Test drive MGF and Toyota MR2: with the engine in the middle

Driven by the success of the Mazda MX-5, MG and Toyota, meet the new roadsters

With a centrally located engine and room for two, the MGF and Toyota MR2 are the perfect companions if we want to welcome spring with spirited riding. But who is better in the corners?

Motorsport has played an important role in the history of MG and Toyota. Since 1923, Morris Garages has been unambiguously associated with sports cars and roadsters. At Toyota, this connection began in the early 80s with the success of rally sports, and then continued in Formula 1. An example of this sporting ambition is quite cheap on the secondary market for the MGF and Toyota MR2 roadsters that are sold today. in his prime years as a candidate for classics.

Started in 1989 with the Mazda MX-5, the roadster boom caught the Rover Group completely unprepared - after the suspension of the hugely successful MGB, the MG brand became an emblem on the sporty versions of the Austin Rover Group. However, the British did not miss their chance and launched a new development. As a temporary solution, the MG RV1992 hit the market in '8. It is closely related to the MGB and is powered by a four-litre V8. Until 1995, only 2000 copies were produced. Far from enough, voices demanding a new roadster are getting louder.

Hydragas and central engine

And those voices were heard - in 1995, the Rover Group introduced the MGF - the first completely new development since 1962. The focus is on agility on the road – the first mid-engined production MG has a balanced weight distribution thanks to the transverse front end. axial four-cylinder engine with prerequisites for sporty handling. Added to this is the Hydragas suspension, which has replaced Austin Allegro springs and dampers since 1973. Shock absorbers filled with nitrogen and liquid help the car stand well on the road.

With its first mid-engined model, the MR2 (factory name W1), Toyota achieved market success long before the MX-5 and MGF. The car has delighted its drivers since 1984 – weighing less than 1000 kg, a tight chassis with MacPherson struts front and rear, and a Corolla four-cylinder engine with two overhead camshafts producing from 116 to 145 hp. turn the first MR2 into an iconic car.

In 1989, Toyota designers reinterpreted the MR2 theme in a new way - the second generation grew by 200 mm to 4170 mm, the wheelbase stretched by 80 mm, reaching 2400 millimeters. And with a 400kg rear end instead of agility and sporty temperament, the new MR2 demonstrates more of the qualities of a GT model for long trips, as emphasized by four-cylinder engines with 12 power levels from 133 to 245 hp. However, the number of sales is rapidly declining - even the suspension of production of the model range is being discussed. Again, a completely new course is needed for success. Instead of a coupe or targa, the W1999 appeared in 3 with a textile guru. And year-round drivers were delighted with the sliding hardtop.

Fight for your lost reputation

The fact that Toyota chose not to invest heavily in the W3 is evident from the range of engines, or rather, its absence. There is only one 1,8-liter four-cylinder engine with 140 hp. And then the biggest disaster happened - the power plants known from Corolla and Celica began to fail en masse. This phenomenon became known as the "short block problem". This starts with increased oil consumption and loss of power and often results in severe engine damage. Experts point to defective or too small piston rings as the cause. However, Toyota showed very good responsiveness and replaced the entire cylinder block of damaged engines.

And with an MGF Rover engine, damage is not uncommon. The reasons for this are the small size of the cylinder head gasket, the poor quality of the material of the cylinder liners, as well as thermal problems during prolonged driving at the maximum speed limit. Engine damage hurts the reputation of roadsters, but not their popularity. The reason is simple - they drive fantastic. 120 hp MGF base engine impresses with good dynamic characteristics. If there is variable valve timing, you have 25 hp. More. We are currently riding one of the 1430 MGF Trophy 160 hp produced.

Roadster at the same level

In fact, the surcharge for additional power is practically not worth it - the torque of 174 Nm is identical to that of the 145 hp engine, the dynamic characteristics are slightly different. In a direct comparison of the MR2 with 140 hp. does not allow a feeling of lack of strength; its engine, also equipped with variable valve timing, is perceived as more powerful up to 3000 rpm. And above them, it sort of reluctantly picks up speed - up to 6500 rpm, and, despite its sports muffler, still sounds like a Corolla.

MGF has a more sporty character. True, he needs more revs to really wake up, but then he continues his way to the red zone with more desire and charms you with more angry intonations. What the MR2 and MGF have in common is inaccurate shifting, a relatively common occurrence in mid-engined vehicles. As turning radii shrink, Toyota's successful tuning becomes evident. The precise steering system hits the target with millimeter precision, the chassis, despite its tightness, retains a certain residual comfort - in addition, one can feel the advantage of a lower weight of 115 kilograms. In fact, one would expect more impressive performance from the MGF, which is more technically advanced and includes Hydragas suspension and electric power steering. However, the electric power steering settings aren't entirely successful - up to 80 km/h the steering has an artificial feel, but above that speed its responses become pleasantly direct.

The MGF chassis demonstrates the sensitivity of the Hydragas system, in which the spring and damper elements, nitrogen and damping fluid, are separated by a membrane. When loaded, the liquid flows through the valves into the gas-filled spheres, which makes the suspension more durable. The Hydragas elements on each side form a single unit - if the front wheel is raised, the pressure is transferred to the rear element through the connecting pipe, so the system becomes "predictable".

Compared to Citroen's hydropneumatic suspension, the Hydragas system is simpler and works without a pressure pump. When properly configured, MG's technical solution is convincing, but requires regular system monitoring and maintenance. The Trophy 160 special edition chassis is lowered by 20mm, proving that stiffness is not to be equated with good handling. Does this mean that the Toyota model is the best car for long-distance travel? No! Because this is where MGF's strong trump card comes into play - its suitability for everyday life and its surprisingly generous location.

Door pockets for small items

In this regard, Toyota deserves a maximum of one sympathy point - and that's for their trendy brochure dedicated to a whole section of places for small things. There are even references to door pockets and a glove compartment (“Small trunk on the instrument panel with a lid”) - along with a trunk under the front cover with a total volume of 31 liters. There's another 60 liters waiting for you behind the seats, and the bumpy plastic cover above them can still be blocked.

This is not the case with the MGF, with a well-used 210-liter luggage compartment behind the engine. Another 60 liters is added under the bonnet, provided you move the Tire Fit tire repair system behind the driver's seat.

So if you plan on using your roadster for vacation travel, the MGF is the more suitable vehicle for you. If you are looking for a nimble and fast car for fun, you will find your happiness with the Toyota MR2. As for practical qualities, there is simply no place for it in models with a central engine.

Conclusion

Editor Kai Clouder: Both center-engined roadsters are to be sold by prescription as a mood cure. While not true sports cars, they can move dynamically and remain predictable up to relatively high speeds. The price-performance ratio is excellent; from 2500 euros and more in Germany there are well-kept MR2 and MGF. Buy!

Text: Kai Clouder

Photo: Rosen Gargolov

technical details

MGF Trophy 160 SE (RD), manufactured. 2001 year	Toyota MR2 (ZZW30), proizv. 2001
Working volume	1796 cc	1794 cc
Power	160 k.s. (118 kW) at 6900 rpm	140 k.s. (103kW) at 6400 rpm
Maximum torque	174 Nm at 4500 rpm	170 Nm at 4400 rpm
Acceleration 0-100 km / h	7,6 with	7,9 with
Braking distances at a speed of 100 km / h	no data	no data
full speed	222 km / h	210 km / h
Average consumption fuel in the test	8–11 l / 100 km	7,5–10 l / 100 km
Base Price	€ 2500 (in Germany, comp. 2)	€ 2500 (in Germany, comp. 2)