MG TF LE500

Single-handedly responsible for bringing MG back to the UK, the new TF has a big job to do. In its heyday it was one of Britain’s best-selling sports cars, but will it be able to find as many hearts in 2008 as it did when its predecessor, the MGF, appeared in 1995?

The shape hasn’t changed much over the years, so it’s no surprise it remains largely unaltered in its latest guise. A new grille has been added, but the TF is still attractive, and comes in five hand-finished paint colours.

Perhaps its most striking feature is its size – the competition has got bigger, but the MG remains a tiny two-seater. Yet while that helps it stand out, it’s not good news for the interior, which suffers from the same fundamental problems as before.

Our biggest gripe concerns the driving position. As with the MX-5, the MG’s steering wheel adjusts only for rake, but it’s mounted much further away than the Mazda’s, leaving your arms stretched out. What’s more, the pedals are hinged close to the floor, making them harder to press than the MX-5’s.

As the TF is hand-made at the Longbridge plant, build quality is fine. We just wish we could say the same for the switchgear – it will be familiar to drivers of everything from the Land Rover Defender to the Eighties Austin Maestro, and makes the MG feel very dated.

Turn the old MG Rover-hinged key and the engine fires into life behind the cabin. The mid-mounted position of the 1.8-litre 133bhp powerplant in the TF is unique in this class. Even though the mechanicals have been upgraded over the old K Series unit, performance won’t set the world alight. At the track, the MG managed 0-60mph in 9.6 seconds. The MX-5 was not only quicker, but was much more refined under full throttle. The TF’s gearbox also suffers a stiff shift – a huge contrast from the short and accurate throw in the Mazda.

On the road, the MG is engaging to drive, due to its raucous engine and light weight. Yet as the speed rises, tiny steering inputs result in big and sometimes unexpected changes in direction. And while the MG is tauter in corners, the Mazda’s body roll is part of its more communicative driving experience.

The MX-5 is the long-distance choice, too. While the LE500 rides better than its TF predecessors, it’s firm and uncomfortable on motorways. But one thing you won’t get with the MX-5 is exclusivity. There’s a buzz about MG’s return that makes the TF exciting – and the part each car plays in this revival is marked by a numbered plaque inside. Will generous kit and a strong heritage be enough for the old stager here?