Rare prototype RV8 discovered by Fred Jenns


It is now well known there was one more RV8 body shell delivered to the factory than can be accounted for in RV8 production records, or in aftermarket sales so this may also account for the one RV8 VIN number that appears to have been "lost". One possible explanation for both these anomalies came to light last weekend. when Fred Jenns was asked to value a small collection of MGs and other British sportscars for a family as the father wanted to split his collection fairly between his two sons. (1.4.05)

After an hour or two spent examining some lovely cars, I thought we had finished when I spotted that one garage door had not been opened. I was told that it contained the car that the father wanted to keep for a while, but I was welcome to see it. As the door rose the familiar rump of an RV8 came into view and immediately some detail differences became apparent.

The road wheels were four spoke alloys but had the MG logo cast in, the interior was untidy with different trim patterns on each seat, the dash seemed to be a half finished attempt to utilise Freelander instruments rather than VDO but in a walnut panel, and the car was fitted with airbags. The owner let me poke round the car for some minutes, and I will readily admit that my first impression was that he had made a half cocked effort to customise an RV8, but certain clues

kept on undermining this view. The "VP" registration, the use of all new parts, the obvious cooperation of suppliers in producing items like the wheels, but the differing badging and trim treatments on each side of the car were the final give away. The explanation threw up yet another of the many "what ifs" of British Industry.

After the RV8 proved that the MG brand still had legs, and the MGF had started to sell significant volumes, Rover looked long and hard at any other possible low investment routes to new models, and equally importantly, to new markets. They revisited the RV8 concept and how the established parts bin could be used again to slot a model in above the MGF so they could get this model into Italy, Spain, France and Germany - the big Euro markets. The owner then opened the bonnet and all became a much clearer.

As the markets intended for the car all had high fuel cost differentials, it made sense to offer the 2 litre BMW turbo diesel engine (ie the Freelander engine, but completely re-mapped) in an RV8 which in turn would open another "2000 unit" production door. The car I saw was the final running prototype of the diesel engined RV8 which had been loaned to the now owner so that his company could finalise their costings for the supply of the full instrument-dash-air bag subassembly. But the project was cancelled about six months before BMW sold MG Rover and this car was simply redundant and was offered to the present owner for little above its scrap value - probably to save the cost of sending a truck to collect it.

I was lucky enough to drive it for about 10 miles and with its sophisticated encapsulation, noise levels were quite modest, but the performance was surprisingly good. It showed how far diesels have come in the last 10 years and how their use in sports cars like VW and Mercedes have demonstrated. This "RVTD" has power steering, ABS, aircon and traction control. I did not have any means of measuring performance but it felt like around 7.5 seconds to 62mph and it was geared for a maximum of around 140 mph. If the project had not been aborted, launch was planned for very early in the first quarter of 2001.
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