BUYING GUIDE
This affordable drop-top is as tempting as ever more than 20 years since it was launched. Ready to buy one? Then we’ve got you covered
The MGF is one of our favourite two-seaters, being cheap to buy and fun to drive. But it was ready for an update by 2002, which that came in the form of the TF; it looked broadly similar to its predecessor but featured revised styling, most notably at the front where it sported projector-type headlights. And while there was still a choice of K-Series engines – from a 112bhp 1.6 to a hotter 158bhp VVC – the key mechanical change was a swap from Hydragas suspension to conventional coil springs. A lower, stiffer set-up was offered and there was the option of uprated brakes with larger discs and four-piston AP calipers.
The TF was still brilliant to drive and a facelift for the 2005 MY brought with it a glass rear hood screen and softer suspension among several other changes. But upheaval was to come coming after MG Rover’s collapse and the swap to Chinese ownership; production didn’t re-start at Longbridge until summer 2008. Things kicked off with the specced LE500, with a cheaperer TF135 arriving a year later; a limited-edition 85th Anniversary was also well- introduced. Engines were re-developed K-Series units built in China (now called N- Series and Euro 4-compliant) but the rest of the mechanical package remained pretty much the same. Production ended in 2011 after more than 40,000 TFs had been built, but these affordable roadsters still have plenty of appeal more than a decade later. With prices so tempting – for now at least – it’s a great way to get set for the coming summer months.
WHAT TO LOOK FOR
Corrosion can be a major problem. Surface corrosion of the floors needs to be tackled sooner rather than later and there’s the potential for rust to attack the subframes (budget around £400 each for these) and suspension components, the latter most likely in the wishbones. All of this can be sorted, of course, but the cost of professional attention won’t make sense on a cheap example unless you’re doing the work yourself – you’d be better off looking for another, better car.
The five-speed manual gearbox isn’t known to be troublesome so just ensure that shifts feel slick and there are no whines or crunches. The mid-engine layout make clutch replacement fiddly so check for slippage. The ‘StepSpeed’ CVT transmission lacks the manual’s involvement but reliability is okay as long as the fluid is changed regularly (and the correct fluid is vital; get it from a reputable specialist) but whines or jerky shifts should set alarm bells ringing.
STEERING AND BRAKE CHECKS
The electrically-assisted steering was carried over from th
