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.