly discounted prices.
It is nice to know that the tooling for repair panels still exists, although it will probably take a big increase in the cars value before more than the really fast selling parts are produced.

Interestingly it was Rob Bell, MGF Register who said, in October this year...

" To be honest, I am not 100% sure what has happened to the tooling. In 2006, if I recall correctly, the plan had been to move the former Mayflower MGTF body production facility to Longbridge so that NAC-MG could re-commence manufacture of the TF - and I believe that this work was well advanced before this plan fell through. However, what happened to that production line thereafter is unclear. It may have migrated to China, but the Nanjing production plant had already (?) geared up for Chinese TF manufacture - so I thought that the body production lines had been duplicated?

Perhaps those with contacts with Longbridge can confirm: securing a long-term supply of body panels is going to be vital for the longevity of our favourite MGs. They may not rust as voraciously as their 1960s/70s/80s brethren, but they are made of mild steel, and tin worm will start to play a role in taking Fs and TFs off the road now and in the years to come..."


It's in this thread, http://www.mgfregister.org/forum/viewtopic.php?f=8&t=12471.

Seems that the left hand doesn't know what the right hand knows!

I know, without any doubt, that all of the original tooling for the F & TF did not go to China, Stadco were going to melt it down!!!!!!! It was bought by BMH and this has been confirmed by their MD John Yea and sales Director Chris Gardner, both of whom I know!!

BMH are now producing the cills from the ORIGINAL TOOLING they are still considering the re-production of various panels as stocks become depleted.

The first few pre-production TF LE 500s were bodies made by Stadco in Coventry.

If you look at the thread I started about photographs taken in Longbridge in 2007, it shows clearly that most of the production lines were still intact and left as they were, with cars part way through production still on them.

Very little was removed from Longbridge, most of what was moved was taken by Honda regarding the Rover 45.

There's a big difference between what sat on the production line at Longbridge for the car assembly line and the heavy press tools and dies that were used to stamp out the body panels. These were not at Longbridge.

In any event it's great to hear that the press tools are here in the UK and that there is a possibility that new panels and body shells could be made at some point in the future, a la MGB.