The MGC's front suspension is entirely different from the MGB and is one of the model's most significant engineering distinctions. Where the MGB uses coil springs with lever arm dampers, the MGC employs adjustable torsion bars with telescopic hydraulic dampers, a layout necessitated by the length and weight of the C-series six-cylinder engine. The torsion bar arrangement is closer in concept to the Jaguar E-Type than to the MGB, with a deep U-shaped welded-in crossmember providing engine and suspension mounting points. No MGB front suspension components can be used on the MGC, and vice versa.
Front Suspension Layout
The front suspension uses a swivel pin assembly located between a triangular top arm and a back-to-back lower arm. Telescopic shock absorbers are anchored to the lower suspension arms. Adjustable torsion bars connect to the lower arms via vernier adjustment levers with blocks and plates, allowing ride height to be set precisely. Tie bars connect between the lower arms and the crossmember, maintaining correct suspension geometry under braking and acceleration.
All front suspension bushes are rubber, unlike the MGB and Austin-Healey, which use a mix of metal and rubber bushes. A front anti-roll bar with links, mounting bushes, straps, and upper and lower stops is fitted to all models.
Rear Suspension
The MGC rear suspension is broadly shared with the contemporary chrome bumper tube-axle MGB, using half-elliptic leaf springs and hydraulic lever arm dampers. The only MGC-specific components are the leaf spring assemblies themselves, which differ between Roadster and GT models to account for different weight distribution. All other rear suspension parts, including lever arm dampers, U-bolts, shackle pins, bushes, and bump stops, are the same specification as the contemporary MGB.
Steering
The MGC uses conventional rack and pinion steering with a combined steering and ignition lock. The steering rack is a lower-geared unit than the MGB, reflecting the heavier front end of the six-cylinder car.
Throughout production, the type of steering and ignition lock varied between suppliers. The rack is available new, reconditioned exchange, or as a quick-ratio conversion on a customer's own unit basis, in both right-hand drive and left-hand drive versions. The steering column uses upper and lower bushes, with a flexible coupling and universal joint connecting the column to the rack. Two column types were fitted: a non-collapsible column for home market and most export cars, and a collapsible safety column for USA and later Canadian cars.
Steering Wheel
The original MGC steering wheel was a 16½-inch diameter black plastic-handled T-formation type, the same as the MGB but distinguished by a sewn-on black leather cover on the rim. Two horn arrangements were used: cars without a horn push (USA and later Canadian models) had a centre motif with a retaining clip, while home market and most export cars had a horn push with an MG badge and retaining grub screws. A wide range of aftermarket wood, leather, and competition steering wheels is available from Moto Lita, Club, and Momo ranges with appropriate boss kits and wheel centres.