used for the new Austin 3-litre four-door saloon. In the twin SU carburettor form used in the MGC the engine produced at 5,250 rpm. The body shell needed considerable revisions around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance. It had different brakes from the MGB, 15 inch wheels with Pirelli Cinturato 165HR15 tyres (CA67). a lower geared rack and pinion and special torsion bar suspension with telescopic dampers. Like the MGB, it was available as a coupé (GT) and roadster. An overdrive gearbox or three-speed automatic gearbox were available as options. The car was capable of 120 mph (193 km/h) and a 0–60 mph time of 10.0 seconds. The heavy engine (209 lb heavier than the 1,798 cc MGB engine) and new suspension changed the vehicle's handling, and it received a mixed response in the automotive press. It later transpired that the BMC press department had set the tyre pressures of the cars in the launch fleet incorrectly (to the same values as the standard MGB) and that even the correct pressures were insufficient to get the best handling from the car. Poor reviews also stemmed from the fact that, despite BMC's marketing, the MGC was not a direct replacement for the Austin-Healey 3000 and neither was it a higher-performance MGB. The MGC was cancelled in 1969 after less than two years of production. At the time of the car's launch the manufacturers stated that the Austin-Healey 3000 would continue to be offered as a parallel model priced on the domestic market at £1,126, compared to the MGC's £1,102. In 1967 Prince Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later. MGB GT V8 MG began offering the MGB GT V8 in 1973 powered by the aluminium block 3,528 cc Rover V8 engine, first fitted to the Rover P5B. The of torque allowed it to reach in 7.7 seconds and go on to a top speed. Fuel consumption was just under 20 mpg. By virtue of its aluminium cylinder block and heads, the Rover V8 engine weighed approximately 20 kilos less than MG's iron four-cylinder. Unlike the MGC, the V8 that provided the MGB GT V8's increased power and torque did not require significant chassis changes nor sacrifice