MG ZT-T Driving Impressions

Driving Impressions When MG Rover offered us the use an MG ZT-Tpress demonstrator we decided to take it to a nearby test track. We wanted the opportunity to drive the car under more extreme conditions than the usual cut and thrust of everyday motoring. For this test we had Roger Parker and Jonathan Kimber who both have considerable driving experience to take the wheel and give their impressions. To assess the ZT-T’s handling we took the car to Bedford Autodrome. This facility offers four different circuits that can be used separately or linked together to form a much larger track and is operated by Palmer Sport – the brainchild of Formula 1 star Jonathan Palmer.

Driving impressions of Roger Parker

Technical adviser with the MG Owner’s Club

	The ZT-T is perhaps an unfortunate choice of name for what is a very elegant car. It is certainly not a ‘boil’ or ‘ZiTT’ on MG Rover’s face! To my eyes the lines are even better than the saloon and there is also the benefit of having a considerable increase in load space. Although this extra load space doesn’t take it to Volvo 200/700 levels, the ZT-T seems to be the better all rounder than the ZT saloon, which certainly does follow Volvo tradition. Equipment levels in the car are commendably high and one particularly useful feature is the separate opening rear glass section in the tailgate. A simple addition that really does provide extra convenience and something you don’t appreciate fully until you experience it on a day to day basis.
	At the July 2001 press launch of the new MG saloons only a display ZT-T was present. As good as the ZT was, I was not completely happy with two aspects of the car that I mentioned at the time, its over sensitive throttle and the noise from the rear tyres. Since that time I have driving experience of a brand new ZT-T, with just a few miles, and in the last week another demonstrator. Both have displayed a couple of very interesting dynamic differences compared to those first ZT test saloons. In particular the rear tyre noise is now almost completely absent on the ZT-T and even the ride seems improved although the suspension itself feels much more taught on the ZT-T, no doubt relating to a 10.3% increase in the rear spring rates.
	Driving the ZT-T brings this taught feeling to the fore and the relatively heavy car inspires complete competence on the road. The lack of any discernable body twisting or the booming often associated with estate cars and hatchbacks when the rear seats are lowered is something that is worth mentioning here. Performance also feels as brisk as the saloon, which means it is an impressively quick car. Not a very fast car in outright terms, but one that is well able to use all of its available performance in the give and take UK’s crowded roads and return quick A to B times.
	The measure of the ZT-T’s outright performance was exploited with a session at the Bedford Autodrome, where on one of the longer circuits a ‘pedal to metal’ approach without fear of flashes from behind could be adopted. This period enabled the fine reserves of the chassis to be explored and it showed how good it is for a large car. I described the chassis work done on the ZT saloon as a way to make the ZT feel like a ZR, and this comment is still valid with the ZT-T. The extra weight does show though when you carry too much speed into a corner, the car understeering with rapid scrubbing off the excess speed. This more apparent when trying the car four up, although it wasn’t hampered as much as many other similar cars with full passenger loads.
	Traction is another positive point and whilst it is quite simple to spin the inside front wheel during spirited cornering, the ZTT doesn’t suffer from any discernable torque steer, something that similarly powered Rovers from the past have displayed. The brakes also coped admirably with the punishment, suffering just a slightly longer pedal travel for the period they were under duress, returning to normal before the car was back on the public road.
	One thing carried over from the ZT saloons, and the ZS 180 incidentally, is an over sensitive throttle control. The problem is most noticeable when the engine is cold and when you are in traffic conditions where the car is in second or third gear, using a very light throttle and engine revs between 1500 and 2500rpm. Whilst holding a steady throttle the engine can be felt to surge on and off which is most frustrating when trying to maintain a smooth rate of progress. It eases when the engine is at normal working temperature, but this small point creates a noticeable glitch. I have seen this problem investigated via Dealer diagnostics on two cars with the V6 but neither showed any fault, or out of phase operation with any part of the engine management system. Therefore I have to presume this is an unpleasant characteristic and I would like to see MG Rover strive to eliminate the problem. The ZT was an impressive package in saloon form. In ZT-T format the attributes of the saloon have been both retained and enhanced. It is a fine ‘day to day’ sporting package with greater practicality than the saloon. It is clear that the chassis is far from overpowered with the 190PS KV6, which bodes very well for the first V8 version due later this year, which I am specifically looking forward to.

  Enter hairpin left the MG ZT-T. From my own perspective the need to tow an MGB race car and also carry three border collies in the back, means that an estate car is my obvious choice. I currently drive a VW Passat estate, but mine is diesel powered example so a direct performance comparison is not appropriate, although I do feel that a practical comparison is still possible. Overall the ZT-T is longer than the VW but has very similar dimensions on the outside. The appearance of the ZT-T is very pleasing giving the car both an aggressive stance at the front while curving rearwards into smoothly rounded, albeit slightly plain, rump.

Behind the wheel the ZT-T feels smaller than its exterior dimensions would suggest. I liked the way the car feels quite nimble and not as if you are driving a something that is one size down from a bus. Instruments are laid out nicely in front of you, and generally the switchgear works well ergonomically, although I did find the control for the rear screen wiper and washer rather awkward to operate, while the centre console switches give a reassuring ‘beep’ when either turned on or off.

There is adequate room for four large adults and the ride, while firm, does not jar the spine. The luggage area, for the size of the car, is smaller than I would have expected and when compared to my Passat the available rear load space is slightly disappointing; the dogs will just have to keep their heads down. However, not everyone needs to move dogs about and for most purposes the rear deck still provides plenty of room. The ZT-T has some lovely little touches, such as the spare wheel cover having a gas strut and courtesy light to help you in the event of a puncture. There are options for a full size spare, a space saver or puncture repair fluid and compressor, so a puncture could mean one of three operations. There are neat little hooks mounted at the side of the load bay that gently spring out to hold your shopping bags. Better than have your shopping slide from one side of the boot to the other as you deftly negotiate the series of roundabouts on your way back from the supermarket. Incorporated within the load cover, that covers the open boot area, you will also find a restraining net to stop those large, heavy loads joining you in the front of the car under hard braking. With the rear seats folded the load cover neatly clips in to the back of the seats, now forming part of the extended boot floor, and can be erected to allow you to carry longer loads and still have them restrained.

Two features which, initially seem a bit pointless, but with use you learn to appreciate were the headlights that stayed on after you have switched off the ignition and locked the car up. This feature allows you enough time to locate the house keys and open your front door in the light rather than scratch around in the dark. Another nice feature is the rear tailgate glass that can be opened independently of the whole tailgate. This is useful when you only have a couple of bags of shopping to drop in or when the dogs are inside. With a rear guard in place, you can still have some fresh air in the back by opening just the glass hatch when you do not want the whole tailgate up.

The opportunity to use the Palmer Sport facility allowed us to drive car to limits that are not achievable on a public road. For a road car the ZT-T performed extremely well. The car was safe, secure and predictable. The smooth quad cam V6 delivered its power seamlessly right up to its rev limit of 6750 rpm. There is plenty of torque reducing the need for gear changes (although on the road it did have an annoying habit of slightly surging on light throttle that I would suggest was an engine management hiccup). If put into a corner too quickly the car would scrub the speed off in a large dose of understeer which in a road situation is a safer bet that wild oversteer. Only in extreme lift off situations would the car give any indication of the rear stepping out of line.

Summing up, the ZT-T has the potential to be all things to all men with comfort, handling and a good turn of speed from the silky V6. However that is not to say the car is perfect. From a my own point of view the rear wiper operation, the load carrying capacity for size of car and the potential fuel use, would be possible points against a purchase. Although the ZT-T’s excellent V6 engine and the fun to drive factor go a very long way to negating these factors.

Our thanks go the MG Rover for the test car and also to Palmer Sport at Bedford Autodrome for use of their track facility. Palmer Sport offer corporate and track days so if you would like to experience circuit driving in a safe environment give then a call on what they can offer you on 01403 733999.

MG ZT-T is available in four models with 160Ps and 190Ps versions of the 2.5-litre KV6 quad-cam alloy engine, with good performance and high levels of equipment and specification with prices ranging between £19,545 and £22,045.

The ZT-T features a stylish tailgate with separately hinged opening rear window. The tailgate incorporates a warning triangle compartment and rear wash wipe. Inside there is full practicality with 60/40 split folding rear seats with a load through facility, luggage hooks, lashing points and an under floor stowage compartment.

The MG ZT-T’+’ models follow the specification of the MG ZT’+’ saloon models with standard specification including ATC air conditioning, rear electric windows and CD auto-changer. The MG ZT-T ‘+’ models have a load restraint ‘integral net cassette system’ in lieu of the saloon’s rear spoiler.

Both models have a D classification tax band.