Man Maths: MG TF

The difference, with regard to its dynamics, was as marked as Peter Steven’s improvements to the TF’s exterior styling. No longer did it resemble a used soap tablet: it was sharper, crisper and more cohesive from bow to stern.

Improvements to the gearchange and steering were instantly obvious. The change was shorter, sharper and more positive than the MGF’s, the steering more meaty and precise. In fairness to the MGF, it was one of the first European cars to be fitted with electric power steering, and many others would fall at this hurdle in its early days. But it was what happened when you rolled your wrists through a corner which became the TF’s hallelujah moment.

To some the TF’s coilover suspension was harsh, but not to me. Hunt for a seductive stretch of tarmac and the TF oozed the sort of fun and connection that had eluded its predecessor. Although interconnected Hydragas suspension had transformed the Rover Metro into a supermini star, in the MGF it felt stodgy and standoffish. This was not the reason it was replaced (it was the reduced economies of scale brought by the end of Rover 100 production) but its limitations had been obvious from the start. Not so the TF which, when in full apex-bothering mode, would scythe through bends and esses with genuine vigour and glee. If not quite ultimate Elise-esque virtuosity.

Where the MGF had been launched with a 118bhp, 1.8-litre and a 143bhp VVC (Variable Valve Control) versions of the K-series, the TF came as either a TF135 or TF160 (really 157bhp). Masochists could specify the CVT TF Stepspeed with 120bhp, and later came the 1.6-litre, entry-level TF115. But when being pushed around by the 157bhp VVC, the TF was certainly a spirited dance partner which put an easy smile on my face.

The end of the TF was as drawn out and frustrating as had been the realisation of a new MG sports car in the first place. Built under MG Rover, the TF underwent changes in 2005 (including softer suspension and a glass rear window) and a temporary death when its parent collapsed in early April 2005. After the choice parts of MG Rover had been bought by Nanjing Automotive, the TF rose again in 2008 and was built until 2011. Thus endeth production of the last MG sports car designed entirely in Britain.

Today TFs can still be snapped up for bargain prices. Yes, there is the K-series head gasket issue, so look for a car fitted with an uprated head gasket and the water-pump replaced. You should also check the efficacy of the remote (front) mounted radiator and hoses. Also make sure this convertible does not leak and examine the body and both of its subframes for rust, which can hold water and lead to grave structural headaches. Whilst you’re under there also examine the engine carrier and the front box sections. It’s also worth ensuring that the alternator is charging, because replacing one can test your patience and your knuckles’ integrity.

In terms of Man Maths, the most desirable models are the TF160s with the post 2005 changes and the 2008-2011 Chinese-built cars. These latter cars are the most ‘expensive’ with low-mileage examples costing around £8000. But there is plenty of choice in the £3500 to £5000 bracket or even the sub £2000 market for the truly courageous. In fact, there are some who advertise very low-mileage cars with a POA ‘price’, which suggests there is a growing number who appreciate this hitherto largely overlooked MG. I’m not saying they’ll ever be worth a fortune, but for anyone interested in an affordable two seat sports car but find the whole MX-5-thing just a bit too obvious, a decent TF is both a capable and credible alternative.