MGC

Apart from larger wheel (not in pic) and 140mph speedo, cockpit remained same

Not a high revver, six pot lasts for ages. Better breathing is key to more power

Secret of good MGC resto is fit and finish of panels; new shells unavailable

Modern wheels/tyres answer to critics

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What is an MGC?

It’s a six-cylinder development of the MGB that was built for a mere two years, with all of 8999 examples being produced. This year marks the 40th anniversary of the model reaching the marketplace, but it’s one of the most frequently forgotten - as well as under-rated - classics around. If you like your Bs rare and faster than usual, this could be the derivative for you, especially, unlike the V8, as you can buy it in GT or roadster forms.

History

There’s much debate as to whether or not the C was ever intended to be a replacement for the Austin Healey. The official line is that it’s just a coincidence that the big Healey ceased production around the time the C was launched – a line that’s generally accepted. Substituting the MGB’s B series engine for the 2912cc straight-six of the C meant much more than merely removing one and fitting the other. For starters, the unit was rather taller than was ideal, so a revised bonnet was essential for clearance. The floorpans forward of the car’s centre also had to be redesigned, because the B’s beefy crossmember had to be swapped for a smaller, less sturdy item. As a result, the front suspension also had to be changed, so the loads could be fed into the car’s structure in a different area. The development team settled on longitudinal torsion bars, running back to a central crossmember.

As the floorpans were being redesigned, the opportunity was taken to widen them so an automatic transmission could be accommodated. At the same time, the radiator was moved forward eight inches, as well as being increased in size. Because of the extra weight over the front wheels, a less direct steering rack was fitted, offering 3.5 turns between locks instead of the B’s tighter 2.9. To finish things off dynamically, the wheels grew an inch in diameter to become 15 inch items. The C was launched in both roadster and GT forms in October 1967, but it was greeted with little in the way of enthusiasm by the motoring press. It was accused of being a big disappointment, with stodgy handling, lifeless steering and strong understeer. Despite a competitive price for the roadster, of £1102 in 1967, buyers stayed away. They preferred instead to spend an extra £24 on a Healey, so MG gave up with the C; the final cars were made in August 1969. With large stocks of unsold cars to shift, it made more sense to admit defeat - some cars hung around in showrooms until early 1971. Changes to the car were few, the most significant being the lowering of the gearing to give the car more urgency in 1968 along with reclining seats. London dealer University Motors bought the last batch and sold them as specials, some with 175bhp thanks to Downton – the tuner who made the Cooper S.

Driving

This is where it all falls apart so the bar-room pundits would have you believe. In reality, things aren’t necessarily as bad as you might think; listen to all those selfappointed experts and you’d think the C suffers from shocking understeer, is deathly slow and sleepy and is a nasty classic all round. The truth is somewhat different - as long as the car has been set up properly. The key thing to check is that the tyres are up to the job, as original cars featured nothing wider than 165-section tyres. The car needs 185-section rubber at the very least, or in the bends the front runs out of grip too early, thanks to the extra weight of that six-cylinder lump. Compared with the MGB there’s an extra 209lb in the nose, which doesn’t help the dynamics, but it isn’t a complete disaster either, even if it’s not as agile as an MGB. The C’s forte is relaxed easy-going cruising where vertigo-inducing (up to 27mph/1000rpm) gearing sees the ton at under 4000rpm.

Values

Predictably, roadsters are worth significantly more than GTs, and carry hefty premiums. While a project GT that’s complete can be bought for £1000 or so, an equivalent roadster is more like £2000. Similarly, a decent GT is £3750 while a roadster is closer to £6000. Valuing the best cars is tricky; superb open-topped Cs are officially worth around £7000 with open-topped editions £9500. However, superb cars have been known to sell for £15k and over.