Buyer’s guide Rover 75/MG ZT

The last big Rover and its well-developed MG sister are modern-classic bargains

The Rover 75 was born at a time of flux for its maker and has suffered from an ‘old man’s car’ prejudice and concerns about parts availability after the Rover collapse – but it is actually one of the best cars of its era, and one of the finest Rovers ever built. The MG version gave it a younger, sportier feel and all the range – except the ultimate, Mustang V8-powered versions – are now astonishing value for money.

BMW funded its development, allowing Rover to engineer a brand-new platform instead of updating an old one. Launched in late 1998 and on sale from June 1999, it was built at Cowley for just one year before BMW sold Rover to Phoenix Venture Holdings, and production moved to Longbridge. Ironically, it was the BMW sale that allowed the car to flourish, as Phoenix swiftly moved to broaden the range, adding the capacious and elegant 75 Tourer (estate) in 2001, closely followed by the MG ZT saloon and ZT-T (Tourer).

With six engines and three trim options on 75s, plus the choice of SE spec (and/or automatic transmission) on all, then the MG range and the estates, there’s a 75 or a ZT for almost every taste. Though inexperience (to put it politely) at Phoenix ultimately led to the demise of Rover, it was an exciting time, the young team encouraging a freedom of development that a large parent company would never have tolerated. As a result, we have the choice of some stunning colour schemes from the Monogram range, and the stonking rear-drive Rover V8 and MG ZT 260 saloons and estates, engineered by Prodrive and with 4.6-litre power.

The MGS were not badge-engineered – they had revised styling and interiors, re-engineered engines, gearchanges, suspension and brakes. Autocar’s verdict on testing the ZT 190 was: ‘The MG ZT rewrites the Rover 75’s clubby look and manners, delivering a leaner sports saloon that is as sharp on the road as it looks… The MG ZT is a formidable contender and a tribute to Rover’s engineering.’

Rot and neglect are the biggest challenges today – engine issues are minimal with the KV6 and BMW diesel, and overstated with the 1.8-litre K-series – even the turbo can clock up 150,000 miles with ease. Values are currently so low that running cars with Mots are being broken for spares rather than sold complete.