WHAT HAVE incorrectly set tyre pressures and Sir Alec Issigonis got in common? They’re both responsible for helping to bugger up the MGC’s chances of a long and fruitful life.

   Hard though it may seem, given Issigonis’s credentials and genius ‘creator behind the Minor, Mini and 1100/1300’ tag, his darkest hour really had to be when he was tasked with updating BMC’s C-series. Designated Type-29G and destined for both the MGC and Austin 3-litre, he clearly showed his disinterest in big cars by producing an engine which was underpowered, taller and 72lbs heavier than planned. Plus thanks to its seven-bearing, long-stroke design it revved like a tug-boat engine with only
one lung.

   It was so bad that MG’s chief engineer, Syd Enever, a man who had experience with proper six-cylinder screamers, took the brave decision to meet Issigonis with some revised drawings for a properly flowed, short-stroke engine. Yet it all came to nothing and Syd was arrogantly told where to go...

   Of course, this heavyweight engine called for some modifications to the MGC’s steering, because the MGB rack’s ratio had to be lowered to make steering effort more manageable. Unfortunately, this compromise was made worse by the 1967 press launch cars having their tyres under-inflated – and before they knew it, MG had a car which was labelled a gutless, understeerer. The Healey version, the 3000 MkIV, never happened and come 1969, following disappointing sales and the Leyland takeover, the MGC was quickly killed off.

   One redeeming point in the MGC’s bleak CV though was the BMC Comps GTS programme. Effectively, it was Abingdon saying ‘you don’t want to do it like that, you want to do it like this...’

   Special light alloy panels were commissioned on the QT, the bodywork featured hungry mesh-filled vents, sexy fat wheelarches to house 6.5J Minilites, a side-exit exhaust and C-pillar Monza fuel filler cap.

   Backing up the ‘phwoar’ was a comprehensively updated tech spec: front and rear adjustable telescopic dampers, front and rear anti-roll bars, an LSD, a faster steering rack and a rather special engine. The first Works car, MBL 546E, featured triple side-draught Webers hooked up to a lightweight aluminium cylinder head, while its sister car, RMO 699F went one step further and featured an aluminium engine block.

   The GTS had so much promise that during the MG Works team’s last official outing, the 1968 84-hour Marathon de la Route at the Nurgburgring, it wasn’t merely running third but actually gaining on the lead Porsche 911.

   Naturally, such promise wouldn’t be tolerated under the new Leyland management and the GTS was axed after just two official Works cars were built. The remaining four shells were sold off and built up by John Chatham, but understandably these cars are very rare, so prospective customers need a lot of patience and a fat wallet.

   The alternative though is to pay a visit to Doug Smith at MG Motorsport, a bloke who’s got rather an enviable reputation for building beautifully restored MGs – including Sebring replicas.

   “We build Sebrings for people who specifically want a Sebring – rather than an MGC – it’s basically because they like the look of them,” admits Doug. Well, who can blame them...

   I’ve visited Doug before and gone into quite some detail about how to build a GTS. Starting with the body you can opt for either GRP wings or go full alloy. The front valance is alloy while the rear is GRP, but alas that lovely mesh grille is reserved solely for MGM’s own cars.

   Ensuring that his GTSs perform – unlike the strangled MGC – is a thoroughly reworked Type-29G engine. Specs vary, but you would be advised to lighten and balance the bottom end, a six-branch exhaust manifold is a must, as is a gasflowed cylinder head, a livelier camshaft and a modified distributor advance curve for more mid-range punch. The standard twin HS6 SUs are adequate for Fast Road spec, but above and beyond that you really are looking at either triple SUs or triple twin-choke side-draught Webers.

   Fastidious GTS fans who are after a real Race replica please note, that aluminium cylinder heads are also available to sit atop their all-steel Cosworth-pistoned engine – should your wallet be so deep. Figures? Fast Road engines should see between 180-200bhp, while Race units can realise 230bhp.

   Next the steering and handling is dealt with by fitting a quicker 2.9 turns lock-to-lock Quaife steering rack (the originals were a dim-witted 3.7), fitting offset Superflex polyurethane bushes improves turn-in, and Spax dampers and parabolic leaf springs also help matters. Turreting the rear is really only necessary for Race cars...