1967 MG MGC

MG C (GT coupe, convertible) 1967 - 1969

The MG C was introduced in October 1967 in both sports roadster and fixed-head coupe forms. Although visually very similar to the MG B, the bulge gave away the larger engine under the bonnet: a 2,912cc six-cylinder OHV derived from the BMC C Series engine, but using then state-of-the-art principles to re-design it for power and endurance. With a seven-bearing crankshaft, the engine was capable of 145bhp, and the hope was it would be attractive on the American market as a replacement for the ageing Austin-Healey 3000.

These hopes were dashed even before the launch. Although the re-design of the six-cylinder had shaved nearly 2 inches off the length, the engineering team headed by Syd Enever still had many problems making it fit. A full 209lbs heavier than the B Series engine, work-arounds included torsion bar front suspension with telescopic dampers, giving a much firmer ride than the MG B. Originally designated as the 'Austin-Healey 3000 Mk IV', Healey did not want the name compromised, and refused the designation.

The launch compounded the MG C's problems. The fleet of press cars were apparently sent out with incorrect tyre pressures, adding to the already heavy steering. With a 56/44 weight distribution, the car was nose heavy, and found to understeer, plus the engine lacked low speed torque. Achieving just 19mpg was the final straw, and the MG C received a very harsh reception by the motoring press.

However, despite the initial reaction, the MG C has much going for it. Although not nimble, with overdrive, the MGC topped out around 120 mph and could cruise at 80 mph. Achieving 0-60 in 10 seconds the MGC was three seconds faster than the MGB; about the same as a Healey 3000.

Though the price of petrol was not an issue in the US, 19 mpg was not well received in the UK. At least UK drivers got the handsome old interior and dashboard, while Americans got the "Abingdon pillow" safety dash, with no glove box.

The MGC was launched just as British Leyland was created by combining BMC's Austin-Morris group with Standard-Triumph. The TR6 prevailed over the MGC and was built until 1976, while the MGC was terminated in 1969.

MGCs have a few idiosyncrasies. They generate considerable heat under the hood - the motor is a tight fit - but they have long enough legs for US and European travel. Mechanical issues are similar to MGBs though some "C" parts are becoming harder to find. Despite their rarity (4,458 GTs and 4,544 roadsters) for a long time prices remained flat, although they started to rise from the mid-2010s onwards. MGC GTs tended to be bought by conservative older owners, which makes the odds of finding an original car quite good.

Period alternatives to the MGC include the Morgan 4-4, the smaller-engined MGB and the Triumph GT6.