MG6 v ZS v ZT
One W
of the
family?
hat makes for a ‘proper’ MG? That is a
question fans of the marque have debated
for years without finding an answer that
they can all agree on, and it’s one that the
MG6 is likely to face now it’s on sale. We
are not daft enough to think we can
answer this question today, but we did
think it was worth investigating, which is
why we pitched an MG6 GT up against its most recent MG
contemporaries – the ZS and the ZT – in a bid to see if that
precious DNA had been passed onto the next generation, and
to see how the MG6 GT compares to the Zeds.
Starting with the smallest of the three – and also the boldest
and brashest – the 2004 MkII ZS with its trophy yellow
paintwork, large rear spoiler and muscular ‘180’ bodykit is the
epitome of the aggressive, in-your-face attitude that MG
saloons were all about during MG Rover’s stewardship.
Despite its aged underpinnings, the face-lifted car certainly
The MG badge has been seen on a
huge variety of vehicles, from Old No.1
to the ZR Express van. Now arguably
the most different MG in the marque’s
86 year history is with enthusiasts.
Words and pictures: Adam Sloman
26 MGE September 2011
Above: MG6 GT has a rising waistline and fastback roof that
puts it right at the centre of modern automotive design.
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boasts an impressive road-presence and is almost garish when
compared directly to the more subtle MG6 GT. The ZT was
perhaps the least aggressive of the Zed cars, aimed at an older
age group, though it is still an imposing sight on the road,
especially the V8-powered ZT 260. Our ZT here today is a 135
CDTi diesel, and while it may be the economy-minded member
of the ZT family, it still carries all the kerb-appeal of the more
powerful models from the range.
Putting the three cars together in a direct line-up is quite
revealing. Both the ZS and ZT sit lower to the 6, with the 2009
design featuring a much higher waistline than the older cars.
This is a result of changes in both automotive fashion trends as
well as safety legislation.
In the metal the ZS is quite a bit smaller than the 6, which is
reflected in the comparative lack of space for rear passengers
and in the reduced luggage space of the older MG. The ZT
offers similar space to the 6, albeit in a slightly bigger package
(the ZT measuring 4740mm compared to the 6’s 4651mm),
though the bigger car gives best to the 6 in terms of sheer
luggage capacity. Though the saloon layout of our ZT limits
practicality compared to the GT’s fastback design, the ZT is
still a capable load-lugger. And don’t forget that in estate Tourer
guise, it offered practicality that few other MGs could match.
In terms of specification, the MG6 wins hands down with
the top-of-the-range TSE model pictured here boasting allround electric windows, heated seats, built-in satellite
navigation (something the ZS never enjoyed), reverse camera
and support for a wide range of media playback. The ZT
comes a close second, with its High-line audio set-up that
includes sat-nav and TV playback (though the TV system is
analogue). The ZS, meanwhile, made do with a relatively
limited specification that extended to simplified navigation
systems in the radio head-unit itself.
Once inside the ZT, the view is pure retro. The ZT’s Rover
brother was designed to evoke memories of cars past and the
dash in the MG version remains faithful to this theme, with
Above: ZT took more of its looks from its Rover sibling than
the other Zeds, looking sophisticated rather than sporty...
Above: ...whereas a ZS in lairy yellow and with a bodykit was
far more in-your-face than even the youth-oriented ZRs.
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September 2011 MGE 27
MG6 v ZS v ZT
In our view this is
the MG6 GT’s
best angle,
successfully
marrying curves
with hard edges.
Above: 1.8 turbo engine is neatly packaged into the MG6’s engine bay...
Above: ...while the stylish interior brings the MG bang up to date.
only the silver dash hinting at the car’s sporting pretensions.
The quality of the materials remains impressive and betters
what’s on offer in the 6, with only the expanse of shiny silver
plastic letting the side down.
The dash of the 6 is an altogether more modern affair, and
somewhat sober in direct comparison. While the ZS and ZT
were offered with body-coloured dash and steering wheel
inserts and sporty silver-faced MG-branded dials, the 6’s
interior features carbon effect trim with silver inserts. The
steering wheel feels suitably pleasing in hand, but a leather gear
knob and a different set of dial faces would lift the otherwise
smart interior considerably.
On the road the ZS is renowned for being a genuine driver’s
“The MG6 manages to blend
both the sharpness of the ZS
and the ride quality of the ZT”
28 MGE September 2011
car and it’s the best handling car of our trio. That said, the ZS
also employs the firmest suspension set-up of the three. The ZT
is arguably closer to the new MG than the ZS; it’s similar in
terms of size, and in offering improved ride refinement over the
ZS without the car becoming wallowy. If the ZS is the car to
drive on track, the ZT is the one to get you to and from it. The
6 manages to blend both the sharpness of the ZS and the ride
quality of the ZT, which may disappoint ZS owners looking
for the same focussed set-up. But like the ZT, this means the 6 is
ideally suited to long-range grand touring.
What the owners say
Pete Wright has owned his diesel ZS for three years, the saloon
replacing an MGB that was past its best. ‘I’ve always been
faithful to the marque,’ he says. ‘I think the 6 lacks the on-theroad presence of my car.’ There are things Pete does like about
the new car, however. ‘I love the big MG badge on the front
end, it gives a real focus to the car. In fact there’s very little
about the car I don’t like. I think it’s definitely an MG; there’s a
snobbery to those who say it isn’t.’
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Tony Dennis came along in his ZT CDTi, which is part of a
personal collection of modern MGs that includes a TF, a ZS
180 and a second ZT – this time a V8. He considers himself a
‘mild enthusiast’, who believes the Zed cars have stood the test
of time and aged well. When it comes to the 6, Tony’s feelings
are somewhat mixed. ‘My first impressions of the car are good.
It’s got an impressive amount of kit and the leather is nice.’ Pete
agrees, ‘It’s good value; they’ve put it at the right price for the
sort of people who buy MGs.’
Tony agrees, but thinks the delays to the 6’s arrival in the UK
have harmed the car. ‘Its like it’s a year too late. There’s an
awful lot of competition for it to take on and I have to say that
to me, it doesn’t really feel like an MG. Even with the large
octagon on the front, I don’t think it’s easily identifiable.’
And while Pete sees the MG6 as a modern equivalent to the
ZS, Tony wants to see more from the company. ‘I worry about
how the Chinese will develop the brand. This is a positive start,
but I really want them to do something sporty with it, like get
back into the British Touring Cars.’
Pete sums up his thoughts by saying: ‘I wish it well. I hope it
does succeed, and I’m grateful to Shanghai Automotive for
keeping the MG brand alive.’
Conclusion
In terms of size, the MG6 sits right between the older MGs
while in terms of specification and practicality, it gets the better
of them both. It lacks the presence of the ZS, particularly with
its 180 bodykit, but there have of course been subtle MGs
before – the 1300 of the 1960s for example was hardly what
one might call aggressive. The MG6 takes the middle ground
amongst the Zeds in terms of quality too, with improved
interior plastics over the ZS, but not quite matching the ZT.
The MG6 does deliver an enjoyable and spirited drive, so in
that sense it succeeds in evoking those key MG characteristics.
Many owners of the Zed-era cars are keen to see more
performance-orientated MGs, and in particular a return of the
Above: ZT engine bay is a sober and in some ways forbidding place...
Above: ...but this period shot shows how inviting its interior could be.
The ZT carries its
aggression very
subtly, but a V8 in
Chromaflair
would paint a very
different picture!
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September 2011 MGE 29
MG6 v ZS v ZT
You could choose
a ZS in sober grey
without the
bodykit, but look
at what you’d be
missing!
Above: Diesel option as seen on this ZS is not yet available on the MG6.
Above: MG-Rover press shot of the ZS revealed almost Spartan cabin.
X-Power brand. However, in order to succeed in the UK
marketplace, MG Motor UK need a volume seller, and you
only get that by appealing to as broad a range of people as
possible. So it is perhaps understandable that the company has
started out in a conservative manner. Yet the MG6’s impressive
chassis makes it suitable to a range of power options, in a
similar manner to how the ZT played host to everything from a
1.8 four-cylinder K-series engine to a 260bhp Ford V8. While
it’s highly unlikely the MG6 will see that sort of transformation,
there are certainly options for more powerful engines and
transmissions at MG’s disposal now that they are part of such a
large manufacturer.
History will determine whether or not the MG6 truly is part
of the marque’s rich legacy and if it will one day become a
classic, but for 2011 it remains a fine example of what a
modern MG should be about. Good looking, good value and
– most importantly – great to drive. And as such, it’s hard to
deny that it is every bit a proper MG.
Facts and Figures
MG ZS
MG ZT
MG6
Engine range
1.8 four-cylinder or 2.5 V6 K-series
petrol, 2.0 L-series diesel.
1.8, 1.8 Turbo, 2.5 V6 K-series or
4.6 V8 Ford petrol, 2.0 M47R
(BMW) diesel
1.8 Turbo
Power (bhp)
120 or 180 petrol, 115 diesel
120 (NASP), 160 (Turbo), 190 (V6),
260 (V8) petrol, 115 or 135 diesel
158
Body
5 door hatch or 4 door saloon
4 door saloon or 5 door estate
5 door GT fastback or 4 door saloon
Price range
(when new)
£11,195-£17,300
£16,225-£34,490
£15,495-£18,995
30 MGE September 2011
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