First Drives MG ZT/ZT-T 260 V8
Roger Parker drives the new V8 powered ZT & ZT-T
The long awaited opportunity to drive the new ZT 260 V8 coincided with the first real storm of the winter last November, a development which caused me some concern. The storm was due to hit overnight and into the morning of the test day; our first opportunity to lay hands on both the ZT saloon and ZT-T Tourer versions of the 260 V8. However, on the day there was a short interlude whilst the eye of the depression passed overhead and allowed some driving acclimatisation before ‘interesting’ conclusions could be drawn once the horizontal rain returned. This certainly made taking the photographs somewhat problematic; in fact standing up was a challenge at one point.
What this poor weather demonstrated was an immediate confirmation of how well engineered the new 260 V8 models are, as none of this extreme weather caused either example any problem. In fact, talk in some quarters concerning the lack of electronic traction control was reaching levels where you would think the cars would be unsafe. What a load of twaddle, these cars effectively stick two fingers at such facile remarks and at other criticisms.
With strong crosswinds, very wet roads, carpets of leaves and mud in places, the standard of composure of the two test cars was quite superb. Most impressive in these conditions was the chassis balance and specifically the Dana Hydratrak differential with its fluid limited slip function and how well it glued both rear tyres to the road, whatever the surface was! This was really put into perspective when I left Longbridge after the test drive and found that my ZS180 was scrabbling for traction on the very same roads I had just driven the V8 along with no problems at all.
Roger Parker finally gets behind the wheel of the long awaited V8 |
 After setting off from Longbridge quite by chance we happened upon this gathering of entrants taking part in the Rally of the Tests. The classic Ford Mustang in the background makes an interesting link to the new V8 Mustang powered MGs |
First impressions
Earlier in the day at Longbridge the two cars, an XPower Grey saloon and a Le Mans Green Tourer, both to SE spec, stood out from all the other ZTs specifically because of their new 10 spoke ‘Apex’ wheels. There is little else apart from the rear V8 badge and twinned exhausts to differentiate the V8 from the other models, which in some respects is a shame as these are new cars and deserve to stand out in the crowd. This was also my first sight of the new wheels and they certainly add to the car’s status.
Inside the only thing that is obvious is the V8 badge below the centre air vents on the dash, and everything else will be quite familiar to the ZT owner. One change that immediately becomes obvious is the reduced footwell space because the new wider transmission tunnel has eaten into the area where you would normally rest your clutch foot. Now you have to move your foot under the pedal, not as awkward as it sounds, but I fancy that some owners may fall into a trap of leaving their foot resting on the clutch, a recipe for more rapid clutch wear. Nevertheless, comfort during our period of tenure was not impinged by this change to the floor pan.
 Behind the distinctive ten spoke ‘Apex’ alloys, you can just make out the Bilstein telescopic shockers of the rear suspension |
 Customer cars will retain the Mustang logo on the engine plenum chamber |
MG in their release information said that the car’s controls were heavier and this may well be noticeable if you were to step out of a FWD ZT and into the V8 and back again. The difference was certainly not marked enough to attract my attention. What did attract attention was the clear muscularity in the feel of the drivetrain and how easily it coped with over 400Nm of torque and the 260Ps power delivered by the engine. In fact, there was no hiding in pre drive discussions of the intent for this chassis and transmission to easily accommodate significantly greater power and torque than mustered by the 260. This was reinforced with a section in the printed information discussing the strength of the engine that read; “The main bearings are cross bolted, giving an extremely stiff and solid structure (the reserves of strength in this unit are such that it can be supercharged without requiring internal modification and the same block can even be safely used for a 6.7 litre version).” We have already had the conformation concerning the impending launch of a supercharged version to be marketed under the XPower brand, but the implied degree of untapped potential certainly does leave the door open for other things, and if nothing else sparks the imagination. Not that I am expecting a road going version of the 6 litre 225mph Bonneville record car though!
The ZT saloon seemed more suited the V8 treatment with just a dash more poise than the ZT- T
Anyway keeping my feet firmly on the ground and brain in road going trim brings me back to the 260 models. Looking in more detail at the layout and the way that the engine has been moved as far back as possible to the bulkhead is impressive. Rather than simply fit the engine into the available space, work has progressed to locate the engine and gearbox rearwards as much as possible to benefit weight distribution. In the FWD cars, this distribution is split 60% front and 40% rear, but with the 260, this is now 54% front and 46% rear. There is an increase in overall weight of circa 145kgs over the ZT 190, although 410Nm of torque with around 320Nm at just 1000rpm tends to rather negate any adverse effects that the extra weight has!
Only the small V8 and ZT 260 badges give away of the true nature of this beast
Firing up the V8
Start the engine (using the ignition key and not the big red starter button featured on the development XPower 385) and you are under no illusions what type of engine has just been roused. It has a typical slightly hard edged American V8 voice accompanied by the V8 beat, which is sanitised on so many other V8 engined cars today. The exhaust system has much to do with this, as there is a twinned system for almost the whole length of the car except for the area when it passes the differential. Here a large bore single pipe is used which aids packaging and provides the balance pipe function that benefits torque generation. Behind the differential it splits to feed the two twin tailpipe silencers, one on each side of the car. Interestingly these are the only silencers, there being a pair of catalysts just downstream of each exhaust manifold to aid quick heating and ‘light up’. (This is the term used to describe when the catalysts start to work as intended.) Of even more importance is the fact that apart from the cast manifolds the whole exhaust is made from stainless steel.
It is also worth mentioning the 260’s induction system, as here a very neat and efficient design is used to feed filtered air to the engine. The set up is described as a low loss system that doesn’t see any drop in engine performance. Having done much work in the area of air filters and how to improve the offerings often fitted to production cars it is interesting to note that this design is close to those that are regarded as the optimum in the performance world.
Driving the ZT and ZT-T 260
Driving these cars is certainly an experience, but perhaps not quite the one that some would expect. In my previous piece, I mentioned that I had expected performance of these cars to be somewhat laid back, and this is indeed how things are. This is a car which says more about the way it does things rather than what it does. They are quick, a quoted 0 to 60mph in 6.2 seconds for the ZT saloon, 6.3 for the ZT-T, and a limited top speed of 155mph confirms that. It is the fact that the enormous wave of torque and high overall gearing, nearly 30mph per 1000rpm in 5th gear, that paints the picture of lazy performance. The long gearing is shown further in the 4th gear figure of 21.7mph per 1000rpm, longer than the ZT 190’s 5th gear.
If there is one aspect of the transmission that attracts negative comment it is the gearbox. This too is from the Mustang although it has been given specific internal ratios to suit the ZT. Where it falls a touch short is in the gearchange quality with a slightly notchy feel and quite a long throw to the change, even though there is a specific MG remote change. This feel almost certainly comes from internal gearbox components, but being positive with the gearchange, and a few miles familiarity, overcomes these shortcomings. Then of course the torque is such that many gear changes become unnecessary.
The external view of the V8 models may be visually little different to the ZT 190 and other ZT models, but the difference in character could not be more different. It is rather like reading the menu of an elegant restaurant, where the V6 models can be compared to a smooth and elegant trout, whilst the V8 is a thick medium rare rump steak, both equally palatable, but some will prefer one over the other.
On the move the V8 never lets you forget that a ‘bent eight’ is the motive power, but this doesn’t mean that it is intrusive. It cruises smoothly and quietly with the subdued thrum of the V8, which starts to throb only when the throttle is opened and performance demanded. This is the sort of car that as you drive the throttle action becomes interfaced with your head, the wider the throttle the wider the smile!
 Wide V8 fills the entire engine bay |
 V8 underbody showing front subframe. Note the exhaust is not complete at this stage |
Handling so much power has been a significant hurdle to overcome and help has been commissioned from two well-known names from the tuning world. Eibach provide the springs and Bilstein the dampers. The combination of the well-proven track record of these companies and the MG Rover engineers’ skills has created a superb balance. The ride is not as soft as the current standard spec ZT suspension, but it feels less jiggly than the original 2001 spec (now available as the Sport Spec) and is perhaps best described as on the firm side of comfortable.
 V8 rear suspension from underneath |
 V8 engine ready for installation |
Braking is improved although only the rear sees specification change, with a new AP Racing 332mm diameter vented disc clamped by a twin piston, rather than sliding caliper. The front uses the same 325mm vented discs from the 190 models, although moving the steering rack to in front of the front axle line means that the calipers have to move to the opposite side of the disc. ABS and EBD are standard and in use the brakes inspire confidence.
From front wheel drive to rear wheel drive
Converting from transverse engine/gearbox front wheel drive to an in line engine/box rear wheel drive was a mammoth task, made even more so by the demands to accommodate so much power and torque, now and in the future. The fact is that there was no other way that would be capable of accommodating such big power. The complexity of this inevitably means that there will be some compromises along the way and the reduced space in the front footwells has been mentioned. Another is the fuel tank capacity that has to remain at the original 65 litres, as there is no space to fit a larger one. The V8 is somewhat thirstier than any other engine in the ZT range with a combined average of 21.7mpg. On paper that gives a reasonable range of 300 miles between fills, but few would risk running the tank so dry. In reality most will not let the tank drop below a reserve of a couple of gallons, which will be between empty and a quarter full on the gauge. This makes the real range around 260 to 270 miles, less when used around town or with a lead foot.
Conclusion
Overall there is a certain purity about the ZT 260 in having the rear wheels driving and the front wheel steering, quite uncommon in modern cars which are so biased to FWD. It is an inspiring car to drive and well worthy of the Octagon. Thirty years ago when MG first placed the Rover V8 into the MGB it turned a good car into a great one. Interestingly also was little different visually to the then current MGB GT. Today, MG Rover has repeated that history and the result genuinely deserves to be a success. Personally, I remain in the queue.
Roger Parker
 Not even a v8 grille badge to give the game away |
 The only interior sign is this tiny dash mounted badge |
 The only exterior markings are the 260 badge and a v8 on the other side of the number plate |
Editor’s Driving Impressions
Richard Ladds gets behind the wheel of the ZT and ZT-T 260 V8
After locating the button for the power seat adjustment, fitted as standard on SE models, I moved the seat forward and slightly raised the squab. Now I was ready for my intensely anticipated drive in the MG ZT 260. Disarmingly the exterior and interior of this latest MG are almost indistinguishable from the front wheel drive cars. But underneath the ZT’s now familiar skin is a completely different assembly of vital components, making this car not so much of a ‘wolf in sheep’s clothing’ more as a ‘wolf in off-the-peg tailoring’.
The 4.6 litre V8’s tickover is almost silent, but dab the throttle and you’ll get the first intoxicating growl from its Mustang engine. Anticipating a heavy clutch and brute power I moved away rather warily and was pleasantly surprised by a smooth and drama free take off. The gearbox is a trifle notchy and it took me a few attempts to balance the changes against the power take up, this is because the torque from this big V8 is considerable. However the technique is quickly mastered and progress thereafter becomes silky smooth.
The excellent light and responsive steering inspires confidence and instantly makes this big saloon feel like a compact sports GT. While the ride is indisputably firm, it is by no means uncomfortable and the car does not crash over bumps or road surface undulations.
Our test route took us out onto a good mixture of roads and surfaces, while outside the weather was stormy with strong winds and lashing rain, inside the 260 all was calm. We headed towards Worcester and finally reached a stretch of dual carriageway, where at last, I had a chance to give the 260 its head. Although, to really give this MG its head you would need the facilities of good racing circuit. On the public road the 260 has all the acceleration you could wish for combined with a remarkably competent chassis.
On the face of it, the idea of dropping such a big engine into a family saloon could have been a recipe for an overpowered, underdeveloped hot-rod that would only travel predictably in a straight-line. However, the MG ZT 260 is engineered brilliantly with an excellent chassis that is more than a match for the engine’s 410 Nm of torque.
Extra performance can be extracted from any engine by expert tuning but the characteristics of a souped-up power plant are always very different from a unit that is inherently powerful. The torque of the 4.6litre V8 engine is so phenomenal that you can drive it around all day in top gear like an automatic. However, the wonderful burble of the exhaust note ensures that you will want to keep on changing gear just to blip the throttle and listen to that exhaust note.
The 260 can be driven in a comfortably docile manner just rolling along with the traffic, in which case it is relaxing and smooth. Or you can put your foot down and watch the scenery suddenly go blurred as velocity carries you forward quickly enough to make the jump into hyperspace. No wheelspin, no loss of traction, the 260 just pulls and pulls. While it is relatively easy to build a car with a big powerful engine, the really clever part is to get that power transferred smoothly to the road surface. Here the 260 scores very highly and traction is the one of ZT’s strongest features. Equally impressive are its effective but sensitive brakes and their ability to rein-in all that abundant power, again without any drama.
It is hard to make claims about a car’s road holding or how it feels when really pressing hard without taking it to a test track but on normal roads the ZT 260 is inspiring, the responsive handling makes you believe that you are a truly accomplished driver. You feel in complete control of the 260 as there seems to be no limit to the grip and it’s very difficult to make it break away, no matter how wet or greasy the road surface. No doubt if you revved the engine hard enough and suddenly dropped the clutch you could persuade the 260 to spin its rear wheels and burn rubber in the best ‘supercar on test’ tradition but I prefer to leave that sort of behaviour to overpaid TV presenters.
Speaking of pundits and motoring journalists, they will have a problem with this MG as their favourite game of ‘best in class’ will be difficult to apply, because it won’t quite fit into any existing category. It’s not a refined anodyne executive saloon in the Audi, BMW or Mercedes class, nor is it a dedicated high performance derivative such as a Subaru Impreza, although the 260 V8 can pass itself off in both groups. Above all it’s an MG, and an MG in the best tradition of the marque; with masses of torque and good performance but it is also safe and predictable with bags of character.
In the interest of balance I ought to say what I didn’t like about the 260 V8. I can live with the gear change but I’m not too keen on the gearlever knob. Described as leather and alloy it looks to be the same as on the rest of Z range and has a printed alloy insert on the top. In my view a car like the V8 deserves something a bit more distinctive, the neat round machined alloy style knob from the TF would look and feel far better.
Although not having any special external features makes the 260 a brilliant ‘Q’ car and adds to the fun of driving it, but it’s a bit on the bland side, perhaps a unique grille arrangement could be reserved for the V8. The grille mesh finished in satin black along the lines of the Bentley Mulsanne and set off by a discrete badge would greatly enhance the 260’s presence.
In the face of current motoring political correctness this new MG V8 has a rugged British quality (despite its American engine) and a defiant attitude. It simply does not care if anybody disapproves, the ZT 260 will just get on with the real business of being an absolute blast to drive. The starting price of £27,995 puts it among some distinguished company but this MG remains an almost unique proposition. After storming up steep hills, sweeping along dual carriageways and even crawling in heavy traffic, I enjoyed every minute with the ZT 260 and by the end of the test drive I was extremely reluctant to hand back the keys.
Richard Ladds