MG’s hot hatchback has the potential for improvement, backed up with a variety of specialists, performance products and owners’ clubs.

Words & pictures: Rob Hawkins

MG’s badge engineered hot hatchbacks had been a success in the 1980s with the Maestro and Metro, but nothing was available throughout the 1990s, even though the market was active thanks to the Golf, Peugeot 205, Saxo and Escort. MG eventually pulled its socks up and adopted the Rover 200/25, launching the MG ZR in 2001. This was a huge success, right up to the when MG collapsed in 2005 (a facelifted Mk2 appeared in 2004).

Throughout its production life, the ZR was available as a three or five door hatchback (including the three door, two seater MG Express van), powered by a mixture of petrol and diesel engines. The entry level ZR105 used the highly capable 1.4-litre K-series twin cam engine, which produced a respectable 102 bhp, giving a 0-60mph time of 9.8 seconds with a top speed of 111mph. The ZR120 used the MGF’s 1.8-litre engine, producing 115bhp with an 8.6 seconds 0-60mph time and a top speed of 119mph. Top of the petrol engine ZRs was the 160 with the MGF’s VVC engine that gave 157bhp at the flywheel, a 7.4 seconds 0-60mph sprint time and a top speed of 131mph.

The MGC has become as sought after and almost as valuable as the infamous Austin-Healey, and consequently there is a selection of subtle updates and modifications available for the model.

Words & pictures: Rob Hawkins

The straight-six engined MGC seemed destined to have a promising career when it was launched in 1967 as a GT and roadster. Replacing the Austin-Healey and using the same 2912cc engine, the MGC offered over 50% more power than the smaller four-cylinder MGB (145bhp instead of the MGB’s 95bhp), resulting in a top speed of 120mph and a 0-60mph time of 10 seconds.

Externally, the MGC could be told apart from the MGB thanks to a huge bulge in the bonnet to help clear the radiator and SU carbs. Underneath, the engine bay and floorpan had been revised to accommodate the larger and heavier straight-six (it’s 209lb heavier than the lead weight B-series). The suspension was also updated with torsion bars and telescopic dampers at the front, but a traditional MGB set-up at the rear using leaf springs and lever arm dampers to control a live axle.

The pocket-rocket MG Metro and Turbo may be rare sights nowadays, but thanks to the Mini market, there’s lots of potential for improving them.

Words & pictures: Rob Hawkins

When the Mini-Metro was introduced in 1980, it seemed destined to replace the Mini that had lasted for over 21 years. However, the Metro had its work cut out with the reputation of the Cooper S to live up to. That job fell to the MG Metro, which British Leyland launched in 1982. Its credentials were impressive with the Mini’s 1275cc A-series tuned to 72bhp thanks to cylinder head work and an uprated camshaft, resulting in a 0-60mph sprint time of 10.1 seconds and a top speed of 105mph. Then in 1983, MG played its trump card for the Metro, fitting a turbo to a modified 1275cc A-series to boost the power output to 93bhp, resulting in a top speed of 115mph and a 0-60mph time of 8.9 seconds. And although it is outside the scope of this feature, don’t forget the MG Metro’s crowning achievement –  the 3.0-litre V6 mid-engined rally car, the 6R4, which was first announced in 1984 and throughout the latter half of the 1980s competed in events such as the RAC, Monte Carlo and Lakes rallies with world class drivers behind the wheel.

The MGA can be modified and updated with anything from a wood-rimmed steering wheel to a five-speed gearbox and Honda VTEC engine.
Words & pictures: Rob Hawkins

The MGA first appeared in 1955 when three prototypes raced at Le Mans and a 1500 roadster was launched with a B-series OHV engine and drum brakes all round, followed by a coupé in 1956. The sought after twin cam engine first appeared in 1958, along with an uprated chassis and disc brakes all round. Total sales of the MGA range almost reached 60,000 by 1959 before a larger 1588cc B-series engine was introduced. A revised 1600 MkII version appeared in 1961 with a still larger 1622cc engine, but sales were slowing down, despite a B-series engined Deluxe model with better standards of trim, brakes and chassis spec (taken from the Twin Cam). MG axed the entire model line-up in 1962 after sales had totalled 101,081; many were exported to the USA and examples can still be found in South Africa and Australia (down under, the car was built from a kit supplied by MG at Abingdon).