MG F and MG TF (1995 to 2011)

The MGF, launched in 1995, returned MG to the volume sports car market. Developed by Rover Group with design input from an outside consultancy, it was a two-seat, mid-engined roadster with the engine mounted behind the cabin. It used Rover's lightweight K-Series engine and, unusually, interconnected Hydragas suspension. The result was a car that rode comfortably and handled with an unusually well balanced feel for a car of its type.

In 2002 MG Rover replaced it with the TF, a reworked car with sharper styling and conventional coil springs in place of Hydragas, which made it firmer and more taut, though some prefer the softer ride of the F. Production stopped with the collapse of MG Rover in 2005, then restarted at Longbridge under new Chinese ownership (the so-called NAC cars) from 2007 until the last TF left the factory in 2011.

The cars have a mixed reputation. The K-Series is light and willing but notorious for head gasket failure, and the subframes and long underfloor coolant pipes corrode. Hydragas units lose pressure with age. Against that, parts supply is excellent, cars are simple to work on, and a well-sorted example is good fun. Sources agree that a car's history of maintenance matters more than its specification.

• Production: MGF 1995 to 2002; TF 2002 to 2005, then again from 2007 to 2011 (sources vary on the exact end date, between 2010 and 2011).
• Body style: two-seat mid-engined roadster with fabric hood; factory hard top available.
• MGF engines: 1.8i K-Series (quoted as 118 to 121bhp by different sources); 1.8 VVC with variable valve control (about 143 to 147bhp); 1.6 from 2001 (about 110 to 114bhp); Trophy 160 VVC (about 158 to 160PS). The spread reflects sources mixing bhp and PS.
• TF engines: 1.6 (115), 1.8 (120 and 135 versions) and 1.8 VVC (160), the numbers broadly matching PS ratings in the model names.
• Gearboxes: five-speed manual (generally described as durable); CVT automatic (Steptronic on the F from 1999, Stepspeed on the TF) on 1.8 models.
• Production numbers: Hagerty gives 77,212 MGFs; Classic & Sports Car gives 117,424 of all F and TF versions from 1995 to 2012. These figures are not directly comparable and are best treated as approximate.

• 1995: MGF 1.8i launched.
• 1996: 1.8 VVC added.
• 1999: facelift; CVT automatic option introduced on the 1.8i.
• 2001: 1.6 entry model added; Trophy 160 limited edition with uprated VVC engine and its own Hydragas settings and strengthened bodyshell.
• Special editions on the F included Abingdon, 75th Anniversary, Wedgwood and Freestyle.
• 2002: TF replaces the F, with coil spring suspension, multi-link rear, revised styling and the TF115, TF120, TF135 and TF160 range. Many special editions followed, including Sprint, Cool Blue, Sunstorm, 80th Anniversary and Spark.
• 2005: production halts with the end of MG Rover.
• 2007 to 2008: production resumes under new ownership with the TF LE500 limited run of 500 cars.
• 2009 to 2011: TF135 and 85th Anniversary versions; production finally ends.

Bodywork and structure

• The front and rear subframes are the key structural worry. The rear subframe rots ahead of the rear wheels, and the sills around its mountings can follow. Repairs are involved.
• Check rear sills where they meet the rear wings; a drain hole there blocks with debris.
• Inspect wheel arches, the side air intakes and wishbones for rust.
• Later cars can corrode faster than earlier ones, so a younger car is not automatically better.
• Look for poor previous rust repairs, which are common on neglected cars.
• Hoods wear at seams and folds, and plastic rear windows cloud. Lift carpets and check footwells for water; leaks at the door fronts, heater box and boot seals are typical.

Engine

• Head gasket failure is the defining weakness. The engine has a small coolant capacity, so a leak or low level quickly leads to overheating and can warp the head.
• Check the expansion tank level and colour, the dipstick and the inside of the oil filler for milky deposits. On these cars the filler sits under an engine cover behind the hood.
• A proper repair includes a skimmed head, uprated gasket, new bolts and new locating dowels. A gasket swap without those parts is a warning sign.
• The long coolant pipes running under the car to the front radiator corrode. Look underneath for rust and leaks along their length and below the inlet manifold.
• Cambelt changes are due around every 60,000 miles or four to five years. Ask for proof.
• VVC engines: listen for rattles that may point to loose cam bolts or a failing VVC mechanism.
• Pre-facelift cars can suffer water reaching the coil packs from the boot lid, causing misfires.

Gearbox and drivetrain

• The manual gearbox is robust. Clutch and gear cables need correct adjustment.
• CVT automatics are rare and sluggish, can be damaged by the wrong fluid, and parts are scarce if they fail.

Suspension, steering and brakes

• MGF Hydragas: spheres lose nitrogen pressure over time, so the car sits low or rides harshly. One guide suggests a wheel centre to arch lip measurement of about 35cm on a healthy car. Look for green fluid leaks.
• Many Fs have been converted to steel springs; early conversions were said to stress the body, so ask what was fitted.
• Bushes, ball joints and gaiters wear and are common MoT failures.
• TF: firmer ride, and steering pulling to the left is reported; several recalls related to suspension parts.
• Handling is sensitive to tyres; mismatched or worn budget tyres spoil it. Uneven front wear suggests tracking problems.

Electrics and interior

• Instrument binnacle mounts break and cause rattles.
• Seat piping frays and driver's bolsters wear; damp stains are common.
• Test wipers, headlamps, heater and handbrake.

Identity and paperwork

• MGFs often lack specification badges and some owners do not know which version they have. Check the V5C, the engine number and the DVLA record. Road tax bands, which differ by version, can help confirm identity.
• Confirm Trophy 160 and limited edition status with the club register.
• Ask for evidence that recall work has been carried out.

Parts supply is very good, with most body panels and mechanical parts available new, many back in production, and plenty of used spares. The one major item that cannot be bought new is the Hydragas unit, but reconditioning and re-gassing are well established. Uprated head gaskets, stainless coolant pipes, improved radiators and low coolant warning kits are all available. MG specialists and general garages familiar with the K-Series are widespread.

The MG Car Club (mgcc.co.uk (opens in a new tab)) lists the MGF Register (mgccmgfregister.org (opens in a new tab)) among its model registers, and both are recommended by buying guides as sources of owner help.

• Has the head gasket been replaced, and if so was the head skimmed with new bolts and dowels and an uprated gasket?
• When were the cambelt and coolant pipes last renewed?
• For an F, are the original Hydragas units still fitted, have they been re-gassed, or has it been converted to springs?
• What condition are the subframes in, and have they been repaired or replaced?
• Which exact version is it, and can that be confirmed from the documents and engine number?