Mgf cars for sale in peterborough,marx radio train control overview,www.thomas the tank engine toys nz - Step 3

08.11.2013
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Unraced since a full bare-shell rebuild by marque specialist, Brown & Gammons in 2010, we believe this to be the best remaining Cup Car in the world.
Having spoken to the MG Car Club we are told that this car would be eligible for their MG Trophy Championship, Cockshoot Cup and Peter Best Insurance Challenge. Be kept up to date by Nigel Roebuck, Mark Hughes and Damien Smith as well as updates on the new archive.You can also gain access to exclusive web content on the Motor Sport website. The F-Word Published: 9th May 2011 - 0 Comments - Be the first, contribute now! Mechanically the big news was a clever CVT (constantly variable transmission) concept called Servotronic that also allowed manual changes when desired.
On the other hand outstanding fuel economy is always on the cards with some owners reporting almost 40mpg on a gentle run.
Okay so sports cars are designed to be hot stuff but sadly the MGF’s early reliability left many enthusiasts boiling – with rage! Rust shouldn’t be a major worry but the F can suffer around the sills, boot lid rear wings seam, subframe and trailing arm regions and the front suspension.
The suspension geometry needs careful setting up, ditto the Hydragas gas suspension system, which is a known leaker.
The K-Series’ biggest failing is head gaskets and the car naturally runs some 30 degrees hotter due to engine location.
K-Series engines should be sweet and sharp if in good order but hard use can make them noisy beasts, especially the camshafts. Still on head gaskets and overheating… take the car for a good hard run and watch the water gauge which should sit no higher than mid way. Once you’ve bought your F, splash out ?90 on a special low coolant warning light kit from specialists like Brown & Gammons (01462 490049), keep a regular eye on the pipeworks (especially the metal ones underneath the car), replace the antifreeze on time and all should bode well for the future. The variable valve timing system on the hotter VVC-unit has been known to call time due to a tensioner fault causing the belt to pop out. The MGF uses a curious but desirable and effective electric (rather than hydraulic) power steering system.
Don’t be too upset if the standard issue tonneau cover is missing; it’s a fi ddly affair to use anyway. BMW Z3 Based upon the old 3 Series Compact of the 1990s, the Z3 is an often overlooked modern classic yet it’s a very nice classical feeling tourer with good performance and refi nement.
Mazda MX-5 This is the car that’s shaking up the classic car world and overtaking the MGB, both on the road and off it. Toyota MR2 On paper this baby Ferrari has it all; mid engine layout, great styling and the usual top notch Toyota build quality. The MGF has a heck of a lot going for it – not least exceptional value when compared to an overpriced MGB or TR.
It was then retired from racing in the BTCC package and was instead used a limited amount at club level between 2003 and 2008.
So this MGF Cup car will appeal to a club racer, a racing-driver tutor or simply as an economical track-day weapon.


It was just about worth the wait though and the car is fast taking the place of the evergreen MGB in classic car circles, especially among younger enthusiasts.
Mayfl ower Vehicle Systems was created to manufacture the body, a company that in 1991 bought out Coventry based Motor Panels; an outfit that in turn had past links with the likes of Tickford and MG since the 1920s! A meaner, higher tuned Super Sports derivative boasting almost 200bhp was mooted at the time, but lack of funds kyboshed the idea. In its place came the similar-styled TF (a name dating back to the1950s roadster) with a new nose and – chiefl y – an entirely new chassis that did away with the Allegro underpinnings in favour of good old strings and shock absorbers. The best performing MGF is the 160bhp Trophy - the least enjoyable are the automatic CVTs, especially the sequential-shift Steptronic that was easily wrong-footed and sapped the 1.8’s power. Many early Fs suffered from poor handling and pulling to one side; some cars were even returned back to the factory for expert rectifi cation. According to leading MGF specialist Brown & Gammons (01462 490049) one of the car’s problems was caused by incorrect fi lling of the system at the factory, which led to wonky chassis alignment. It’s not a cheap repair but can bag you a bargain as a result – plus as the head has to come off you can tackle the head gasket as preventative maintenance. If the head is damaged a new one is usually needed, costing around ?300-400 depending upon other parts needed. The stylish optional hard top (which cost ?1000 new) turn up for around ?400-600 second-hand, or you can buy alternatives from Brown & Gammons costing from ?899-?1275, depending on colour and spec. This means that running an F shouldn’t pose any major worries and parts supply from China is also improving. A shameless copy of the original Lotus Elan but it’s a brilliant car and a true sportster that despite three generations on still remains true to its original blueprint. Along with the Triumph MR2, BMW Z3 and of course the Mazda MX-5, the F is the epitome of the modern classic sportster aimed for the younger classic car enthusiast who doesn‘t want to become a member of the flat cap brigade. They cost over £30,000 when purchased in kit form from MG Rover Sport and features included a dry sump VHPD K-series 190bhp engine, a seam welded shell, straight cut gearbox and LSD, Stack rev counter and bespoke suspension and drive train. And rightly so we reckon because thanks to its advanced mid-engined design, crisp K-Series engines and a civilised cockpit – it’s everything you could wish for in a modern MG without all the fl at cap hang ups. Now residing in China the TF has just started to resume production and we’ll be covering the TF more fully in a later issue.
Check the tyres for uneven wear and see that it steers straight and true – if not then probably the subframes are mal-aligned or damaged. B&G charges between ?65 85 for a tracking alignment and adjustment, which can transform the drive. In fact, the cooling system needs to be almost over serviced (replace any suspect, aged or blocked pipes) to keep it sweet and if you are unsure of the integrity of the head gasket (look for signs of recent work and fresh gasket edges), then have the unit professionally pressure-tested. Belt replacement is critical on all K-Series engines along with worn pulleys, including the water pump one. Early non-assisted cars (such as early 1.8is) should prove to be a few hundred quid cheaper to buy but will be harder to sell on. A replacement costs the best part of ?400 but you can renew the (zipped) Perspex rear screen for around ?160 if it is aged or cracked.
Special editions – common to the standard MGF and the VVC – worth owning are the Abingdon (comes in BRG with beige leather trim and hood, 16inch alloy wheels – 350 made), 75th Anniversary (also leather clad, launched in ‘99), Wedgwood Blue SE (unique alloys, chrome door handles, wire mesh grille, ash grey fascia, leather trim and CD player) plus the winged Freestyle. Fine build and strong durability mean it’s an easy car to own and keep plus there’s also a dedicated race series if you want to have some real fun.


One of the reasons is their tendency to rust (pre Mk3) but a good one represents excellent value for money. That said the MGF still has the something of a real MG about it, so you can enjoy the best of both worlds – so long as you get a good one. Stylish, precise handling, quick yet civilised and with prices so low, isn’t it time that you mentioned the F word without apologising for it? In standard tune it yielded 120bhp but in ingenious VVC form (Variable Valve Control) 145bhp was the order of the day, which enthusiasts will know is the same output as the old 3-litre MGC engine.
The flagship VVC now pumped out 160bhp, but sensibly MG also now offered a sweet and swift 111bhp 1.6-litre. Unlike the latest Toyota MR2, for a midengined sportster the MGF is extremely practical, being roomy and (save for a too high set steering column rake) comfortable.
However, if the suspension is leaking (quite common) and needs reconditioning and re-pressurising it can work out a lengthy and pricey exercise, so don’t dismiss the job lightly. Specialists usually charge a reasonable ?200-500 for the job, depending on whether a major service is also carried out at the same time. It’s generally a durable set up although if the sensors fail, it can be expensive to right. The MGF was a hit right from the start and used prices actually exceeded list values as waiting lists quickly grew to make the MG the UK’s top selling sports car.
But perhaps best thing of all for genuine fans of the Octagon badge is that the F looks and feels like a real MG should! This was despite the fact that the base 1.8i lacked power steering and anti-lock brakes, which was almost a given back then.
Mid engined and using a development of the Allegro’s novel but noteworthy Hydragas suspension system (also used on the Metro, incidentally) plus an electricallyoperated power steering option, the F was all home grown without a trace of Honda or BMW about it.
Power steering was standardised for 1998 cars, which also saw the infl ux of special editions such as Abingdon, SE and Freestyle (see What to Look For section for fuller details) while come 2000 a light revise freshened it up, boasting a more traditional wood-trimmed cockpit. The sensible money seems to start around ?2500-3000 for a private sale closer to ?4500 from the trade for last of the line examples.
Of the special editions only the Trophy 160 offered better performance, so don’t pay a premium for the others unless you particularly like the trim. With luck you’ll fi nd somebody who is still convinced you can no longer get parts for the cars, leaving you to take a bargain off their hands. Increase in engine power of around 180bhp for the 1.8 is available while there’s numerous suspension and brake upgrades available, either via the aftermarket or simply converting the car to Trophy spec, which for typical road use is a decent compromise. The car is very susceptible to chassis geometry errors and a proper alignment check and adjust by a specialist could reap rewards, plus also ensuring that the Hydragas ride height is to spec. Keep the engine as cool as possible by ensuring the system is okay and replacing any substandard parts, such as radiator (try an uprated type from the likes of Radtec), coolant pipes and hoses.



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