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Stop, Stop, Stop!! So we’re on the doorstep of the new year, but it is still 2017, so let’s take a moment to celebrate a big anniversary of a small but iconic sportscar.

But fear not, I’m not talking about that coveted Italian sportscar which has celebrated a rather overexposed 70th anniversary this year. I’m sure the majority of us have had more than enough of that by now. Instead, we’re visiting a small British sportscar manufacturer which stems back to 1958. More importantly, their biggest commercial success to date, the Ginetta G15 has celebrated its 50th anniversary this year, but sadly it would seem that this grand occasion has been somewhat lost in the midst of other automotive anniversaries this year. Let’s see to it that we put this right…

The Ginetta G15 production line at the Sudbury factory.

More often than not, the really interesting marques all have one thing in common: there is one or maybe a couple of very prolific individuals behind the brand and its cars. This is most certainly also the case when it comes to Ginetta. The four Walklett brothers all shared a deep interest and passion for motorsport, and they were certainly never afraid of standing out and doing things their way. While running an engineering firm together, they were also avid visitors of their local Snetterton race circuit. This lead to them eventually trying their combined skills at building a one-off simple race car – the Ginetta G1. This in turn was enough for them to set up Ginetta Cars in 1958, with Bob as the managing director, Ivor as designer, Trevor as stylist and Douglas as works manager. Production of the Ginetta G2 – their first car offered for sale to the public – was soon going strong. Focus on racing cars was always a fundamental part of Ginetta, and lead to cars such as the evergreen Ginetta G4, and the brutally effective mid-engined Ginetta G12.

The G4 and G12 – both devastatingly successful race cars.

However, with the G10 and especially the lesser engined G11, the Walklett brothers had attempted something much more along the lines of a GT car. By the end of 1966 they felt it was time to give this formula another shot, but this time with a smaller yet more sophisticated approach. The result had them attending their first Earls Court Motor Show in the following year, where they presented the rear-engined 2-seater sports coupé – the Ginetta G15.


While officially introduced to the world of motoring enthusiasts in 1967, production of the lithe coupé didn’t commence until the following year, largely due to delayed parts supply from outside providers. A rigid in-house chassis had been developed extending not just full-length but also full-width, rather than the popular at the time narrow backbone chassis often used by other comparable manufacturers. At the heart of the whole concept was of course the rear-mounted, Coventry Climax derived, all-aluminium 875cc Rootes Imp engine. Ginetta used the recently launched Imp Sport version of the engine, where a head with larger inlet valves and a slightly more aggressive camshaft was used in conjunction with twin Stromberg 125CD carburetors and a four-branch tubular exhaust manifold, all of which added up to a power hike from stock 42hp to 55hp. The engine remained paired not just with the Imp transaxle, but also with the complete independent rear suspension from the Imp. At the front, both suspension and steering were taken care of through a Triumph Spitfire set-up, albeit with a Ginetta-designed anti roll bar. A curb weight of a mere 501 kg. (1,105 lbs.), the independent suspension set-up on all four corners, and a very low center of gravity, all equated to extremely flat and precise handling characteristics, which only superlatives can ever come close to properly describing.

The diminutive G15 could be bought in either component form (or kit-car as it is often termed nowadays) or fully factory assembled. As cars bought in component form at the time were not affected by VAT, the price difference was quite substantial at £849 and £1,110 respectively. This no doubt explains why the majority of G15’s were purchased for self-assembly. Especially as it was claimed that assembly could easily be done at home during a single weekend.

During the G15’s life span several improvements were made by Ginetta. Not many series 1 cars were produced before the series 2 was rolled out, with the majority of alterations focused around the interior with a re-designed glassfibre fascia and better seats. Then in 1971 the series 3 saw several further improvements, the visually most obvious being larger rear side windows, which both increased all-round visibility as well as contributing to an overall more coherent design. However, under the skin there were more changes such as an optional electrical cooling fan situated in front of the radiator, a still optional but more efficient cabin heater from the Triumph GT6, a steering/ignition lock, minor enhancements to both suspension and brakes, and not least optional Cosmic Mk1 alloy wheels designed specifically for the G15 in place of the stock steel items. Late in 1972 further cosmetic changes appeared in the form of integrated doorhandles borrowed from BL’s Austin/Morris Marina, and front indicators now housed in small forward facing pods along with sidelights being incorporated into the main headlights. Once again though, there were further, less visible changes such the petrol tank now being constructed from steel rather than glassfibre in order to meet new safety regulations and also much improved door stops. In 1973 the series 4 was introduced with several new options such as the Cosmic Mk1 alloy wheels phased out in favour of the new Cosmic Mk2 wheels, which now came wrapped in radial tyres. Towards the end of production, Ginetta even introduced the G15 S utilizing the bored out 998cc Imp engine to achieve 70hp over the previous 55hp. While an extra 15hp may not sound of much, think of it as a 27% power increase and it’s suddenly easier to understand how this could boost performance from a claimed 100mph to 115mph, while cutting acceleration from 12.9 seconds to a mere 9 seconds for the sprint from 0 – 60 mph.

The top-hinged clamshell made the engine very easily accesable.

G15’s out in force with the Ginetta Owners Club.

Sadly though, 1973 proved a tough year for Ginetta and their G15 model. The fuel-crisis hit the whole car industry hard, and to make matters worse, as of April 1973 the UK government imposed VAT on component cars as well. As such, all G15 were fully factory built from this point onwards, and the selling price increased dramatically to a hefty £1,395. Ginetta didn’t give up without a fight, and launched an increased promotional drive along with the introduction of the series 4 cars. However, it proved insufficient and only a year later the production of the G15 ceased in April 1974 with approximately 800 cars having been produced.

The interior was particularly well executed for a component built car, with full instrumentation, supportive Ginetta-designed ‘Grand Prix’ seats, and full carpeting too. Despite the G15’s tiny dimensions, even tall drivers should find the cabin quite comfortable once they are in.

While being conceived as a small GT road car, the G15 proved highly competitive in various forms of motorsport both in period and for many years after production had ceased. It practically defined the term “Giant-Killer”…

While perhaps not Ginetta’s finest hour, it’s only appropriate to mention the attempted resurrection of the G15 in 1978. The initiative was not that of the Walklett brothers though, but instead came from the US Ginetta agent, Art Allen. He was so impressed with the G15’s many achievements in motorsport even after production had come to an end, that he felt inspired to commission the brothers to build him a new G15 for the American market. Some changes were made to the body in an attempt to bring it up-to-date, and of course these new G15’s needed to be LHD. But the Imp engine was no longer available from Rootes (which was of course by now taken over by Chrysler), so substantial changes were made to the frame in order to accommodate a 1600cc VW boxer-engine. The car was dubbed the Ginetta G15 Super S. Despite Art Allen’s best efforts to promote the car in the US, it never took off and only eight examples were ever built. Today, most Ginetta enthusiasts would probably prefer to end the story on a high in April 1974.

Regardless, the ingenious little G15 still turned out to be Ginetta’s biggest commercial success, hugely out-selling any previous models, and is still to date probably the best known Ginetta produced. More importantly, 50 years after it was conceived by the Walklett brothers, it’s still putting ear-to-ear grins on the face of Ginetta owners all around the world. Let’s all raise a glass to the brilliant Ginetta G15!


Ginetta – The Illustrated History by John Rose


12 Responses

  1. Paul Nelson

    Nice article about a wonderful car. Thanks for reminding us that it has been 50 years. By the way, the green #35 G15 at the bottom of the article is mine and is tucked safely away in my shop for the winter months in Michigan USA.
    Love your 2002 as well! I previously owned a 70, 72 & 76 2002. Great cars also!
    Paul Nelson

  2. Anders Bilidt

    Paul, I’m glad you enjoyed the article.
    I suppose, being an ex-Imp Sport owner, I by default have a big appreciation of the G15, and I just felt it was an injustice that more hasn’t been written about the car on its 50th anniversary. This was my small contribution…
    Paul, I love your green G15 race car! I’m sure that must put a huge smile on your face when its out for playtime during the summer months.
    Sounds like you’ve owned some nice 02’s as well.

  3. bruinsmap

    As has been shown a number of times (negatively) to design a small car, especially one rear engined, to have a balanced shape AND be pretty is challenge so many small volume manufacturers failed in.

    For example, lights often define a car’s look and getting them right is so important. They only had access to the standard Joe Lucas catalogue, yet successfully integrated them and gave the car a personality.

    The G15 looks right from so many angles, not just one or two. And that really is difficult to achieve.

    And of course marrying that with the rear end of an Imp makes it doubly special.

  4. David Doolan

    Anders, on behalf of Ginetta enthusiast everywhere thank you for doing this piece on the G15 50th. Despite being given the information the major motoring press chose to ignore this significant milestone in Ginetta history. The G15 has a large following and it is very pleasing to see that you have recognised this. Well done!

  5. Anders Bilidt

    Bruinsmap, I couldn’t agree more and I feel that the picture gallery above displays your point perfectly.

    David, it was my pleasure. Joining the Ginetta Owners Club with a G15 in my possession has been a dream of mine ever since buying a Sunbeam Imp Sport back in 2001. Fingers crossed, that might still happen one day…

  6. Simon Carver

    Had and restored one of these in the late 80’s, owned it for 12 years. Great car, Ginetta were really on the up in the 80’s with the upsurge in kit cars, and via the owners club you had the chance to meet the Walkletts who were still running the business then.
    Always felt they were under appreciated in the classic car world though as always seemed to get tarred with the kit car brush !
    Wonder where your are now chassis 292 SHK 14K,

  7. Claus Ebberfeld

    One of my old dream cars, the G15. Always had an affinity for the small, light and efficient way of making sports cars.

    They’re rather rare here on the mainland, and I did not actually see one until at the Nürburgring Oldtimer Grand Grix somewhere around 2010-2011. As I recall it this was French? But it was definately green and in fine fettle – the owner let me and a buddy try it on for size and found we fitted. Since then (well, and before) it has been on the list of my (hundreds of) dream cars. It’s in fine company!

  8. Anders Bilidt

    Simon, perhaps worth contacting the Ginetta Owners Club if you really want to know. They might very well know of your old G15’s whereabouts…

  9. Dave Leadbetter

    SHK14K was last taxed in 2010 and not declared SORN so it doesn’t look positive, and it wasn’t declared exported either… but it might just be out there somewhere. Maybe at least parts of it live on?

  10. Andy Hill

    Anders, Great article,well done ! From a Current G15 owner and previous owner of various imps and Japanese classics.still love them and always will.
    Andy Hill.


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