The MGC was one car when it was launched in 1967. But it is another car altogether today. The physical aspects of this transformation are rooted in modern cures for the many complaints about handling and heaviness when the car was new: these defects can be alleviated by using contemporary versions of shocks, bushings, and tires. Meanwhile, we’re human, and nostalgia grips us: what we once reviled, we now appreciate, contributing to the MGC’s freshly-acquired glow. Here on craigslist is a 1969 MGC roadster with an asking price of $34,000, located in Valleyford, Washington. Curvette sent us this tip to review, and yes, it’s expensive – let’s find out why.
The MGC – like many a car emerging from Abingdon – took years to develop. The choice of engine was one stumbling block, but eventually, chief engineer Sid Enever revised the Austin-Healey 3.0-liter six-cylinder, beefing it up with seven main bearings, reworking the head, and making at least a partial attempt to lighten the 600 lb lump. This effort met with minimal success: the new engine still registered 200 lbs heavier than the four-cylinder B-series 1800. Shoehorning the mill into the MGB’s engine bay was also a trick, requiring two alterations to the bonnet – a small blister to accommodate the 1.75″ SU carbs, and a larger bulge to clear the length of the block. Even at that, the engine was mounted forward in the bay, playing havoc with the car’s balance. The suspension was revised to handle the weight, at the cost of handling the handling: the car gained a reputation for oversteer. After all that, output was down to 145 hp from the Austin-Healey’s 150, and the heavy flywheel made acceleration feel ponderous. Originally conceived to carry both Austin-Healey and MG badges, the MGC met with strong resistance from Donald Healey, who wanted nothing to do with it. I prefer the stock valve cover, a minor quibble in the background of near-perfection here.
The cabin is as nice as every other part of this car, with color-matched piping on the black seat upholstery, and meticulous attention to details – from the shine on the chrome trim to the proper satin polish on the steering wheel spokes. Note the lack of glove compartment – that lasted from 1968 through 1971, as MG struggled to find a way to give occupants a safety-compliant cubbyhole. The trunk is carpeted and contains the spare.
The license plate refers to a production total of only 9002 cars. While we’re back here, note how straight the bumper sits, the perfect chrome plinths in the rear lamp corners, the great gaps, the way the convertible top boot snaps all … snap. It’s hard to fault this car. Today’s collector understands the MGC as more of a GT car than a carve-the-curves sports car. Fine examples are selling for around $20k; specially prepared cars are breaching $40k. I’m not sure I’d pay the seller’s ask here, but he’s not completely crazy, given the rising interest in this offbeat model.
Leave A Comment