MGF 2001 Trophy
technische Daten aus einem englischen Prospekt
|Spartanische Ausstattung ohne ABS bei der einfachen Version 1,6i|
This pictures are from Joao in Portugal. (03.08.2001)
Hier Daten aus der Schweiz für den Trophy 160 SE
Quer eingebauter 4-Zylinder-Mittelmotor, Vollaluminium-Konstruktion, 16 Ventile, DOHC mit variabler Ventilsteuerung. 1796 ccm, 160 PS bei 7000/min. Sequenzielle Benzineinspritzung.
5-Gang-Schaltgetriebe, Hinterradantrieb. Hydraulische Kupplung.
Einzelradaufhängung mit Doppelquerlenker vorne und hinten. Hochleistungs-Hydragas-Federn und -Dämpfer, Stabilisator vorne und hinten. 20 mm tiefer gelegt.
Geschwindigkeitsabhängige, elektrische Servolenkung.
Servo-Scheibenbremsen vorne und hinten, vorne belüftete MG/AP-304-mm-Racingscheiben und AP-Alumminium-Bremszangen
RÄDER UND REIFEN
16N-Leichtmetallräder mit laufrichtungsgebundener Goodyear-F1-Bereifung, vorne 195/45ZR16,
16N-Leichtmetall-Notrad mit Bereifung 195/45ZR16.
Elektrische Scheibenbetätigung, mit Kurzantippfunktion auf Fahrerseite.
Elektrisch verstellbare und heizbare Aussenspiegel.
Halogen-Doppelscheinwerfer mit schwarzen Einfassungen.
Radiovorbereitung mit 6 ICT-Lautsprechern (Inductive Coupling Technology). Eingeschraubte Heckantenne.
Tacho mit digitalem Kilometerzähler.
Temperaturanzeigen für Öl und Wasser.
Uhr mit Analoganzeige.
Sportsitze mit Stoffsitzflächen und Ledereinfassungen.
Türverkleidungen mit farbabgestimmtem Stoff.
Mittelkonsole in Aussenfarbe.
Türeinlagen in Aussenfarbe.
Lederlenkrad, auf Aussenfarbe abgestimmt.
In Deutschland och nicht angekündigt
Different parts at the trophy, written by Roger Parker to the MG Cars BBS MGF Technical subject
From: Roger Parker Tamworth
email@example.com on 02 June 2001 at 12:35:36 (UK time)
Apart from enjoying well over 30% more power, and a smoothness that is stunning, from the special head and matched VVC inlet which effectively matches the Trophy. My test drive of one some weeks ago did indicate to me that there was at bets only 'tinkering' of the engine spec to raise the power and the then non ownership of Powertrain shows why this route was followed. (Costs!!) In the search for the differences I have identified the greater proportion of the different parts used and below is a list of what I have found in different sections.
I do expect this to be printed and copied and pasted!!
All parts listed are identified as being different from the standard VVC that is built alongside. It Follows that there are more differences between the Trophy and earlier model VVC cars and even more when comparing with the non VVC cars. I have also not looked closely at cosmetic changes so where I have seen trim etc differences I have not recorded the changes.
One interesting point has arisen is that the internal disturbances within Rover at the time of the 2000MY car launch was clearly not fully documented and as a result the latest parts slides refer to all the parts changes applicable to this change as 'APPROX VIN XD511058'. This clearly means that cars before and after what has to now been regarded as the change point may well have 'odd' parts fitted. An example is a neibours 'W' registered MGF which has orange indicators front and side.
Now to the Trophy research, starting with the Engine...
There is no difference between the normal VVC engine and the Throphy spec.
Fuel and Exhaust...
Air cleaner assembly is
specific to Trophy only. different parts are as follows...
Exhaust Manifold has changed for all ECD3 compliant cars inc all the Rover saloons and is a common item. I do not know where the differences lie between this and the older manifold.
Two exhaust differences
are found with the Trophy...
The clear inference is that the extra power for the Trophy comes from just air filter and exhaust mods - much as many VVC owners have already done to similar (or better) effect.
The alloy throttle body of the Trophy is not specifically listed as all Manual cars still have a part listing shown as a plastic body (MHB 102071) however the throttle body for automatic cars is shown as MHB 102140, and there is no reference to this being plastic.
Also all ECD3 compliant cars (2001 on, On Board Diagnostics cars) have both pre and post oxygen sensors in the exhaust so those who cling to the belief that cat removal is worth while will have their desires canned since removal of the cat will stop the engine working properly and drop the engine managment into a failsafe reduced power mode. (For Deiter the VIN where ECD3 starts is 522573)
Side note - Recent mention of cars having problems with poor running that has been found to be the coolant temp sensor for the engine managment is interesting as a new sensor with a blue plastic moulding (instead of black) has now superceded previous sensors - GTR 240.
The engine bay cooling
fan is different from all other manual cars. It is shared with the
automatic cars (Stepspeed or Steptronic as it was previously called)
which indicates that it is able to move more air. (Auto cars will
hold higher rpms and as such should generate higher engine bay temps,
especially in urbal conditions.)
the rear displacer connection
These rear pipes connect to the front via a common centre section which remains common to all cars.
Interesting to see the front lower arms are different, yet the replaceable parts, such as the bushes and ball joint are common across the whole range.
IMS Puncture repair system...
The steel spare is large enough to fit over the 304mm front brakes but it's size is not listed and neither is the tyre size.
Flexible pipe feeds to the front calipers are the same and the rear brakes show no changes. It is interesting to note that the front hub changes list them a 'Trophy Anti Lock braking'.
There is no listing for
the front spoiler.
Odds and ends...
OK over to anyone who can fill in any blanks!
From: Rob Bell North London
on 04 June 2001 at 10:01:32 (UK time)
Just to clarify my confusion
Rog- do you mean the new blue GTR 240 temperature sensor replaces
the old Brown GTR 206? I wonder what the improvement is, are they
retrofittable to older cars and if so, would they offer an advantage?
From: Roger Parker Tamworth
firstname.lastname@example.org on 04 June 2001 at 17:31:32 (UK time)
The inner bushes for the above are not listed as a different part to any other MGF.
The new coolant sensor GTR 240 supercedes all previous sensor listings. As to benefits I would simply say that changes are not done to pass the time of day and usually it is a reult of two driving forces. 1, cost cutting and 2 replace a less than reliable part. In this case I favour item 2.
The ECD3 cars do, as far as I am aware, all have to run with a pre and post cat lambda (oxygen) sensor, and yes it does kill the prospect of those wishing to remove their cats for whatever reason. On a more serious note it may also have a retrograde impact on the use of a 'race' cat, depending on what the parameters are for the allowable oxygen level in the post cat gas make up. If the level is very strictly controlled then we may see even the 'Race' cat not treat the exhaust sufficiently well to avoid some failsafe cutting in.
Retro fitting of standard parts makes things far more acceptable in terms of warranty issues, but still would attract the insurers to increase premium. However for some markets only manufacturers supplied parts or approved parts are allowed full stop so here some will benefit.
Clearly any VVC owner should be able to retro fit the Trophy induction and exhaust parts and expect to achieve similar power. However I will refer back to my original post which indicated that I was comparing current model cars with the Trophy and that the listing is not an exhaustive one. In terms of the power gains I would apportion a split of about 70/30 between intake and exhaust changes.
For further information the CD of the Trophy has been reduced from 0.36 to 0.35 and the CDA by a similar 0.1point to 0.61. Not a huge amount and not what I would expect to account for around a 3 to 4mph increase in top speed, which is what the aerodynamic aids seem to be doing if the top speed claims are confirmed.