MG Lovers

[sibi]

Ik denk da'k die van de blonde als ava heb.

[Lotuzzz]

de ZT 500
Ontwikkeld voor mee te rijden in de Belcar...en toen kwam het faillisement

In het magazine "Classic & Sportscar" stond die te koop, evenals die rode recordwagen (snelste break ter wereld ofzo?) en nog enkele andere one off's


Jammere zaak

[Gast]

In het magazine "Classic & Sportscar" stond die te koop, evenals die rode recordwagen (snelste break ter wereld ofzo?) en nog enkele andere one off's


Jammere zaak

die rode heeft indd een recordsnelheid gehaald voor snelste break. 225 mph op de zoutvlaktes in bonneville (oftewel 360 km/h) leuk om een veyron die niet met het sleuteltje gespeeld heeft even het vuur aan de schenen te leggen.
ie braakt 765 pk uit een 6 liter V8. atmosferisch dacht ik

die ZT is op de s&r veiling verkocht voor ongeveer 50.000€, een week later stond ie te koop voor 125.000€.
erg jammer allemaal
Een mens zou er haast depressief van worden.

gelukkig is er dit nog:

en dit

en nog meer van dat

[Lotuzzz]

Ow jawel


Stelt u voor dat dat ook Chineeskes worden

[Gast]

Jeremy Clarkson






When the announcement came through that TVR had been sold to a 12-year-old Russian boy, there was a sense in the land that Britain’s motor industry was no longer coughing up blood. It was dead.
But aren’t we forgetting something? Ooh, it’s on the tip of my tongue. I know there’s something . . . Why yes, of course. Rover! The still intact tailfin of the crashed airliner that is British Leyland.
Oh, it may been stripped of the Mini and Land Rover, and the rights to use names such as Riley and Wolseley, which BMW now owns. But it still has Longbridge. It still has thousands of employees. It is still a player.
But only by the skinny skin skin of its teeth. Sales are in freefall, with the number of Rovers sold this year down by 19% and the number of MGs down by 6%.
The problem is that the line-up of cars on sale is now even older than the people who buy them. The 45, for instance, was launched when Rameses III was on the throne and the MGTF is still painted with woad. And while MG Rover has so far spent £100m developing a new mid-range car, which looks rather good, that’s only one-tenth of what’s really needed these days.
The company already had one tie-up with the Indians to produce the truly ghastly and massively overpriced CityRover and now details are emerging of a new co-production deal with the Chinese. There’s even some speculation that the romantically handled Shanghai Automotive Industry Corporation (SAIC) might buy Rover, though God knows why.
As SAIC already has tie-ups with Volkswagen and General Motors, this would be a bit like Chelsea signing George Best. If the Chinese want British engineering skills, they could simply employ some British engineers. And if they want a base in the European Union, why buy Longbridge, which is in Birmingham and has a main road running through the middle of it? Why not simply build a brand new factory in, oh I don’t know, St Tropez?
Of course, I don’t own a short-sleeved shirt, or a set of golf clubs, or a freemason’s robe, or a blue British Airways loyalty card, and this means I don’t know anything about business. I’m here only to talk about the cars Rover makes, which brings me to the driver’s door of its latest offering: the MG Nutter Bastard Head-Butt Sister Shagger.
It’s a familiar looking door because it’s exactly the same as the one you’ll find on a Rover 75. In fact, apart from a bit of tweakery here and a bit of chicken wire there, it is pure 75 — a car named for the average age of the people who buy it.
Inside, it’s much the same story. You have that familiar and enormous steering wheel and a sense that you’ve somehow found yourself in a Harvester theme pub. It’s all mock-Tudor this and half-timbered that.
At this point you will probably climb out again and buy an Audi instead. But I urge you to persevere, because beneath the Radio 4 exterior beats a heavy metal heart in the shape of a 4.6 litre Ford Mustang V8.
With two valves per cylinder, it’s far from the most sophisticated engine in the world and nor is it the most powerful, nor the most economical. But Rover’s engineers have had it in the shed, and I must say it sounds and feels pretty good in a muted, throbby sort of way.
Think of it as the Merlin they used to put in P-51 fighters, an Anglo-American joint effort that is in no way as sophisticated as the creamy-smooth jets fitted to the German opposition, but a whole lot more charismatic and loveable nonetheless.
And now we get to the really good bit, because instead of sending its power to the front wheels, which would be a recipe for torque steer followed by some hedge trimming, the oomph is fed down a prop shaft to the back wheels. So there you are. Beneath the Frank Finlay exterior, you get what, in essence, is V8 muscle car with rear-wheel drive.
Rear-wheel drive matters. It matters so much that BMW is using it as the sole marketing thrust behind the new 1-series hatchback. The people at BMW know, unless they’re blind and mad, that this new car is horrid to behold and as practical as a curly ruler but that’s all okay because it’s rear-drive.
MG Rover has a similar philosophy. It didn’t bother changing the body, or the seats or the steering wheel on the 75. It spent every penny it had — all £4.50 of it — turning it into a rear-driver.
This is because in the far, extreme corners of the petrolhead’s domain, we all know that no car can be really good unless drive goes to the back. It is a given, the central pillar of all we hold dear. In a front-wheel-drive car, the front wheels have to do the steering and provide the propulsion, and this never quite works. Never. Even if you fit female front wheels that can multitask, there’s always the sense that both the power and the steering are being corrupted. It’s not pure. It’s not right.
In a rear-drive car, the jobs are split evenly around all four corners of the car, and while this isn’t a guarantee of success, it is at least the right sort of bedrock.
In the MG NBHBSS, it does work. Brilliantly. If you’re going really, really fast, the whole machine assimilates you into its core and you become one. The steering, unencumbered with power delivery, doesn’t send back any muddled messages about what the front of the car is doing, so I had the confidence to push harder. And the harder I pushed, the better it felt.
It’s not a razor-sharp handler. Think of it as a destroyer rather than a speedboat, but in extremis, trust me on this, it’s very good.
Twice, in the last run of Top Gear, I took this car onto the track simply to wake myself up, ready for the show. It got the adrenaline pumping and served as a reminder about why I fell in love with cars in the first place.
So would I buy one? Well no, actually. Partly this is because there are many faults, like there’s nowhere to put your left foot, and partly because it could do with another 50 horsepower.
Also, I’d steer clear because I’d always have a nagging doubt about the future of Rover itself. I’d worry that my expensive new toy would be stripped of its warranty and service backup five minutes after I got it home.
Mostly, though, the reason why I’d steer well clear is that all those imbeciles who used to wobble about the middle of the road in their enormous Volvos have now got Rovers. Whenever I’m stuck in a huge tailback on the way into Oxford, it’s always a 216 at the front, endlessly indicating right and never actually doing so.
There’s a double mini roundabout in my local town and I can pretty much guarantee that if I went down there now there’d be a 416 in the middle of the junction, its driver glued solid by a wave of serotonin and fear. This is not a club I wish to join.
I therefore have an idea for the bosses at Rover. Forget these half-arsed tie-ups with engineering conglomerates in the emerging world. Make a pledge to go it alone, to fight back, to repair the damage done over the years by Red Robbo and the useless management and BMW. Adopt a Churchillian pose and speak to the workforce about fighting them on the beaches.
And then start the new dawn by publicly banning anyone from buying a Rover if they own a hat.
As I said earlier, I’m not a businessman and it might not be a sound business plan. But you’ve tried everything else, for God’s sake.

Jeremy had zelf een ZT260. die is onlangs verkocht met 70.000 mijl op de teller. Mag ik daar dan uit afleiden dat ie er toch wel een beetje dol op was? In een intervieuw liet hij ooit vallen dat het zijn favoriete wagen was om even de spinnewebben op het topgear circuit op te kuisen.

filmpje: http://www.youtube.com/watch?v=XFUB0N-46cM&NR

[TDJ]

Ow jawel


Stelt u voor dat dat ook Chineeskes worden

Zonde







Die Belcar-versie ziet er wel extreem zotjes uit.

[Gast]

Die Belcar-versie ziet er wel extreem zotjes uit.

Geef mij maar deze !!!

Klik!



Btw: www.oakfields.com heeft nogal "grave" racewagens staan, o.a: Aston Martin DBR9,...

[TDJ]

Ook een beest.

MG RV8 zou ook al leuk zijn hoor.

[Gast]

ééntje om een ongelooflijk harde toeter van te krijgen
en al helemaal achter het stuur, je schiet los door je broek zo lijkt me



400 pk in een tf-je

[Gast]

Inderdaad, opzich is 'ie niet overdreven duur, maar als je ermee crasht ga je bijna geen stukken vinden.

[TDJ]

*Stamp*

Onze toekomstige zou er net hetzelfde uit gaan zien :

[TDJ]

Nog meer MG

[Gast]

0-100: 6,8 sec.

ik wil ik wil

iemand de gto gelezen?

[Gast]

rara wie er met de ZT 520 zou hebben gereden??

[Gast]

[sibi]

Sniff Petrol is de max !

[Gast]

jip, they are:

[Gast]

[TDJ]

Wat heeft dit met MG te maken?

[Gast]

en