MG RV8
How to buy the exclusive and luxurious reborn MGB
An introduction
The great massacre of the open top sports car was over by the early-eighties, with an undisputed champion declared. The hot hatchback was now the choice of the keen driver, both male and female, in a world where you could mix your journey to work with trips to the high street and an enjoyable weekend romp through the Peak District.
That was, however, until Mazda showed up at the Chicago Motor Show in
1989 with a vehicle that took the world by storm – a brand-new small roadster inspired by all those long-dead classic British sports cars. What happened next really surprised everyone. While car makers were coming up with their own open-top offerings, rumblings were heard from the direction of Oxford and two years later, seemingly from the grave, the MGB reappeared. Only this time… it was a bit different.
British Motor Heritage had suggested that its recently-launched MGB shell could be put to good use. It was developed into the RV8, signalling the return of the octagon after three years away (when the MG Montego was killed off).
At the tail-end of 1992, and while MG was busy developing the mid-engined ‘F, Rover Group made the ‘new-old’ car available... for a whopping £26,000.
Why you want one
Let’s be honest here – the MG RV8 is an unusual thing and not to everyone’s taste. If you want a practical B-road funster, you’ll be better off with an MX-5. If you want a big rumbly performance car, a TVR will do the job better. If it’s classic lines, ease of ownership and the odd thrill you want, just buy an MGB. And yet… there is just something about an RV8 that really floats our boat.
Perhaps it’s that V8 woofling away up front and the effortless straight-line performance or maybe the handsome styling and tastefully finished wood and leather interior. Okay, it isn’t the last word in handling finesse, but it’s capable enough on wide tyres and has ample straight-line speed and tuneful drama from its Range Rover engine. There’ s a great sense of occasion when you drive an RV8 and don’t
forget, you’ll be satisfied knowing you bought a unique (and pleasingly loud) slice of British motoring history unlike any other.
What to look out for
The 3.9-litre Rover V8 is a known quantity, given that it was the go-to power unit for the British specialist industry for two decades. Unsurprisingly it’s a reliable power unit, and won’t cause much trouble in service, but don’t assume it’s bulletproof. The camshaft can be weak, and you’ll pick up any issues on a test drive by listening for gentle top-end tapping and misfires when driving. Being aluminium, the state of the cooling system is paramount, so make sure it runs up to temperature consistently, and the radiator is in good condition. Low mileage examples aren’t exactly thin on the ground, but on cars like this, you need to ensure it’s been serviced
on time intervals, as opposed to mileage. Finally, watch the condition of the exhaust manifolds – replacement of all four is time consuming.
It might be a cruiser, but the RV8 is also decently quick and a fair few over the years have been pranged. Look carefully for accident damage, and poorly repaired areas will be easy to spot, thanks to tell-tale corrosion. Although the shell and panels are readily available, they can also be savagely expensive (£1100-1300 for front wings, for example) so make friends with a specialist and join the club.
Unlike the original MGB, upon which it is so closely based, the RV8’S body won’t rust in any significant way. Its Heritage shell was electrophoretically dipped after the metal had already been zinccoated, and even today, obvious corrosion is extremely rare. But pay close attention to the windscreen surround that, thanks to its steel box-section construction, is something of a water trap. Repair is possible but correct replacement is more desirable.
Build quality was generally good, although some shared interior switchgear (from the Metro, Maestro and Rover 200/800) can be flaky. Replacement for shared components is easy. Leather and wood is straightforward to fix, but good quality. The hood is also very good but can develop leaks with age. Japanese market cars came with air conditioning as standard (you can tell it’s Japanese thanks to a standard-fit emergency flare!), and an option in the UK. It’s a reliable system, and easily maintained (check it’s converted to R134), but it needs to be recharged every three years. Overall, shabby or rotten RV8S are virtually unheard of. They’re more likely to be accident damaged so get stuck into the paperwork and bring some overalls so you can inspect the car carefully underneath. The mechanicals are rustic, but with more electrics than a ’B and more trim. It is galvanised too, which makes welding trickier. Prepare for a recommissioning too. Under-use is common, leading to seized brakes and perished hoses, tyres and gaskets.