Now sold
“…one of the best British GT sports cars of the 1960s you can buy and own.” Classic Motoring 4th August 2011.
Conceived as a replacement for the venerable but slightly long in the tooth Austin-Healey 3000, (or not, there is a divergence of opinion on this) a higher performance derivative of the MGB was being developed for the majority of the 1960s before the three litre straight six engined ‘C’ eventually arrived in 1967. Hamstrung to a degree by looking virtually identical to its B brother and subject to a somewhat lukewarm reception by the press, it came and went in just two years. Easy to sum up then; it was an ill-advised dead end, typical of the bungling BMC management of the time. Well, actually no; though we have been guilty of subscribing to this trite point of view in the past, ignore the prejudices of the time which have been perpetuated ever since, dig a little deeper and you, like us, could well be in for a pleasant surprise. Yes, it looks like an MGB but who doesn’t want a ‘Q’ car that can blow the socks off those taken in by the delicate good looks of both cars?
Did the press get it wrong then? The fleet of poorly prepared road test vehicles certainly didn’t help (note to the PR guys, check the tyre pressures before a giving the keys to a journalist) but the scribes were possibly looking for the MGC to fulfil a role it wasn’t supposed to; the B was the sports car, the C the long-legged cruiser for Grand Touring with its higher axle ratio giving 100 MPH at just 3,700 RPM of its silky smooth six. Its short production run and less than stellar sales mean that there were only ever 4,542 MGC roadsters made compared to a frankly amazing 386,789 Bs, so if you want something that was eighty-five times as rare, the C is the one for you.
Going back to the Healey question, though ostensibly fulfilling the same role in that they were both convertibles powered by straight six engines of around 3.0 litres, the MGC’s C-Series, seven bearing unit was both lighter and shorter than the Austin-Healey’s lump as well as being somewhat smoother thanks to those three extra main bearings. Equipped with twin 1 3/4” SU carburettors, it gave a handy 145 BHP at a surprisingly high 5,250 RPM (so not the plodder people would have you believe) and 170 lb/ft of torque. While 53% more power easily put clear blue water between itself and the B, it was level pegging against the 148 BHP Healey; 120 MPH flat (cap) out with the 0-60 benchmark dispatched in 10.0 seconds being quoted for both cars. Where the MGC really scored over the 3000 was with its unitary construction body as opposed to the Healey’s separate chassis and on the road the decade of difference in designs was more than apparent. The downside was that the MGB bodyshell required a considerable amount of re-engineering to accommodate the heavier and bigger six cylinder engine, though it did prove that BMC were fully committed to the project. To get it to fit, the front cross member had to be modified and the coil springs swapped for torsion bars though the associated substitution of telescopic dampers for the original lever arms was a significant win. Even then the height and length of the engine required a full width bonnet bulge plus a further ‘teardrop’ bubble to clear the for’ard carburettor. Once they managed to get the engine to fit, the boffins back at Abingdon turned to its resultant improved performance. Wisely, bigger brakes were first on the shopping list which in turn required 15” wheels which were wrapped in Pirelli’s excellent 165 profile Cinturato tyres. A stronger four synchromesh gear-box and beefed up back axle were deemed sensible and the steering was given slightly lower gearing to compensate for the bigger tyre footprint.
This exceptional ‘C’ was registered 26th March 1970, technically a good six months after production ended in August 1969. Its first owner was a Mr John Sproson of Kettering, Northamptonshire and remarkably the original Sales Invoice dated 18th March 1970 is still with the car. Gainsborough Road Cars of Corby, agents for Morris, Wolseley and MG cars secured Mr Sproson’s custom charging a ‘Basic price’ of £937 for ‘Supplying One M.G.C. Roadster in Red’ (plus purchase tax). The Factory Optional Extras detailed on the invoice were Wire Wheels, Overdrive and Tonneau Cover (all attracting swinging purchase tax) with the usual ‘add-ons’ of Road Tax, Seat Belts, Number Plates and Delivery also noted and charged for. The Agents also fitted a Push Button Radio (and speaker), Parking Lights and Air Horns, which gave a grand total £1,420 against which they allowed Mr Sproson £1,100 for his part exchange, namely a Rover TC. Though all this information is historically interesting, more importantly the Invoice details not only the C’s original Registration, Chassis and Engine Numbers but also those of the keys, all of which the car still sports today.
Since then, the MG has had just one other private owner, John’s son Richard, who took the car over in 1984 keeping it for a further not inconsiderable thirty-eight years. Throughout its life, father and son apparently used the MG sparingly but regularly and had it maintained as required so we suspect another 100,000 miles should be added the 2,474 showing on the odometer. Such was its cossetted life, VRP 2H has never been, or needed to be, restored and it hence remains in outstandingly original condition.
Speaking of condition, that word ‘original’ is key; not in the sense of recently rebuilt to original specification, more that the MG still retains, wherever possible and practical, the components and finishes it received when it was built over fifty years ago.
Starting with the bodyshell, the way it fits together is remarkable with factory panel gaps throughout and perfect outer sill to wing seams. Arrow straight and ripple free from all angles the panels are outstanding. The operation of the driver’s door is simply the best we have come across, closing and latching with minimal effort or apparent wear; something one might expect from a machine built in Stuttgart rather than Abingdon. Impressive though this is, we found the passenger side to be even better while much the same could be said of the boot lid action.
The Tartan Red paint has faded a little (reds being notorious for this) but we would strongly recommend reaching for the T-Cut or better still simple wax polish before the spray gun. A repair to the off-side rear wing in 1978 is documented in the history file but with the cost being just £37.74 including painting, one can surmise that this was minor in nature and today there is no visible evidence of this incident. A small area of ‘spider’s web’ and paint flaking on a rear wing seam are both shown in the photo gallery.
We would describe the brightwork in exactly the same way; clean and polish rather than replate would be our advice. The wiper arms have been painted matt black - very 1980s - though as this is now flaking off we don’t think it would be a difficult task to remove the rest of it. Interestingly, the C has never been fitted with door or wing mirrors, giving a very uncluttered exterior appearance.
More desirable for the cleaner lines it affords the car, the pack-away (as opposed to folding) hood looks to be of late 1960s vintage and is in more than serviceable condition. The MG also benefits from a ‘Factory’ hardtop which is in nice condition with just a little micro-blistering to its body colour finish. Fully lined, it makes for snug winter motoring and yet can be removed single handed in just a few minutes.
The painted wire wheels are in cosmetically good condition with just the lightest of surface corrosion. They are clad in generously treaded top quality Firestone tyres and are nicely offset by the chromed octagonal wheel nuts.
Inside we are once again in period Abingdon-land. The black with red piping leather seats have some cracking, the odd split and some unravelled stitching while the carpet on the transmission tunnel might be a bit threadbare but your view on this will be much the same as for a pair of brogues; do you prefer comfortably broken or painfully new? Rubber mats dress the sills and footwells and it is not often that you see that these days. The optional extra Britax lap and diagonal seat belts are in serviceable condition in both the webbing and metalwork departments. The slim-rimmed and generous ‘Banjo’ steering wheel has a period leather cover and it actually makes a refreshing change from the ubiquitous aftermarket wood rim replacement. The standard dashboard houses not only a hansom set of easily read instruments which but the lovely ‘Deluxe’ Radiomobile push button radio which cost Mr Sproson a not inconsiderable £40.0.0. The original door lock and ignition keys are still with the car, their chrome finish just worn through in places after starting and ending countless journeys. Unfortunately, the piece of carpet that covers the battery compartment behind the seats is missing.
As one might expect by now, under the bonnet it is very much a working environment. It won’t be waltzing off with any Pebble Beach rosettes but everything is tidy and finished correctly if a little chipped and cosmetically worn in places. The odd relatively new parts such as the heater valve, coolant filler cap and radiator hoses sit alongside original often substituted items such as the oil filter canister. We were delighted to see the triple Maserati air horns detailed on the MG’s original sales invoice still in place - worth every penny of their, at the time, steep £20.0.0. cost. We did note a fuel hose is starting to perish and though there is no sign of it leaking it would seem sensible to replace that sooner rather than later.
In the boot everything is structurally rock solid though as one might expect there are a few chips and scrapes to the paintwork plus a little surface rust where the paint has rubbed through as shown in the photo gallery. The spare wheel, jack, lead hammer, wheel nut spanner, tool bag and two-part hood frame plus storage bag are all present and correct along with a period Bluemels warning triangle.
Clambering underside - OK we had the benefit of a lift, as would you should you choose to view the MG - there is evidence of a small expertly executed repair as shown in the photo gallery. Suspension joints appear well greased and the C’s structure is protected with sealant. The floor pans, castle rails and jacking points seem very solid as do the sills. A pair of new twelve volt batteries give more power to the high torque starter motor and they are more dependable than the original sixes. The stainless steel exhaust system still has the remains of its maker’s sticker on it and the brake callipers have relatively recently been replaced as has the radiator.
The enhanced battery and starter motor turn the big six over easily and it fires readily with some choke, settling quickly into a 800 RPM idle with over 40 PSI showing on the oil pressure gauge. From the driver’s seat you are well aware of the big ol’ 3.0 six which rocks expectantly when you blip the throttle, eager for the off. Though we can’t claim to have verified this on our brief test drive, it is worth noting that cars specified with overdrive, which operates on both third and fourth gears, received a lower final drive ratio giving more sprightly acceleration while the genuine ‘overdrive’ top gear ensured maximum speed remained unaffected. What we are able to confirm is that the gear-change is slick and precise and neither the clutch nor steering are overly heavy, though admittedly the lock is not in the Triumph Herald class. Not renowned for its bottom end torque we were pleasantly surprised to find a hill start in 2nd gear was achieved with ease by the C.
The MGC has a decent history file which contains numerous bills focusing mainly on both its early and later life. Initially these covered general servicing and replacement of tyres etc. with the work being carried out by F.E.M. Motors and E. Ward of Kettering with Aitken and Burton in Higham Ferris also involved adjusting the differential. In more recent years the MG has been looked after by Malmesbury Specialist Cars Ltd. who as well as the usual service items have also fitted electronic ignition, a new water pump, and a new radiator. Just a couple of months ago James Hutton Auto Repair changed the clutch, fitted a reconditioned overdrive unit from MGB Hive and new clutch slave and master cylinders plus a high torque starter motor.
Current and previous V5s showing just 2 keepers from new are also present along with a Factory Workshop Manual, operating instructions for the Radiomobile and a BMC Passport to Service booklet. Some eleven tax discs spanning 2005 to 2012 accompany numerous old MOT certificates showing the MGC has been tested every year since 2016 but covered minimal mileage during that time hence precipitating its sale for arguably the first time in its life since it left the showroom of Gainsborough Road Cars in 1970.
Regardless of whether or not the MGC was a replacement for the Big Healey or not, how do they compare in today’s classic market? With nothing to choose between them in terms of performance, the MG comfortably has the upper hand from a refinement perspective, even if the Healey is more of a ‘hairy chested’ sports car, though in the case of the last of the line wood and windows MK 3, even that is debatable. What clinches it for us is that, especially in the case of this more than sensibly reserved example, the MGC is around half or even a third of the price of an equivalent Austin-Healey.
With this being true of all MGCs, what marks this particularly special example out is both its outstanding ‘un-messed with’ originality and the opportunity to become just its third custodian in over fifty years, the first non-Sproson owner to boot.
Perfect cars have their place and we’ve sold plenty of them in the past but if you want boiled sweet shiny paintwork, sumptuous carpeting and straight off the cow’s back leather you will have to look elsewhere - and potentially be financially armed with twice what it might cost you to own this example. What we are offering here is history, pure and simple, warts and all.
With the increase in classic car values, justifying a total rebuild has become easier but consequently the pool of unrestored cars is shrinking all the time, along with opportunities to own an ‘un-got-at’ example to do with as you see fit; after all, once a car has been restored, you can’t un-restore it. In our view a true preservation class MGC, absolutely charming and highly recommended.
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