Front end manages to achieve a quality appearace despite the lack of chrome grille.

Buying an MG RV8 Launching the MG RV8 Rover proudly announced that this new two seater MG signified the return of the marque. Despite the performance MG saloons of the 1980s with their commendable acceleration and crisp handling, the RV8 was indeed the revival of MG in its more familiar role as a maker of quality sports cars. There was no doubt that the RV8 was something rather special, being much more luxurious and more expensive than its predecessors but at heart it remained a proper MG. If Rover needed a marketing exercise to be convinced that the name MG still had an appeal for the sports car buying public then the RV8 was an excellent vehicle to prove the point.

New curves are neatly intergrated into the farmiliar roadster body.

Interior
The dash board, centre console and door cappings are faced in Elm Burr Wood veneer, which in combination with the leather trim provides a very luxurious hand-crafted interior. Sumptuous leather seats trimmed in a ruched or gathered style dominate the cockpit and are as comfortable to sit in as the are attractive to look at. Leather also features strongly throughout the interior trim, on the door panels and pulls, console and dashboard surrounds, as well as the gear lever and handbrake gaiter. With all this leather and wood in combination with the thick pile carpet, the cockpit has all the attributes of a top of the range quality sports car.

Luxury trim in magnolia Connolly hide is complemented by elm burr dash and door capping.

Driver comfort Some taller drivers have complained that the thickly padded seats and high level of trim has reduced the interior space and when driving the RV8 the top of their head is thrust up are above the windscreen into the air-stream which makes the car unpleasant to drive. This was not a problem for me, although I am only average height, in fact I found the driving position perfect and the seat was not fully back. The seating position was comfortable and very supportive with acres of leg room familiar to all MGB drivers. The car is good ergonomically with all the main controls within easy reach. The handbrake is slightly intrusive as the handle is inclined towards the driver. This has been done to make it easier to grasp the handle by moving it away from the thickly padded console. There is a full array of instruments in simple black with white figures which are all easy to read, curiously the fuel gauge is marked only in 1/4 measures, showing 2/4 full instead of 1/2 full.

 
Rounded lines of front and rear bumpers blend well into sill section.

Steering
The thick rimmed leather steering wheel matches the feel and handling of the car perfectly. Steering is heavy when parking but on the move it is light and direct. The steering wheel is particularly well shaped for a comfortable and confidence inspiring grip and features a very handsome enamel type red and white MG badge on the boss.

 
Dash features traditional white on black instruments. Leather rim steering wheel provides excellent grip. Main controls, lights and wipers are column mounted.

Weather equipment
The hood is in a high quality fabric with a large zip out rear window but without the side windows of the old style MGB hood. With the hood up the cabin is not claustrophobic and visibility is still good, even reversing the car is not difficult thanks the well placed and internally adjustable door mirrors. The hood fits very neatly and is simple to put up and can be folded down very smoothly. In closed form the RV8 is cosy and draught free, there is a certain amount of wind noise but overall it seems much quieter than an MGB with its hood erect.

With the hood folded down, all round visibility is excellent. As with any other open car the cockpit is exposed to buffeting from the breeze but when the side windows are wound up they offer some protection from side winds. There are sunvisors fitted to the windscreen frame as standard but at high speed I noticed that if they are folded up above the windshield they flap violently in the slipstream.

Luggage space The boot is carpeted but much of the available space is taken up by the spare wheel. The remaining space will take a few squashy bags but suitcases are unlikely to fit. Fitting a chrome luggage rack is a possibility but it would seem inappropriate on car with this kind of pedigree.

Boot space largely occupied by full size 6J rim spare wheel.

Driving impressions
The RV8 impresses from the moment the engine fires up with its deep purposeful rumble. The electronic management of the engine sets the revs at a high tick-over initially but the RV8 responds instantly from cold and quickly settles down. As you move away the surge of power from this car makes itself very apparent and it is clear that the RV8 is going to be extremely quick off the mark. Gear ratios on the five speed box are well spaced and the car sweeps forward as each change is made and the throttle pressed. The only limiting factor with the RV8 is the rapid way the car eats up all the available road ahead . To drive this car fast demands the full concentration of the pilot as well as skill and courage. The official performance figures quoted 0 to 60 in 5.9 seconds with a top speed of 135 mph which the car seems eminently capable of. Despite all its pulling power the RV8 can also be very docile and if driven gently behaves like a smooth luxury limousine. The incredibly powerful V8 engine pulls very willingly in any gear, so much so, that you can almost drive it as an automatic. However the clutch has a long travel and requires strong leg muscles, this is 9 particularly apparent when trying to engage reverse.

Using the power
The high performance of the RV8 takes a little acclimatisation especially if you are more used to an MGB but once you settle down and learn to resist storming away in every gear, you discover that the RV8 can be driven in a docile and civilised manner. Pulling away from standstill at a T junction you notice that despite its brute power the RV8 is not inclined to spin its rear wheels, it is fitted with a Quaife bias differential which constantly re-distributes torque to the rear wheel with the most traction, this system ensures a smooth take off.

Ride and comfort Underway on a good road surface the car rides comfortably and smoothly. The steering has exactly the right weight and feel, the chunky 14″ leather-rim steering wheel is pleasant to grip and the car steers straight and true without being thrown off line by undulations in the road surface. However, the RV8 does tend to crash and thump over poor roads but this is not out of keeping in a car of this classic character. On rough surfaces the only rattle from the body was the hood frame jiggling about in its folded back position but I’m sure that taking the trouble to fit the tonneau cover would have cured this.

Engine bay accomodates 3.9 litre V8 with very little room to spare.

Cat alloy 15 x 6J wheels with security centre cap released by Allen Key.

Contemporary road tests Some road testers complained about the RV8. They didn’t like the steering, seating position or the road holding. I can only report that for me, the performance is shattering, the seating position ideal and the road holding excellent, providing you remember how much power the car has and treat it with the respect it deserves.

Buying an RV8
A limited production run of only 2,000 cars and a huge export order to Japan means that the RV8 is a very rare sight in the ‘for sale’ columns of motoring magazines even “Enjoying MG.” Scarcity has its price and the RV8 does not appear to have suffered much depreciation since its launch in 1992. When new the RV8 cost £26,500 and the lowest price I has seen one advertised was at £18,500 but this was a well travelled with a high mileage. RV8s are usually priced between £20,000 and £25,000 depending on condition, recently one was advertised in the . A low mileage example was Most RV8s were bought as a car to keep and have been cherished by their owners.
 
Handsome rear view enhanced by tail lights that give a hint of Bentley Continental styling.

Richard Ladds

Specification
Engine: Rover V8
Capacity: 3,950 cc
No of cylinders: 8 in 90 degree vee formation
Bore: 94mm
Stroke: 71.12mm
Compression ratio: 9.32:1
Valve gear: Single camshaft 2 valves per cylinder
Fuel system: Lucas multi-point
Max Power: 190 ps @ 4,750 rpm
Max Torque: 318 mm @ 3,200 rpm
Performance: 0-60 mph 5.9 secs
Max Speed: 135 mph
Transmission: Rover LT77, 5 speed manual gearbox
Suspension: front; Independent, double wishbone, coil springs and telescopic dampers with anti-roll bar rear; Live axle with twin taper leaf half elliptic springs and telescopic dampers. Twin lower torque control arms with anti-roll bar
Steering: Rack and pinion
Brakes: front 270mm ventilated discs. Rear ; 9″ drums with servo assistance
Wheels: cast spoke alloy
Rim width: 15″ x 6J
Tyres: 205/65 x VR15
Fuel Capacity: 51 litres
Fuel grade: Unleaded 95 RON
Weight: Gross weight 1280 kg
Dimensions: Wheelbase; 2330 mm
Length; 4010 mm
Track front; 1260mm. rear; 1330 mm
Height; 1320mm
Width; 1694 mm