8 posts tagged “mg”

I was, of course, referring to Simon Templar, or at least the TV incarnation of him as played by Roger Moore. For today I spotted the following down the road from the office:

It’s a beautifully maintained Volvo 1800S from 1967 (and yes, I could tell without looking at the registration certificate).
   A few hours before there was this beautiful 1959 MGA hardtop on the other side of Latimer Park:    Earlier today, I also spotted a Karmann Ghia Typ 3 and yesterday, a 1972 Volkswagen Typ 4.
   Christchurch seems to be the home of many a classic car—two months ago, I came across a beautiful old Ford Falcon Wagon. These Cantabrians seem to love their classics.

I don’t know why but I got interested in putting in a few English cars into Autocade. How about these for oddities that few, except for their fans, remember?

Austin 3-Litre (ADO61). 1967–71 (prod. 9,992). 4-door saloon. F/R, 2,912 cm³ (6 cyl. OHV). Ill thought-out big Austin, using centre section from smaller 1800 and out of step with new executive saloons from Rover and Triumph. Excellent ride and sumptuous interior, but thirsty and underpowered. Shown at London Motor Show 1967 and enjoyed a “soft” launch; full launch in 1968 with four round headlamps and, after the first 1,000 units or so, front quarterlights in the windows. Buyers stayed away and the model was cancelled in 1971, having sold far worse than its predecessor.

MG MGC/MG MGC GT (ADO52). 1967–9 (prod. 9,002, incl. 4,458 GT). 2-door convertible, 3-door coupé. F/R, 2912 cm³ (6 cyl. OHV). Replacement for Austin–Healey 3000 with MGB bodies and three-litre C-series engine from Austin 3-Litre. Poorly sorted, with fronts too heavy (engine 209 lb heavier than the B’s unit), spoiling the handling. Identified by the bonnet bulge; at the time, a market failure.

Jensen GT. 1975–6 (prod. 509). 3-door coupé. F/R, 1973 cm³ (4 cyl. DOHC). Fastback 2+2 version of Jensen–Healey, hurriedly put into production as Jensen sales collapsed due to the oil crisis. Jensen went into receivership in 1976, killing this model. No Healey tag, as Donald Healey had left the Jensen board and refused to grant permission to use his name. Mechanically identical to Jensen–Healey, but due to extra weight, slower.

Lotus Élite (Type 83). 1980–3 (prod. 133). 3-door coupé. F/R, 2174 cm³ (4 cyl. DOHC). Élite for the 1980s, with larger Type 912 engine. Better torque, and Getrag five-speed gearbox. Some minor changes, including new spoiler and rear lights. However, the shape was more dated than Éclat and Esprit by now, and sold relatively poorly in this decade.

I ordered a Bluetooth dongle today—I was totally surprised that my new laptop didn’t have Bluetooth built in. And the prices varied dramatically: a small 10 m one at Ascent costs $37, and JB, which is known to be cheap, charges $70 for the same thing (albeit with a different brand, but the specs were worse).
   However, I borrowed my friend Tanya’s one. I do have the pics off the cell now, but before I upload them, here are two that I took during April.

A lovely MGB GT Series III with RoStyles. The door mirror does not look stock, which is a pity. However, I am still toying with using this shot for Autocade.
   And a few days later: Far too new to be a classic, but this Porsche Cayman S has a menacing feel to it through its add-ons.
   I think the Boxster is too much of a ladies’ car, but the Cayman is a bit hairier in terms of style. Drive It on Deutsche Welle TV thinks it’s a latter-day Porsche 914, but I think it’s a step above that marketing-wise.

I was browsing through my 2008 cellphone pics and came across some I hadn’t shared, of cars old and new.

    Cute little Fiat 500 in Lyall Bay, in its resplendent retro style. This was taken pretty late, hence the bad lighting. They are not as plentiful as I expected, due to the low numbers allotted for this market.    I don’t think I uploaded this one from a trip to Auckland. Remember the squared-off styling that was so fashionable in the 1970s? This was a regular 400, and not a 400i, if I remember correctly. Not the prettiest car from Maranello.    Not many of these have survived. It’s an unusual car and not particularly loved in their day. In the 1980s, as the Austin badge disappeared, the Rover company badged some of these without a marque and they were officially just Montegos. In New Zealand, this wouldn’t do, so Rover slapped MG badges on them for the 1990 models.
   Now, I know there were MG Montegos, too, but these were different: these last New Zealand Montegos were not the sporting models, but regular bread-and-butter ones that had been Austins in the UK. Hence, there was an estate in this range, too—the ZT-T was not the first MG estate, as some believe. Strangely, although the MG Montego Turbo was sold here in the 1980s, these in fact lacked a model name, so they were called MG 2·0s.
   At best, the last New Zealand Montegos are an automotive footnote. I doubt many will remember them.

I’ve inputted some information into Autocade over the last half-hour about the Rover 75*, a model that saw the end of volume British-owned car manufacturing—and which might mean the beginning of two marques in Red China. Here I chart the history of this tragic car, beset by publicity gaffes from BMW and a British press with its claws out, only for it to begin making good produced in Shanghai and Nanjing. Even in Italy it won an award for the most beautiful car when it launched, but the Brits never warmed to the 75. Summary: fairly timeless look, but I still wouldn’t buy one due to quality concerns.

* It took many times longer to copy and paste this into Vox (hours!) than writing and researching all of the below, due to the site crashing my browser due to a script error constantly!

Rover 75 Mk I

Rover 75. 1998–2004 (prod. 169,250, 1998–2003). 4-door saloon, 4-door LWB saloon, 5-door estate. F/F, 1794 cm³ (4 cyl. DOHC), 1997, 2497 cm³ (V6 DOHC), 1951 cm³ diesel (4 cyl. DOHC). Retro-themed and too-English Rover styled by Richard Woolley, with lavish use of chrome. Soft ride to distinguish it from BMW cars. Very robust, refined car but never appealed to enthusiasts; suffered from BMW’s indecision on and changes to marketing from launch day onwards, as well as British media apathy. Related MG ZT from 2001, after production shifted to Longbridge for all models following BMW sale of Rover. LWB saloon brought back Vanden Plas tag temporarily.

MG ZT Mk I

MG ZT. 2001–4 (prod. 27,149 all models, incl. Mk II). 4-door saloon, 5-door estate. F/F, 1794 cm³ petrol, 1951 cm³ diesel (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Sporting versions of Rover 75, finally with firmer suspension and better handling. Helped keep MG Rover numbers up for a short time, though package began looking more dated toward the end of the run. V8 model introduced 2003, covered separately.


MG ZT 260

MG ZT 260. 2003–5 (prod. 883 incl. Rover 75 V8). 4-door saloon, 5-door estate. F/R 4601 cm³ (V8 SOHC). MG Rover, on a shoestring budget, sourced a new V8 engine from Ford and, in order to get it working, changed the standard 75 platform to rear-wheel drive. Prodrive did the initial work; MG Rover brought it in-house. Hairy, raw car, in line with MG image, and with few visual cues to signify the larger engine other than badging and four exhausts. Facelift one year in, in 2004; automatics introduced toward end of run (bound to be rarest of all), but production came to an end in 2005, with no Chinese equivalent.

Rover 75 Mk II

Rover 75. 2004–5 (prod. unknown). 4-door saloon, 4-door LWB saloon, 5-door estate. F/F, 1794 cm³ (4 cyl. DOHC), 1997, 2497 cm³ (V6 DOHC), 1951 cm³ diesel (4 cyl. DOHC). Essentially carryover technology from Mk I with cosmetic facelift, while Project Drive eliminated certain parts deemed unnecessary to cut costs, which meant less refinement on some models. Never had its full run as MG Rover collapsed and the 75 found its rights sold to SAIC of China. V8 model introduced in 2004, covered separately. LWB model simply called Limousine, rather than Vanden Plas, for these final years.

MG ZT Mk II

MG ZT. 2004–5 (prod. 27,149 all models, incl. Mk I). 4-door saloon, 5-door estate. F/F, 1794 cm³ petrol, 1951 cm³ diesel (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Facelifted ZT with minor changes, but no real mechanical changes—and no real improvement to sales. Production shifted to Nanjing, China after collapse of MG Rover in UK, restarted in 2007.

Rover 75 V8

Rover 75 V8. 2004–5 (prod. 883 incl. MG ZT 260). 4-door saloon, 4-door LWB saloon. F/R, 4601 cm³ (V8 SOHC). Short-lived Ford V8-powered version of 75, with platform re-engineered by Prodrive and Rover to rear-wheel drive. Front grille, supposedly inspired by Rover P5B, controversial at the time, accused of copying Audi, and designer’s name not released by MG Rover. No direct predecessor—last hairy Rover V8 was SD1 Vitesse in 1980s. Good performance but car seemed heavy; interior and insulation kept English club-lounge feel. Fuel economy in the high 10s, low 20s (mpg).

Roewe 750

Roewe 750. 2006 to date (prod. unknown). F/F, 1794 cm³ (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Rebodied Rover 75. SAIC acquired the rights to the model in 2005 and proceeded to make its own version on the long-wheelbase platform. British consultants Ricardo did restyle and update. However, SAIC was forced to create a new marque, Roewe, after Ford bought the Rover brand that they wanted; hence, Roewe logo has the same shape as old Rover Viking longship one. Two noses: small grille for lower-spec; large grille (à la last Rover 75 V8) for higher-spec. Not as well built as old 75 according to early reports, with less safety equipment than western markets expect.

MG 7

MG 7. 2007 to date (prod. 13,000 approx.). 4-door sedan, 4-door LWB sedan. F/F, 1794 cm³ (4 cyl. DOHC), 2497 cm³ (V6 DOHC). Chinese edition of MG ZT, offered with both Mk I and II grilles contemporaneously. Engines upgraded to comply with latest Euro IV legislation, and quality said to be better than those of the cars coming off Longbridge in 2005 thanks to new factory at Nanjing. Improved specification. No estate announced. Played heavily on MG’s heritage when launched.

Promising news from the MG and Roewe fronts: Nanjing Automobile Corp. says it is open to cooperation with SAIC, the failed MG Rover bidder. This only makes sense for R&D, especially the important mid-sized car platform that SAIC has gone on to refine with the help of Ricardo 2010. Check—another piece of advice adopted by the good folks at NAC.
   NAC was wise to point out, too, that this has nothing to do with selling any stake in MG—and was right to do so.

It’s interesting to get the Communist Party’s official news on the NAC MG Longbridge ceremony in the People’s Daily, which includes claims of NAC’s popularity in Europe (false; it is MG’s) and the highest honour being given to the MG 7 (née MG ZT) at Auto Shanghai, the Shanghai Motor Show (probably true, but so far I have not seen this reported in western media). The criticisms have been removed (e.g. whether 130 was too small a workforce and union demands for an increase, and the age of the MG TF design shown). On the whole, however, I believe the Longbridge ceremony to be good news, so this article doesn’t really rub me too badly.

[Cross-posted] For those concerned about the quality of Chinese MGs, this quotation from the Murdoch Press should be a relief:

The [Longbridge] factory start-up was scheduled for next month, but preproduction models have not met the standard NAC has set. Now the best estimate is for the TF assembly line to be in full operation in the autumn, with the first cars available to customers at the turn of the year.

   What I take from this is: the new MGs will be of better quality than what was coming off the lines at Longbridge before the old MG Rover collapsed. Which is a relief, as according to my regular mechanic who gets his share of English cars, what was being built was rather below par.