TWO EXTRA CYLINDERS CHANGED THE ‘B FOR THE BETTER

MGC ROADSTER ENGINE 2912cc/6-cyl/OHC POWER 145bhp@5250rpm TORQUE 170lb ft@3400rpm MAXIMUM SPEED 120mph 0-60MPH 10 sec FUEL CONSUMPTION 17-24mpg TRANSMISSION RWD, four-sp’d man (optional o/d)/3-sp auto ENGINE OIL Castrol Classic XL20w/50 6 litres TRANSMISSION OIL Castrol XL20w/50 2.25 litres AXLE OIL Castrol EPX80w/90 0.9 litres

Intended not to be a bigger-engined ‘B substitute but a successor to the Austin-Healey 3000, the ‘C had a short life ( just two years) and its similarity to the ‘B meant that it struggled to create its own separate identity.

The classic movement brought the ‘C its muchneeded acclaim: here was an MG that was in many ways rather like the Sunbeam Tiger, which went out of production not long before the MGB was introduced, and today makes a viable alternative to both the Tiger and the Triumph TR5, not just in terms of performance but because its values are so much lower.

While the ‘C was substantially different from a ‘B underneath, it’s the MGC’s appearance that can either make or break interest.

Externally the differences from an MGB were 15inch instead of 14-inch wheels, an inch higher ride height and a large bonnet bulge to accommodate the three-litre inline six-cylinder engine.

There were greater changes underneath, courtesy of the engine’s weight and length. The radiator was moved forward, a new crossmember fitted and the front suspension altered with telescopic dampers and torsion bars, while the rear featured seven leaf springs per side, whereas the ‘B made do with five.

Perhaps more grand tourer than an out-andout sports car, the C’s already tough act to follow was made more difficult when some road test reports complained of the car’s inherent tendency towards oversteer. This, however, was no fault of the MGC’s development team, but rather – somewhat unforgivably – the test cars being fitted with the wrong tyres.

Mud sticks, however, and 1970s and 1980s enthusiasts either went after a ‘B or looked for something entirely different, such as a late Bond Equipe or, a three-litre Capri.

Like the Stag, the ‘C had an image problem, but in the MG’s case it was idle gossip rather than well-founded maladies that blighted its image. Even today the ‘C remains one of those slightly-aside classics that does not deserve that lack of attention. And because that’s the case, they represent first-class value for money because surprisingly few enthusiasts still appreciate just how accomplished this mighty car really is.

GTs are especially appealing because they really do deserve the GT epithet, offering continent-crossing long-leggedness with room for a couple of decent suitcases, while the Roadster is every bit as good as a big ‘Healey – as long as the owner is prepared to put up with the fact that most people will think that they’re driving an MGB.

Subtle colours really complement the MGC’s image – while some might go for the traditional Tartan Red/chrome wires look, the ‘C deserves something more low-key: dark green or mid-hue Mineral Blue with steel wheels and hub caps is what the ‘C is all about. Just don’t tell everyone, okay?