The MGC encountered a hail of criticism when it was launched to an expectant public in 1967.
Here was a machine that offered little in terms of looks over its cheaper MGB sibling, and lacked much of its ‘point and squirt’ handling.
Cruelly, it was the engine – intended to offer an enhanced experience – that was to blame for most of the C’s dynamic problems.
Far heavier than the B’s ‘four’, the MGC’s straight-six meant that there was no space for a front suspension crossmember, while the former’s coil springs were replaced with torsion bars. The result was modest straight-line performance that could not outweigh the new machine’s chronic understeer.
However, stop comparing it to the MGB – not easy when a bonnet bulge and larger wheels are the only visible differences – and the MGC starts to make a lot more sense.
While not hugely powerful, the six-cylinder makes for an inherently good mile-muncher in a straight line, and the BMC car it replaced – Austin-Healey’s 3000 – will cost significantly more.
It is also worth remembering that some of the MGC’s problems were easily solved and, by virtue of this, many drive better than the day they left the factory.
The Austin 3-litre unit that powered the machine can be transformed with a lighter flywheel, an electric fan (rather than the power-sapping mechanical one), a better manifold and triple SU carbs. These changes can mean improved fuel economy, 175bhp and 130mph potential.