MG MGC GT Rally Car, 1969
MG MGC GT Rallye Auto, Jahr 1969. Farbe Bronzegelb kombiniert mit einem schwarzen Interieur. Dieser wundervolle MGC GT wurde in den USA neu verkauft. Nach dem Import in die Niederlande im Jahr 1996 wurde das Auto umfassend restauriert. Der leistungsstarke 3-Liter-6-Zylinder-Motor wurde überholt und auf die „Downton“-Spezifikationen abgestimmt, mit einer „Fast-Road“-Nockenwelle, drei S.U. Vergaser, ein leichteres Schwungrad und ein Doppelrohr-Sportauspuff. Dieses wunderschöne MGC GT Rallye Auto ist in einem sehr guten Fahrer Zustand und das Auto ist für historische Touren-Rallye-Events vorbereitet. Der Innenraum verfügt über zwei bequeme Schalensitze mit 4-Punkt-Sicherheitsgurten, einen Überrollkäfig und ein Sportlenkrad. An der Außenseite finden Sie wunderschöne 15-Zoll-Minilite-Leichtmetallfelgen mit verchromten „Knock-on“-Radmuttern und vier Hella-Zusatzscheinwerfern an der Vorderseite. Darüber hinaus ist das Auto mit Overdrive und einem Webasto-Schiebedach ausgestattet. Der letzte Besitzer schätzte und genoss das Auto seit 1997 und nahm jedes Jahr an zwei Veranstaltungen teil. Das Auto wurde im Laufe der Jahre sehr gut gewartet und ist bereit für jedes neue Abenteuer. Dieses MGC GT Rallye Auto lässt sich in vollen Zügen genießen!
ARCHIV | VERKAUFT
De MGC was built between 1967 and 1969 and was meant to be the successor of the Austin Healey. The MGC bodywork is identical to the MGB. De MGC was powered by a 2912 cc. six-cylinder in-line engine with an output of 145 bhp. The powerful engine made a top speed of 190 km/h (118 mph) possible. To cope with the weight of thee six-cylinder in stead of the four cylinder the MGC was equipped with a stronger torsion bar- suspension in front. 4542 MGC cars were built of which about 50% featured GT bodywork.
six cylinder in-line engine
cylinder capacity: 2912 cc.
carburettors: 2 x S.U.
capacity: >145 SAE bhp.
gearbox: 4 speed, manual + overdrive (3, automatisch optioneel)
top speed: 190 km/h. - 118 mph.
weight: 1165 kg.
MG (Morris Garage) was set up by William Morris in the year 1923 to market a more sporty line of Morris models. Morris Production Manager, Cecil Kimber, was transferred from the factory in Cowley to Morris Garages (in Abington) to design MG's using Morris parts. MG production in Abingdon started in the year 1924. At the end of the 1930s, even normal passenger cars were introduced under the MG label.
The business flourished when in 1945, just after World War II, the sporty prewar MG TB and its successor the TC stole the hearts of the American soldiers. Numerous MGs were shipped to America where this type of motorcar was yet unknown.
Demand for the MG sports cars quickly rose in America, and most of the MGs were sold across the big pond in the years that followed. MGs were simple and well-built, affordable and easy to maintain. In 1952, Austin Motor Corporation merged with Morris Motors to form British Motor Corporation Ltd*.
In 1955, the pre-war TB and the post-war TC, TD and TF series with their pre-war designs were followed by the MG A roadster, which also became available as coupes after 1956.
In 1962, the successful MG A was followed by the even more successful and austerely but elegantly lined MG B. This series, too, mainly found its way to America. The MG B was available as roadster and as a 2+2 coupe, called the ‘GT’.
As British Motor* had stopped the production of the Austin Healey, there was again the need for a six-cylinder sports car from this stable, which made the MG C see the light of day in 1967. It was an MG B with a six-cylinder engine. However, this car failed to live up to expectations as its road-holding and character were not of Healey’s caliber. Eventually, Healey’s successor was to come from the newly merged British Leyland* stable in 1968, and was called the Triumph TR6.
In 1973, a V8 variant of the MG B came onto the market: the MGB V8. This model had a powerful Rover 3.5 litre V8 motor and was to be built until 1976.
The MG B roadster and the GT were sold until 1980, and, under pressure from American legislation, were adapted with safety-enhancing and emission-reducing conversions during their last five production years. The resultant thick rubber bumpers and less powerful engines made these cars much less attractive. Meanwhile, Japan produced the Datsun 240 Z, and put an end to the British sports car hegemony in America.
In 1980, it was curtains for MG B. In the years after, some Austins did appear, ‘dressed up’ as MGs but we’d rather forget about them. Finally, in the 1990s, a worthy successor emerged in the form of the MG F, which is available to this day.
In the year 2001 BMW decided to get rid of Rover because they were losing lots of money because the British pound was too expensive as was manufacturing cars in England.
A group of investors bought Rover. They took over the entire model line and were able to work out the last details on the Rover 75 Tourer and market it. Next idea was to give MG a true rebirth; various Rover models were technically re-engineered, tuned and spiced up to make thru drivers cars of them, a sporty line of cars alongside the Rover middle-class luxury line.
Looking at the Rover/ MG cars and reading about them in the press we can tell that we have high expectations of the MG models to appear in the future.
© Marc Vorgers
1968-75: BRITISH LEYLAND MOTOR CORPORATION, LTD
1975-78: BRITISH LEYLAND LIMITED
(in the merger of BRITISH MOTOR HOLDINGS with Austin-Morris and Jaguar interests in 1966)
and LEYLAND MOTOR CORP. LTD.
partly nationalized by the British government in 1975