The MGC Reviews
Everyone recognises the octagon badge and everyone loves an MG, unless perhaps it's an MGC. But let's set aside prejudice against the shortest-lived and rarest of Abingdon's products. It's time to take a fresh look at the MGC.
From the moment the MGB was launched in 1962, it was clear a higher-performance version was needed. Good though the 1.8-litre four-cylinder MGB was, the commendably stiff monocoque shell could handle more power and the big engine bay had ample space for more cylinders. Austin-Healey and Triumph easily outgunned the MGB by offering larger engines in their two-seaters; MG needed to follow suit.
Various potentially suitable powerplants were available at BMC, from the somewhat agricultural 2.6-litre four of the Austin-Healey 100/4 to the silky smooth 3.5-litre Rover V8, which later made an appearance under the bonnet of the MGB GT V8. However for their big MGB, Abingdon's engineers were set on six cylinders. The corporate C-series engines offered a capacity up to 2.9 litres, as used in Austin Healeys and the Austin Westminster. However for the MGC, the engine was further developed with seven main bearings, twin SU carburettors and improved manifolds. Power output was 145bhp, delivered through a strengthened all-synchromesh four-speed gearbox with optional overdrive.
Such was the weight and bulk of the C-series engine, the MGB needed a considerable redesign. In addition to the visible power bulge of the bonnet, the MGC had many new panels at the front end, accommodating the radiator in front of its longer engine, whilst a new crossmember supported the engine and braced the front suspension. Said suspension also required a rethink to cope with the extra weight, so the MGC uses torsion bar springing the same principle as a Morris Minor but on a larger scale - with telescopic front dampers.
When launched in 1967, the press immediately panned the MGC, criticising the weight of the engine for spoiling the perceived balance of the MGB and causing excessive understeer. Sadly, whether as a consequence of this bad start or subsequent British Leyland politics, the MGC sold a grand total of just 8999 roadsters and GTs before production was halted after less than two years. With the passing of time, it has become clear that MG set up the C with incorrect tyre pressures and this was the main cause of its disappointing handling, Increasing the front tyre pressures makes a big difference to an MGC. Adding modern upgrades including polyurethane suspension bushes, stiffer torsion bars and progressive rear springs improves matters still further. As a classic car today, the MGC is capable of handling very well and has the added distinction of real rarity.
Colin Howes is the long-term owner of this very smart MGC Roadster, finished in Snowberry White. His car is in such excellent original condition, it comes as no surprise to learn that he is the MGC Registrar for the MG Car Club Colin explains how he acquired the car: "I bought my MGC 35 years ago, having previously owned an MGB. As soon as I saw an MGC engine bay with the big straight six, I knew that's what I wanted." His B was sold but unfortunately, fixing engine problems on the newly acquired MGC turned into a five year full restoration project. Colin admits he hoped to run the C for a few years more before restoring it.
Asked about the best aspects of owning his MGC, Colin explains "I very much enjoy the camaraderie of the MG Car Club, and was involved in arranging a 50th anniversary celebration for the MGC, which was attended by almost 250 cars from around the world." Colin says the MGC is "very much a touring car, not to be driven at its limits." Even so, it comfortably keeps up with modern traffic and just last year, he took his MGC on a touring holiday to Switzerland.
Colin's experience perfectly sums up the MGC. It's not a car for hustling through the Broad twists and turns, though it's capable of coping with such demands. Where the MGC comes into its own is long-distance cruising, in relaxed style, with the big six-cylinder motor purring away in overdrive.
Sources:
https://www.wikiwand.com/en/MG_MGB
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