1796cc 
Alloy Wheels
ESTATE OF THE NATION
MG ZT-T (2001 – 2005)
Introduction
With a ZT-T you are getting a car that’s a good 80% Rover 75 Tourer but the 20% injection of MG makes all the difference to the package. The Rover is no bad car, well built and with a refined style of its own, but it’s never going to be the keen driver’s choice. The ZT-T has the sensible practicality of its stablemate but includes that untamed X-factor to make family outings, shopping trips or even visits to the dump that little bit more of an adventure. Used models are about in good numbers now, changing hands at attractive prices, so here’s a rundown of what you need to know to get your hands on a good one.
History of the ZT-T
Peter Stevens was the man in charge of sculpting the spoilers and the fruits of his labour went on sale in mid-2001 in the shape of the ZT. The ZT-T estate version followed hot on the heels of the saloon and, if anything, this was even easier on the eye. From Launch the ZT-T shared all of the ZT’s engine options and that meant 160 and 190bhp versions of the smooth 2.5-litre V6, which was rendered more sensual by a sports exhaust emitting a low rumbling note under acceleration. As for trim levels, the standard and up-spec ‘+’ designations were as far as it went.
Further additions to the ZT-T line-up included the 180 Sports Auto automatic version in early 2002 along with the arrival of the 114 and 135bhp CDTI diesels a few months later. Around this time the V6 engine in the ZT-T160 model was swapped for a turbocharged 1.8 with the same output but improved performance, fuel consumption and emissions. From then the range remained unchanged until the summer of 2003 when an entry level ZT-T120 model was launched to help court economy-conscious fleet buyers.
From day one the MG marketing strategy for the ZT and ZT-T range was a clever one. They repeatedly whetted the public’s appetite with leaked news and occasional tantalising glimpses of V8 powered rear-wheel drive versions of the cars. Big horsepower ratings were banded about along with distinctly rapid 0-60mph times and, of course, the extra publicity generated reflected positively on less mind-boggling models that were actually on sale. Something had to give though and the tail end of 2003 saw the arrival of the rear-wheel drive ZT-T260 with its Ford Mustang V8. MG Rover were as good as their word.
In early 2004 a facelift radically, and somewhat controversially, changed the look of the car. A new grille derived from the SV coupe and reshaped headlights were the most prominent. features. 2005 saw the end of the ZTT and of MG Rover.
Why should I buy a ZT-T?
Accommodation inside the ZT-T is a little snug compared to conventional estate cars but this could actually be one of its best features. The low ceiling and seating position create a very ‘sportscar’ effect, allowing driver and car to feel more connected than in any other medium range estate that springs to mind. There’s a real performance car edge to the ZT-T even if some of the lesser engines offered in the range don’t really have the performance to back it up.
In the end, however, any estate must stand or fall by what you can get in the back and the ZT-T must be no exception. There’s 1,222 litres of load capacity with the rear bench folded down which isn’t enormous and the load length of 2,060mm might see some longer items left on the driveway. With the seats up, rear legroom is passable but nothing to write home about. Folding the rear seating provision up and down is no problem at all and the catches seem strong enough to stay the course. Nice touches include the warning triangle mounted on the tailgate for easy access and the illuminated spare wheel compartment accessed through a gas-strutted hatch in the load bay floor.
The visual simplicity of the MG ZT-T facia belies the amount of equipment you actually get in the car. The standard entry level trim level includes all the basics you’d expect from a car in this class while the ‘+’ derivatives go all out by adding air-conditioning, a CD autochanger and a rear spoiler.
How much could I expect to pay?
What should I look out for?
Another thing to check is that the specification sheet matches the date of first registration. There are continued rumours of large numbers of MG ZTs that were pre-registered to artificially inflate sales figures. These cars may have been standing in a field or car park for weeks on end, so check for water ingress, signs of surface corrosion on suspension parts.
Are parts expensive?
What is a ZT-T like to drive?
Whichever MG ZT-T you choose, a firm ride is served up by the low-profile Michelin Pilot Sport tyres and the toughened suspension. Big anti-roll bars are employed front and rear to aid cornering dynamics and the effect is a big car that feels lively, fluid and focused when driven quickly. With the exception of the specialist rear-wheel-drive V8 models, none of the ZT-Ts are devastatingly quick but they are accomplished driver’s cars and that’s really saying something when you consider that we’re talking about a medium range estate here.
