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MG XPower SV-R review: the surprisingly friendly Longbridge muscle car

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MG XPower SV-R review: the surprisingly friendly Longbridge muscle car | Top Gear

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MG’s ill-fated V8 sports car was intended to take on the Porsche 911. Now it’s a proper collector’s item

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MG XPower SV-R review: the surprisingly friendly Longbridge muscle car

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Now that’s a proper MG… Yep, it may have way less power than the modern-day MG Cyberster in twin-motor GT form and it may be over a second slower to 62mph than the ludicrously quick MG4 XPower hatch, but for

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MG’s ill-fated V8 sports car was intended to take on the Porsche 911. Now it’s a proper collector’s item

# data.attributes.metatag[].attributes.content
MG XPower SV-R review: the surprisingly friendly Longbridge muscle car

# data.attributes.metatag[].attributes.content
MG XPower SV-R review: the surprisingly friendly Longbridge muscle car

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MG’s ill-fated V8 sports car was intended to take on the Porsche 911. Now it’s a proper collector’s item

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MG’s ill-fated V8 sports car was intended to take on the Porsche 911. Now it’s a proper collector’s item

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it may have way less power than the modern-day MG Cyberster in twin-motor GT form and it may be over a second slower to 62mph than the ludicrously quick MG4 XPower hatch

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but for many the original XPower SV remains the ultimate MG. A proper British muscle car that could live on a bedroom wall next to the very best the Italians and the Germans had to offer. Not everyone will have such fond memories

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though. The SV arrived in the early 2000s with MG Rover – being run by the infamous Phoenix Four – haemorrhaging money and on the brink. Many would argue that it probably wasn’t the best idea to build a niche new Porsche 911 rival when trying to keep the company afloat. It looks magnificent

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though…Doesn’t it just. This is the full-fat SV-R too with a Roush-tuned 5.0-litre Ford V8 making around 385bhp. And would you just drink in that styling? Penned by Peter Stevens (yes

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this thing is a proper bruiser with a bulldog snout

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and that giant rear wing. How did it come about in the first place?Ah

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now there’s a question. This car actually started life as the Marcello Gandini-designed De Tomaso Biguá concept

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with its unveiling at the 1996 Geneva Motor Show. It was then set to enter production as the De Tomaso Mangusta

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but after much financial backing from Qvale Auto Group and a rather large falling out between the two parties

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the car eventually went on sale as the Qvale Mangusta. In total

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284 Mangustas were built in Modena before MG Rover rocked up and bought all of Qvale’s assets.  So

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the whole car was basically borrowed?Yep

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at the time the plan was for MG to step away from modified Rovers and move further upmarket from the MGF – acquiring the Mangusta gave it a readymade V8-engined sports car to stick some MG badges on. In 2001 MG unveiled the X80 concept to signal its design direction

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but when the production-spec XPower SV was eventually shown to the press in late 2002 it was radically redesigned with the pumped-up carbon fibre bodywork you see above. Stevens freely admitted that the 2001 film The Fast and the Furious had influenced the styling.And yes

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in addition to the borrowed underpinnings and the Ford V8 engines

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headlights from a Fiat Punto and the heater panel from a Maserati. Oh

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and it was still being built in Modena with finished cars shipped back to Longbridge for paint and other finishing touches. Hit me with the stats…The SV-R arrived in 2004 and had its Ford Modular V8 bored to 5.0-litres

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with tuning by Roush to take power up to around 385bhp. MG claimed 376lb ft of torque too

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with an ambitious 0-62mph time of 4.9 seconds and a top speed of 175mph. Impressive numbers. What’s that engine actually like?It’s supremely smooth. It’s started with the push of a button (how very modern) and at idle there’s a charming and bassy warble. On the move you might expect it to react like a lazy US-spec muscle car powerplant

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but it’s actually surprisingly eager for revs and doesn’t mind a foray into the upper reaches of its range. The SV-R doesn’t feel hugely fast by modern standards

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but it’s purposeful and paired with a five-speed manual that snicks into gear easily. The clutch is reassuringly heavy

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and although second up to third gear is a slightly trickier change the SV-R rewards patient inputs that match the character of its effortless engine. It’s an unexpectedly easy car to drive.                                                                                                                              {"component":"InlineGallery"

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"alt":null}}]}}  Images: Jonny FleetwoodCan it do corners?Another surprise – the chassis really can cope with the grunt (and weight) of that chunky V8 up front. The steering is light and a little vague

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but the suspension manages to quell body roll while still soaking up the many bumps on UK roads. There are a few squeaks and rattles after 20 years on the road

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but the SV-R is a genuinely comfortable car. What’s it like inside?Well

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but this particular car is extra special thanks to that classic green and tan combo. The Recaro seats are excellent and deploy harnesses in an attempt to cover for the lack of airbags. There are plenty of creature comforts though. You get electric windows

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electric folding mirrors and all of the leather. There’s air conditioning too and a tactile (if a bit chilly at this time of year) metal gearknob. There’s also plenty of glass so the view out is relatively unobstructed

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although that spoiler will most likely be slap bang in the middle of your rear-view mirror. Looks great

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though. How much would I need to buy one now?Given their rarity

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XPower SVs don’t come up for sale all that often. At the moment you’d probably need at least £50

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low-mileage SV-R. Good grief. Maybe that in-period asking price of around £83

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Now that’s a proper MG…

Yep, it may have way less power than the modern-day MG Cyberster in twin-motor GT form and it may be over a second slower to 62mph than the ludicrously quick MG4 XPower hatch, but for many the original XPower SV remains the ultimate MG. A proper British muscle car that could live on a bedroom wall next to the very best the Italians and the Germans had to offer.

Not everyone will have such fond memories, though. The SV arrived in the early 2000s with MG Rover – being run by the infamous Phoenix Four – haemorrhaging money and on the brink. Many would argue that it probably wasn’t the best idea to build a niche new Porsche 911 rival when trying to keep the company afloat.

It looks magnificent, though…

Doesn’t it just. This is the full-fat SV-R too with a Roush-tuned 5.0-litre Ford V8 making around 385bhp. And would you just drink in that styling? Penned by Peter Stevens (yes, he who designed the McLaren F1), this thing is a proper bruiser with a bulldog snout, swollen arches, a long and vented bonnet, and that giant rear wing.

How did it come about in the first place?

Ah, now there’s a question. This car actually started life as the Marcello Gandini-designed De Tomaso Biguá concept, with its unveiling at the 1996 Geneva Motor Show. It was then set to enter production as the De Tomaso Mangusta, but after much financial backing from Qvale Auto Group and a rather large falling out between the two parties, the car eventually went on sale as the Qvale Mangusta.

In total, 284 Mangustas were built in Modena before MG Rover rocked up and bought all of Qvale’s assets.

So, the whole car was basically borrowed?

Yep, at the time the plan was for MG to step away from modified Rovers and move further upmarket from the MGF – acquiring the Mangusta gave it a readymade V8-engined sports car to stick some MG badges on.

In 2001 MG unveiled the X80 concept to signal its design direction, but when the production-spec XPower SV was eventually shown to the press in late 2002 it was radically redesigned with the pumped-up carbon fibre bodywork you see above. Stevens freely admitted that the 2001 film The Fast and the Furious had influenced the styling.

And yes, in addition to the borrowed underpinnings and the Ford V8 engines, there were OZ wheels, Brembo brakes, headlights from a Fiat Punto and the heater panel from a Maserati. Oh, and it was still being built in Modena with finished cars shipped back to Longbridge for paint and other finishing touches.

Hit me with the stats…

The SV-R arrived in 2004 and had its Ford Modular V8 bored to 5.0-litres, with tuning by Roush to take power up to around 385bhp. MG claimed 376lb ft of torque too, with an ambitious 0-62mph time of 4.9 seconds and a top speed of 175mph. Impressive numbers.

What’s that engine actually like?

It’s supremely smooth. It’s started with the push of a button (how very modern) and at idle there’s a charming and bassy warble. On the move you might expect it to react like a lazy US-spec muscle car powerplant, but it’s actually surprisingly eager for revs and doesn’t mind a foray into the upper reaches of its range.

The SV-R doesn’t feel hugely fast by modern standards, but it’s purposeful and paired with a five-speed manual that snicks into gear easily. The clutch is reassuringly heavy, and although second up to third gear is a slightly trickier change the SV-R rewards patient inputs that match the character of its effortless engine. It’s an unexpectedly easy car to drive.

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Images: Jonny Fleetwood

Can it do corners?

Another surprise – the chassis really can cope with the grunt (and weight) of that chunky V8 up front. The steering is light and a little vague, but the suspension manages to quell body roll while still soaking up the many bumps on UK roads. There are a few squeaks and rattles after 20 years on the road, but the SV-R is a genuinely comfortable car.

What’s it like inside?

Well, in total 42 SV-Rs were built, but this particular car is extra special thanks to that classic green and tan combo. The Recaro seats are excellent and deploy harnesses in an attempt to cover for the lack of airbags.

There are plenty of creature comforts though. You get electric windows, electric folding mirrors and all of the leather. There’s air conditioning too and a tactile (if a bit chilly at this time of year) metal gearknob. There’s also plenty of glass so the view out is relatively unobstructed, although that spoiler will most likely be slap bang in the middle of your rear-view mirror. Looks great, though.

How much would I need to buy one now?

Given their rarity, XPower SVs don’t come up for sale all that often. At the moment you’d probably need at least £50,000 to get into a 4.6-litre SV, and potentially near to £100,000 for a well-sorted, low-mileage SV-R. Good grief. Maybe that in-period asking price of around £83,000 wasn’t that punchy after all…

# data.attributes.body.processed
Now that’s a proper MG…

Yep, it may have way less power than the modern-day MG Cyberster in twin-motor GT form and it may be over a second slower to 62mph than the ludicrously quick MG4 XPower hatch, but for many the original XPower SV remains the ultimate MG. A proper British muscle car that could live on a bedroom wall next to the very best the Italians and the Germans had to offer.

Not everyone will have such fond memories, though. The SV arrived in the early 2000s with MG Rover – being run by the infamous Phoenix Four – haemorrhaging money and on the brink. Many would argue that it probably wasn’t the best idea to build a niche new Porsche 911 rival when trying to keep the company afloat.

It looks magnificent, though…

Doesn’t it just. This is the full-fat SV-R too with a Roush-tuned 5.0-litre Ford V8 making around 385bhp. And would you just drink in that styling? Penned by Peter Stevens (yes, he who designed the McLaren F1), this thing is a proper bruiser with a bulldog snout, swollen arches, a long and vented bonnet, and that giant rear wing.

How did it come about in the first place?

Ah, now there’s a question. This car actually started life as the Marcello Gandini-designed De Tomaso Biguá concept, with its unveiling at the 1996 Geneva Motor Show. It was then set to enter production as the De Tomaso Mangusta, but after much financial backing from Qvale Auto Group and a rather large falling out between the two parties, the car eventually went on sale as the Qvale Mangusta.

In total, 284 Mangustas were built in Modena before MG Rover rocked up and bought all of Qvale’s assets.

So, the whole car was basically borrowed?

Yep, at the time the plan was for MG to step away from modified Rovers and move further upmarket from the MGF – acquiring the Mangusta gave it a readymade V8-engined sports car to stick some MG badges on.

In 2001 MG unveiled the X80 concept to signal its design direction, but when the production-spec XPower SV was eventually shown to the press in late 2002 it was radically redesigned with the pumped-up carbon fibre bodywork you see above. Stevens freely admitted that the 2001 film The Fast and the Furious had influenced the styling.

And yes, in addition to the borrowed underpinnings and the Ford V8 engines, there were OZ wheels, Brembo brakes, headlights from a Fiat Punto and the heater panel from a Maserati. Oh, and it was still being built in Modena with finished cars shipped back to Longbridge for paint and other finishing touches.

Hit me with the stats…

The SV-R arrived in 2004 and had its Ford Modular V8 bored to 5.0-litres, with tuning by Roush to take power up to around 385bhp. MG claimed 376lb ft of torque too, with an ambitious 0-62mph time of 4.9 seconds and a top speed of 175mph. Impressive numbers.

What’s that engine actually like?

It’s supremely smooth. It’s started with the push of a button (how very modern) and at idle there’s a charming and bassy warble. On the move you might expect it to react like a lazy US-spec muscle car powerplant, but it’s actually surprisingly eager for revs and doesn’t mind a foray into the upper reaches of its range.

The SV-R doesn’t feel hugely fast by modern standards, but it’s purposeful and paired with a five-speed manual that snicks into gear easily. The clutch is reassuringly heavy, and although second up to third gear is a slightly trickier change the SV-R rewards patient inputs that match the character of its effortless engine. It’s an unexpectedly easy car to drive.

Images: Jonny Fleetwood

Can it do corners?

Another surprise – the chassis really can cope with the grunt (and weight) of that chunky V8 up front. The steering is light and a little vague, but the suspension manages to quell body roll while still soaking up the many bumps on UK roads. There are a few squeaks and rattles after 20 years on the road, but the SV-R is a genuinely comfortable car.

What’s it like inside?

Well, in total 42 SV-Rs were built, but this particular car is extra special thanks to that classic green and tan combo. The Recaro seats are excellent and deploy harnesses in an attempt to cover for the lack of airbags.

There are plenty of creature comforts though. You get electric windows, electric folding mirrors and all of the leather. There’s air conditioning too and a tactile (if a bit chilly at this time of year) metal gearknob. There’s also plenty of glass so the view out is relatively unobstructed, although that spoiler will most likely be slap bang in the middle of your rear-view mirror. Looks great, though.

How much would I need to buy one now?

Given their rarity, XPower SVs don’t come up for sale all that often. At the moment you’d probably need at least £50,000 to get into a 4.6-litre SV, and potentially near to £100,000 for a well-sorted, low-mileage SV-R. Good grief. Maybe that in-period asking price of around £83,000 wasn’t that punchy after all…

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MG’s ill-fated V8 sports car was intended to take on the Porsche 911. Now it’s a proper collector’s item