The rear wheel drive version of the MG ZT spent a long time in development - and in the end it didn't make it into production, as time ran out for it.
Wearing the coveted chassis number one, the ZT XPower 385 is another of those fascinating might-have-beens that never saw the light of day.
M5 Basher?
NE of the
most fascinating announcements made by MG Rover management in the immediate
aftermath of the BMW sale was the proclamation that the company would be developing
a range of rear wheel drive MG saloons based on the front wheel drive
75. Eyebrows were raised, given the general opinion was that MGR would not last
more than two years, and such bold cars are not the domain of a company in terminal
decline. However, the prototype was shown around various motor shows, and reaction
from potential buyers and the press was extremely positive.
MGR stated that the V8 versions of the ZT saloon and ZT-T Tourer would be available in two forms: the 260bhp ZT and ZT-T V8, and the other, the 385PS "XPower ZT385" version. The power source would be the V8 Ford Mustang engine (ironically to also be used in the XPower SV, although this was not in place when the ZT-Extreme was conceived) and there would be much chassis development - handled by Rob Oldaker.
The launch was provisionally set for late 2002, and MG enthusiasts (and those looking for a spiritual successor to the SD1 version of the Rover Vitesse) sat and waited in anticipation.
...and waited and waited and waited and waited.
Prodrive given the job
In good Rover tradition (look at the MGF and RV8 for examples), the development of the car was outsourced. In this case, the company tasked being Prodrive. The people behind WRC Subaru Imprezas were charged with the major task of converting the 75/ZT back to rear wheel drive. Given the fact that the Rover 75 platform was not based on the rear wheel drive BMW 3- or 5-Series the conversion was far from straightforward (for a start, there was not enough room for a rear differential without major body modifications). The development phase was, therefore, not trouble-free and it was reported that the collaboration went, "sour". One major issue was the cost of the project: according to one journalist, development costs were alleged to spiralled, going some five times over their original budget.
As a result of this, development was taken in-house, and as can be seen from the accompanying photograph, the development XPower ZT in near-production trim was spotted out and about in the Midlands. It certainly looked good on the road. Jon Mower, who saw it in action, and took the above photo, said: "...the front of the car did not have the standard MG ZT grille; it was similar to that of the new SV. The tyres were different sizes, front and rear..."
As can be seen from this picture, the stance of the MG XPower ZT385 is somewhat
more adventurous than the already sporting MG ZT V8; the wheelarches have been
widened considerably (in a similar way to the Audi RS2, 4 and 6 models) in order
to house wide enough rubber to handle the 385PS this car is reported to put
out.
Brought in-house
According to one engineer who worked on the project, it shared little with the standard ZT 260, and that would explain the fact its development dragged on for so long. He said: "The shell standard, but apart from that there was very little shared in common with the production - basically because it was no good. We spent a lot of money sorting the chassis out, because Prodrive was a bit wide of the mark. The original cars were basically totally re-engineered to sort out all of the problems."
He added: "There were actually a couple of 385s rolling around when the company closed - however you would not have been able to spot the difference between a 260 and the 385 as there was no extarnal differences apart from the extra intercooler radiator mounted at the bottom of the normal rad. To make the full blown version, the brakes were to be uprated, as was the suspension, to take the wider wheels and tyres at the front. We also needed a body kit for it - which existed in CAD form. There were some other areas to look at too, but the bones were there so to speak."
As a road car, the prototype was not without its problems, and it was guaranteed to give its test pilots something to think about at speed. Our engineer recalled: "It was a unique vehicle... that proved a living nightmare to drive and look after. I reckon the best thing you could have done with it, was drop it off a cliff. It was badly executed and could have been so much better.
"The gearbox was a pig to use, the drivetrain was unbalanced, and the vibrations were awful. No heater system or ventilation packs. Over 80mph, the whole thing wobbled, over 120 it became frightening; and from 150 on, it took a brave soul to keep it there.
A sad end
Disappointingly, the MG XPower ZT385 never hit the showrooms, having been delivered to MG Sport and Racing to prepare for production - and following Sport and Racing's fall into administration, the car was sold by tender auction for an undisclosed sum to the MG Owners Club during December 2005. Our engineer commented wryly: "I hope whoever bought it spends a lot of time and effort sorting the problems out on it... like throwing away the rear end, and fitting a proper production specification rear six-mount subframe on it!"
Roger Parker of the MG Owners Club summed up the work that needed completing on the prototype to make it run and drive as MG Rover intended: "There are several parts missing such as the bonnet and front panel, but MGOC plans to bring the car back to a roadworthy specification. At this time we have not fully decided on the detailed look as there is a new style rear bumper with prominent raised surrounds inbuilt to the panel before any metal finishers are fitted. This is an all new look not seen before, but fortunately goes well with the front panel style. I favour the 385 style as seen in the Frankfurt image, although the costs of returning to the original Typhoon paint is probably too expensive, especially since the Aurora finish is full and production quality. This will also need the individual rear styled spoiler which unlike the rounded ZT 190 one, has a different style with a clearly lowered centre section similar to the style on the ZS180 hatch. I have trialled a route to achieving this with reasonable ease also!
"We shall be making the most of the car and featuring it in the Club magazine as it progresses towards full road use. It will also be a focal point for displays and shows. We have to make it work for a living and repay some of the investment into it!"
With thanks to: John Mower for the picture.