[ Owning an MGC/MGB GT V8]
Frank Clemmey, London
‘I have a rare Downton-tuned MGC GT, but I’ve also owned a roadster and V8s beforehand too,’ says serial MG buyer Frank Clemmey.
‘My car was based on a very nice early example, is quicker than standard, and believed to be ex-works. The cylinder head is a different design from normal.
‘The elephant in the room with MGCS and V8s is parts availability. Things like the windscreen washer bottle and the radiator fan – a genuine ’C item is £79 – aren’t shared with the MGB. That said, it’s a better situation than it was 20-30 years ago, when the only parts for them came secondhand from old BMC dealers. Now it’s ebay and autojumbles. Reproduction parts are inevitably of inferior quality.
‘I once modified a ’C roadster with V8 rear springs, but in truth a good set of radial tyres is key to good handling. Beware of modifications like a thicker anti-roll bar; they can cause chassis damage. It’s better to get to know the car over a few months, and learn to drive around its limitations.’
Tom Owen, Hertfordshire
Tom Owen bought his MGC eight years ago, having owned a couple of ’Bs and a Midget already. ‘I wanted something a bit different, for regular use,’ he explains. ‘I do 3000 to 5000 miles each year in it, including trips to Europe and around the UK. The ’C is an excellent touring car, thanks to its torquey engine – and mine has been made even better by swapping the front suspension for a ball-jointed set-up, courtesy of Doug Smith at MG Motorsport.
‘Set-up is crucial,’ says Tom. ‘You can’t just transfer MGB thinking. The floorpans forward of the car’s centre had to be redesigned, because the B’s beefy crossmember had to be swapped for a smaller, less sturdy item to provide clearance for the taller engine. As a result, the MGC’S front suspension also had to be changed, so the loads could be fed into the car’s structure in a different area from longitudinal torsion bars, running back to a central crossmember.
‘Because the floorpans were being redesigned, the opportunity was taken to widen the transmission tunnel so an automatic could be accommodated. At the same time, the radiator was moved forward eight inches, as well as being increased in size. Because of the extra weight over the front wheels, a less direct steering rack was fitted, offering 3.5 turns between locks instead of the B’s 2.9.’