The MGC owes its existence to a collision between efforts to revise the aging Austin-Healey 3000 with brewing US safety regulations. The Healey badly needed an update, but its design complicated efforts to bring it into line with bumper and collision protection rules. To replace the six-cylinder sports car, financially strapped British Motor Corporation chose to revise the Healey’s engine for installation into the MGB. Significant alterations to the B’s suspension and steering were required to accommodate the heavier engine, resulting in a higher center of gravity and a larger turning radius. A new bonnet was designed with twin bulges to clear the valve cover and the front carburetor. The press eviscerated the new car for its awkward handling and lower power output vs the Healey; the negative press took a toll on sales. Fewer than 4500 six-cylinder MGC GTs were made. This example is offered here on eBay. Bidding sits at $610, reserve not met, and the car is located in Farmington, New York.
The good news here is that the engine is still in place, and the car ran before the seller began this project; not so good is that the carbs and radiator filler have been left open to the air – who knows for how long. The seven-main 2.9-liter six breathes through twin 1 3/4″ SUs, sports a compression ratio of 9.0:1, and generates 145 hp – five hp less than the Healey 3000. The heavy engine shifted the front/rear weight balance of the car to 56%/44%, versus the MGB’s 53%/47%. The gearbox is an all-synchro four-speed manual; this example has the optional Laycock de Normanville overdrive. Braking is via servo-assisted Girling front discs and rear drums. Zero to sixty comes around in ten seconds, belying the car’s heavy feel.
The restoration is clearly underway, with segments of the floors missing; the seller notes that the left side rocker needs to be replaced, but all the parts are included. Speaking of parts, several extras come with this car, including the unusual air cleaner assembly and the MGC-specific seat frames.
The pretty Pininfarina body isn’t perfect, but it’s better than most, and the C’s bonnet bulges confer a character that the MGB lacks. The market appreciates the MGC in a way that isn’t apparent in the prices of MGBs. Five-figure prices for MGC roadsters are typical, and GTs will regularly exceed $20k. So there’s headroom here, but there’s also a lot of work. What do you think: is this project worth a whirl?
Up until about 20 minutes ago I had no real knowledge of the MG C. But now thanks to Michelle, I sure do now!! ( Thank you Michelle). And after looking at this one, that most likely buttery smooth straight six pulling this light MG around sounds like a lot of fun. Even if it is a little nose heavy. I’d be willing to wager it feels great running it through the gears. This one looks solid and complete. And the fact that these are pretty rare, I hope the right individual comes along and saves it and does a proper restoration on it, to stock. If it were morning, I’d say I was enjoying this over a nice cup of coffee. But, it’s afternoon, and I’m enjoying this over a very nice glass of Woodford Reserve Double Oak Bourbon. I gave a new neighbor a hand moving some furniture and they thanked me in a VERY nice way, that they really didn’thave to. If anyone likes Bourbon, I highly recommend it. Anyways, back to the MG, thank you very much once again for the well researched write up and the lesson on MG C. And that now, I have added one to my bucket list to drive. Thank you Michelle.
All MGCs and MGCGTs were 6 cylinders.
Production of the ’69 MGCGT was approximately 1925.
So indeed rare.
That 4458 number was ’67-’69 total MGCGT production as mentioned.
The MH clubs have nice breakdowns by year.
My friends had both a ’69 MGC and a ’53 MGTD.
Dave Clark lives in Putney,Vermont & works on British cars.
He told me that tightening up the suspension does wonders
for the handling on these.
He also drives his MGB year round,even in the snow.
That was not the Healey motor- it was a 7 main bearing unit- better than the old 4 main healey, but still heavy. They had the Buick/Rover aluminum V8 available which would have made a cracking good car. However, even with the V 8 its life would have been short with the USA bumper regulations eventually destroying the entire look.
As my article says, the Healey motor was revised to create this six. Management rejected using the Healey engine for several reasons, one of which involved weight. They hoped to slenderize the Healey’s six to about 500 lbs but various alterations, including giving it seven mains, worked against that goal.
Actually MG did put the “Buick” V8 in the ‘B… starting in 1973… modeled after Ken Costello’s custom conversions which he started selling in 1970 or thereabouts. They only did it to the GT, and only built somewhere around 2 to 3 thousand thru 1976. They were never officially imported to the US market.
I grew up with B’s and the C’s were intriguing when they came out, however they turned out to be real dogs. It was typical British ‘make-do-with what-ya-got’. I have a 69 BGT under restoration and I love the the 15″ wires and the bulge hood of the CGT. That is about it! If I was to take on this project, I would take out that six cylinder and put a small V8 ( or V6). You would get better handling, a lighter car, something more reliable and certainly easier to fix. Some people love the C’s the way there are and that is fine but they were not a vast improvement over the B’s, performance wise. They were a bit faster and good cruisers but the handling suffered. If you want to restore it back to purist condition and investment quality, you will be lucky to break even. You would have to do all your own work. It would be a labor of love. I would prefer to build a solid driver and that is what the GT’s offer. The British desirability market is fading as we older folk, who loved them, are dying off and getting older. I am not and never have been a purist. The cars are loved today at meets because most people don’t know what they are, regardless of originality or modification.
fav MG there, altho sis had the TD for a decade (total restore altho I didnt think it necessary).
These body lines are the best the Brits came up with 2nd to the XKE only. I dont know a “C” from a mgB-GT but the i6 in one Can be over come in the handeling dept. No reason to shy away. Fella local had 3 weber DGVs w/the moss links, a T5 swap-in. I guess oe it had no OD as that functions as well as the BW. Agreed, “Yes” a rest0(mod) of love, but all must B to keep one motivated to the end goal. I dont think a proffit can B the only energy required~
Don’t understand the double servo set up.
These usually show up as automatics so nice to see the 4spd. with OD.
Looks more Plum Crazy than blue.
Me either. Can someone please explain the need for double brake booster/engine bay crowder?
Dual brake system. One for front and one for rear.
Basically it was a lack of space…. with the 6 shoe-horned in, there simply wasn’t enough room to package a large direct acting vacuum booster… so BMC went with two remote hydraulically actuated boosters, and stuffed them where there was a space… one for the front brakes, one for the rear. BTW, these were notoriously problematic and often simply bypassed….
The automatics were made to try and lure the American market into a GT cruiser. I’m sorry but every time I see an automatic, I ask the question, “Why?” It’s a sports car made to be driven!! Economics alway drive the market and sometimes it fails. The CGT with an automatic is that failure!!
I don’t understand why you would modify a car and destroy the rarity. That just increases the value of the unmolested examples. Buy a MGB GT and modify that.
This is not a modified car.
Twice over the years I’ve almost pulled the trigger on one of these… both times the GT version. That 6 cylinder (it’s not the same one as in the big Healey) was quite smooth and did a lot to make the ‘C a much less busy highway ride than the ‘B with its 4. Modern wheels / tires and minor suspension tweaks will go a long way in addressing the nose heavy handling these are known for, but they’ll still tend to plow when pushed… but a smooth, attractive GT cruiser they will make.
The MGC was designed to be a grand Touring car, not a sports car.
Different mission profile. I own a ’69 C-GT.
The MGC is valued as an odditty- not a value of experience. I purchased one years ago and thought I had a real find. It (like 92% of MGs) had been sitting for some time. I had a great deal of experience having brought back dozens of MGB’s and Midgets back from hibernation, so getting the C back on the road wasn’t difficult or overly expensive- what a complete let down.. the overweight and underpowered 6 cyl ruined the well balanced nature of the B. A stock MGB is twice the driving experience. But the C will look interesting in your garage :)
I’ve never seen a C, but several C-GTs, til. I also always thought GT 4cyls all came with the overdrive, never seen one that didn’t fwtw. Surely the C-GT was geared differently in the gearbox and the diff? Perhaps that accounts for the “optional” status of the OD?