MGC GT

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The MGC was in essence a 3-litre straight-six version of the MGB and was intended as a replacement for the ageing Austin-Healey 3000.

The initial MGC prototypes were based on modified MGB MKI chassis, these being chassis number 100 (registered in December 1965 as FRX 692C) and a GT, chassis number 99, which was eventually registered in July 1968 as RMO 724F.

Following these two cars and some 11 months prior to the official launch of the MGC in November 1967, a batch of pre-production cars were built, starting at chassis 101 which was laid down on the 3rd November 1966. The original MGC production records (held at the British Motor Heritage Trust, Gaydon) show the build details of these pre-production cars. Chassis numbers 101 to 109 are all listed as roadsters. Chassis number 110 is the lowest chassis number issued to a GT (a North American specification car) that commenced production on 10th November 1966.

The MGC on offer here, chassis number 111, is shown as the earliest MGC GT pre-production development car and the first line-built home market MGC GT. Build commenced on 3rd November 1966 (the earliest date any line built development cars were started) and the only GT commenced on this date together with the roadsters 101, 102, 104, 108 and 109.

There is a note of the Berkshire registration LBL 412D against chassis number 111 in the production records, this number being part of a batch of numbers reserved by the MG car company on 28th November 1966 and allocated on 1st December 1966. The final car in this pre-production batch was chassis number 113 and is listed as a GT used in crash testing and written off in July 1967 when it was cut up and scrapped. The first true production specification car was chassis number 114 which was started almost eight months later on 28th July 1967.

These records list chassis 111 as being completed to the following specification: Metal SLV BU/BLK (Riviera Silver Blue metallic with black trim) – the only development car in this colour; automatic transmission – the first and only automatic GT development car; home market spec; wire wheels; SP radials and MPH speedometer. The destination is “development” with a note “Loan to Holland Park” which we have been unable to elaborate upon.

It is believed that this batch of cars were used for extended development work both around Berkshire and at Silverstone. In an article by Mike Allison (‘Safety Fast’, July 1992) he details that as a result of testing at Silverstone the front brake pad material was upgraded and a transmission oil cooler added to cars with automatic transmission.

The MGC bodies were produced by Pressed Steel at the Swindon plant. As with the MGB shells from this period, bodies were issued with two body numbers, the location of which changed around this time. Chassis number 111 has body number E00003 located vertically on the very front edge of the offside inner wing. This is the number recorded by Abingdon for the pre-production cars. This number had a D prefix for roadsters and an E prefix for GT cars. The production records show body E00002 being allocated to both chassis 110 and 111! An archivist has amended this with a note against chassis 111 showing the body number as E00003?

There is also a body number located on the nearside inner wing on a riveted alloy plate (opposite the carbs on early shells and moved next to the chassis plate on later shells).This is prefixed GCD following the same format as MGC GT chassis numbers. This number was not recorded by Abingdon for the pre-production cars, although the second production car, chassis number 115, has the lowest GT body number recorded, listed as 000109. The body number on this tag for chassis 111 is GCD 000108, one lower than the lowest body number recorded by Abingdon in this sequence.

The history for this car indicates that in the early 1970s it was allocated a cherished registration, JGH 999D. When this was removed, KWD 224D was allocated. Interestingly, a copy of the 1970s continuation log book shows that the engine size was amended to 3,528cc which indicates that a Rover V8 engine was fitted, an extremely rare thing for a C in the 1970s. The car was later restored and re-united with a 2,912 cc engine and with a manual / overdrive transmission that remains fitted.

It was featured on the cover of a US Healey club magazine from 1990 as having been restored by JD Classics and available for around $65,000! From 1997 the car was owned by well known classic Jaguar racing driver Justin Law. In 1999 LBL 412D was sold by Christies for over £15,000.

Finished in Riviera Silver Blue metallic with black leather piped in blue with matching door cards and trim, it has the correct leather-rimmed MGC steering wheel, painted wire wheels, Spax suspension including rear telescopic conversion and a stainless steel exhaust system. Internally it has early MkI MGB spec door pulls and a Jaeger fuel gauge not found on series production MGCs. It is believed to be the only remaining MGC GT originally registered in 1966.

Purchased by the vendor through Brightwells in 2010, the car has been Carcoon stored when not in use. A gearbox problem was sorted immediately after purchase and the car has performed beautifully for several long-distance trips through Scotland and Ireland. The car is presented in superb cosmetic condition and has not been driven in the wet or during the winter months.

MOT’d until November 2015, the file includes a British Motor Heritage Certificate, the Christies auction brochure and invoice and various supporting documents and articles. Altogether an extremely rare and historic machine, in fine condition, that would be the pride of any MG collection.