HOME > LOT 201 - 1968 MGC ROADSTER

LOT 201 - 1968 MGC ROADSTER

LOT 201 - 1968 MGC ROADSTER

  • Excellent condition throughout
  • Two owners from new, the first for forty-four years
  • Desirable manual with overdrive and wire wheels specification
  • Nice, original Registration Number
  • New tyres fitted to refurbished wheels
  • Estimated at £12,000 to £16,000

ABOUT THIS CAR

“Grace, Power, Comfort and Space… in the new 6 cylinder MGC.” MGC sales brochure, September 1967.

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/BMH 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 appreciably 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 a chunky 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 165 profile tyres. A stronger four synchromesh gear-box and beefed up back axle were deemed sensible while the steering was given slightly lower gearing to compensate for the bigger tyre footprint - a sports car for Olive Oyl, not just Popeye.

We do like to document a car’s ownership history and in this instance that didn’t take us long, there having been just two custodians in the MG's life. The last private owner acquired it from its first on 26th March 2012, some forty-four years after it was sold new. That first owner, a Mr Nigel Marshall of The Old Rectory, Lea, Gainsborough, purchased the MG on 5th April 1968 and interestingly, the ‘C’ sports a nicely worn key fob from J W Lockward, North End Garage, Marton, Gainsborough and though the Garage still exists, it is not clear if they were the supplying dealer or looked after the MG for Mr. Marshall.

Today the MG is in exceptionally nice condition suggesting it has at the very least been very well cared for if not restored; the second owner garaged it and the Old Rectory is blessed with a beautiful barn that would make a marvellous Motor House so one might assume it was similarly cossetted while there.

Starting with the bodyshell, it is as straight as a die with, for the most part, not a single dimple, ripple or blemish, much less hint of corrosion. Notorious for starting and perpetuating body rot, the beaded wing seams all appear to be absolutely problem free and the MGC displays excellent panel fit and alignment. Even the susceptible aluminium bonnet is straight and true. The only imperfection seems to be a small depression in the nearside sill adjacent to the jacking point which looks to have been caused by incorrect operation of a somewhat unstable standard pillar jack. The operation of the doors is among 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 and a testament to the integrity of the shell.

The Mineral Blue paintwork (code BU9, one of the best shades on an MG of this era) is very good indeed with just the odd imperfection (passenger’s door) or chip (bonnet) and one slight run (driver’s side front wing), all of which we have tried to show in the photo gallery. It is bright with great shine and depth with no shrinkage or unevenness at all. It has also avoided that ‘boiled sweet’ look that can affect recently completed resprays, in perhaps unsympathetic materials.

There is a good quantity of brightwork on an MGC and on this example it is in nice condition with no dents though it does have some slight pitting in places, notably the bumpers and overriders. While this could be improved with a simple polish, a new owner might choose to have them refinished to bring them up to the standard of the paint. The C has not been fitted with door or wing mirrors or even a radio aerial, giving it a very uncluttered exterior appearance. There is a lovely RAC badge (Number F150796) fitted to the front bumper while the MG grill badge is lightly worn. All glass and plastic components are un-damaged with no chips or cracks evident.

More desirable for the cleaner lines it affords the car and an optional extra when the car was new, the pack-away (as opposed to folding) fabric hood is in more than serviceable condition. A little faded in places, it has no major wear and just a slight unravelling of the stitching at the passenger side door as shown in the photo gallery. The windows (zip-out rear) are clear with no ‘fogging’ and the fit is very good. The hood cover and full tonneau with centre zip look to be barely used.

Having covered very few miles since being refinished, the painted wire wheels are in perfect condition and they are clad in generously treaded top quality Michelin 165 15 XAS tyres, with the picture completed with chromed two eared spinners in unmarked condition.

The cockpit of the MG has been retrimmed in top quality black vinyl with white piping while MG branded floor mats protect the excellent carpets. The optional extra BMC logoed lap and diagonal seat belts are in good condition in both the webbing and metalwork departments. The original slim-rimmed ‘banjo’ steering wheel of generous circumference actually makes a refreshing change from the ubiquitous aftermarket wood rim replacement and the standard crackle finish dashboard houses not only a handsome set of easily read Smiths instruments but also a lovely period push button radio.

Under the bonnet it is very smart indeed being both tidy and well finished. It may not be waltzing off with any Pebble Beach rosettes but, as can be seen in the photo gallery, it is more than presentable. The thirteen row Mocal oil cooler fitted looks to be relatively new.

In the boot everything is structurally rock solid though the slightly worn carpet could do with a hoover. A good quality single 12 volt battery is present (a worthwhile upgrade from the twin six volt units originally fitted) along with the spare wheel, Thor hammer and weather gear.

Clambering underside - OK we had the benefit of a lift, as would you should you choose to view the MG - there is no evidence of any repairs having been carried out and there is a thin coating of sealant protecting the C’s structure. The floor pans, castle rails and sills seem very solid though the jacking point previously mentioned seems to have been bent slightly despite the metalwork around it apparently being sound. The front uprights have been very well greased and though there is a little bit of light surface rust on the rear axle, leaf springs and some suspension components, these are easily improved cosmetic issues. A stainless steel exhaust system and high torque starter have been fitted along with what look to be new track rod ends. Very solid six volt battery cradles are still in place should a new owner want to revert to that arrangement or fit a compact 12 volt unit.

The enhanced battery and starter motor turn the big six over easily and it fires readily, settling quickly into a very sweet 900 RPM idle once the choke has been dispensed with. With some water temperature showing on the gauge, oil pressure at idle sits at 40 psi rising to 60 psi with a few more revs. 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 (contrary to popular belief), 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.

There is a compact history file with the MG containing the current V5C showing just two keepers from new and a selection of MOT test certificates going back over the last ten years. Self-maintained as a retirement pastime by the second owner, there is nothing in the way of bills for the work carried out. 

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 the price of an equivalent Austin-Healey. With this being true of all MGCs, what marks this particular example out is both its lovely condition and the opportunity to become just its third custodian in over fifty-five years.

  • Registration number: SRC 400F
  • Chassis Number: GCN1/1080 G
  • Engine Number: 1336          

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