MGC and B V8 Guide
The MGB GT V8 is a superb weapon but a sorted MGC can be just as much fun… here’s your guide
Everything you need to know if you’re considering buying a big-engined B or C.
At one time the MGB was the world’s most popular sportscar. But it was obvious the B deserved – and could cope with – more power, which is why the MGC was launched in roadster and GT forms in October 1967.
While the C packed almost three litres of smooth straight-six power, it was greeted with little enthusiasm by the motoring press thanks to its disappointing dynamics. Despite the roadster’s competitive price of £1102 in 1967, buyers opted to spend an extra £24 on an Austin-healey 3000 instead. After two years of trying to find enough buyers, MG gave up with the C in August 1969.
It would be another four years before British Leyland pepped up the MGB once more, and this time it scored a bullseye with the B GT V8. There would be no roadster, but the 3.5-litre V8 seen in an array of Rover-badged products was just the job. It was light, muscular and sounded superb. However, with just 2591 examples of the GT V8 built (1839 chrome bumper, 742 rubber bumper), none of which was exported to the US, the eight-pot B is rare.
Convertible V8 - the holy grail?
The best MGB derivative is the one that MG didn’t make – a V8-powered roadster. That hasn’t stopped plenty of four-pot Bs from being converted, with some superb cars created in the process. However, creating a V8 roadster is a big undertaking as virtually all of the running gear has to be upgraded and while many owners don’t skimp, some conversions are done to a higher standard than others. Expert Nigel Guild says: ‘No two V8 The MGC’S 3.0-litre sixcylinder engine is suited to grand touring duties. conversions drive the same. Avoid cars that have just had a V8 installed – the overdrive gearbox needs to be swapped for a five-speed unit (Ford Type 9 or Rover SD1) and the brakes should be upgraded.’ From a collector’s point of view the GT V8 is the rarest of the breed and if you can find a superb chrome-bumper car at the right price you’ll always be quids in. However, if you like originality and want an open-topped car, the MGC is a great bet, especially if the chassis has been tweaked.
But whereas these cars used to be cheap, sharp increases in value over the past few years mean the MGC isn’t the bargain it once was.
Bodywork
The monocoque bodyshell can be seriously weakened by rust, and bodges are common. While replacement MGB bodyshells are available (from £9000), there’s nothing specifically for the C. The two models share a lot but as you can read in the Project Buyer section, there are several key differences between the structural panels. One popular solution is to import a rust-free car from the States then convert it to right-hand drive – and everything is available to do this.
Expect corrosion in the complex sill structures, and these are often bodged. Proper repairs entail cutting off the front and rear wing sections (below the trim strip) or unbolting the front wings, but if taking the latter option, on a roadster the