MG MGC Polycarbonate Windows

The MG MGC was meant to be the next big thing for MG. It was supposed to take everything people loved about the MGB and give it a serious injection of power, transforming it into a true British grand tourer. But as history shows, things didn’t quite go to plan. Launched in 1967, the MGC was a car with huge potential, but a mix of misunderstood handling, bad timing, and unfair comparisons meant it never quite got the respect it deserved.
On the surface, the MGC looked almost identical to the MGB, but under the bonnet, it was a completely different animal. Out went the familiar 1.8-litre four-cylinder, and in came a 3.0-litre inline-six. With 150 horsepower and a significant jump in torque, the MGC should have been a proper bruiser, capable of taking on the likes of the Austin-Healey 3000 and even giving Jaguar’s E-Type a reason to glance in the rear-view mirror.
The problem? That engine was big, heavy, and not particularly well-balanced for the MGB’s lightweight chassis. The front end had to be reworked to fit the larger block, resulting in a car that felt nose-heavy and didn’t have the nimble handling of the MGB. Early testers, including the press, were quick to criticise the steering and cornering, claiming it was slow and unresponsive compared to the lively MGB.
But here’s the thing, they were driving it wrong.
Unlike the MGB, which was built for sharp, playful handling, the MGC was designed as a high-speed grand tourer, a car meant for devouring miles rather than attacking hairpins. Once you adjusted to its driving style, the MGC was a seriously capable machine, with effortless cruising ability, loads of torque, and a refined ride that made long journeys a joy. It was smooth, powerful, and comfortable in a way the MGB never was.
It could hit 120 mph, making it one of the fastest MGs ever produced, and despite its extra weight, it could still hustle through the bends when driven with the right technique. Those who stuck with the MGC, particularly owners who figured out how to tune the suspension and adjust the tyre pressures correctly, discovered that the car’s handling wasn’t nearly as bad as the press had made it out to be. In fact, with minor tweaks, it could be a genuinely enjoyable GT car, fast, torquey, and surprisingly capable.
Unfortunately, the damage was already done. Sales were disappointing, and by 1969, just two years after launch, MG pulled the plug on the MGC. It never had the chance to properly prove itself, and for years it was dismissed as the MG that didn’t quite work.
But time has been kind to the MGC. Today, enthusiasts have re-evaluated its strengths, recognising it for what it was meant to be, a grand tourer, not a sports car. Properly set up, an MGC is a fantastic classic, offering smooth six-cylinder power, effortless long-distance cruising, and a character that sets it apart from the more common MGB. It’s rarer, more distinctive, and with modern suspension upgrades, it drives far better than people give it credit for.
Owning an MGC today isn’t just about having a classic, it’s about redeeming a misunderstood car, about appreciating what MG was trying to achieve, and about enjoying a car that offers the kind of relaxed, effortless motoring that modern cars can’t replicate. It may not have been the E-Type rival MG wanted, but in the right hands, it’s one of the best grand tourers they ever built.