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The world of low-volume specialist sports cars is a slightly weird but thoroughly wonderful niche filled to the brim with ingenuity, enthusiasm and a will to overcome any obstacle and succeed. It has led to many bizarre creations all of which share a fabulous grassroot charm, even if they don’t all share equally well-balanced looks.

First of all, I need to set one thing straight, as this is a pet hate of mine. We’re NOT talking crude kit-cars here! Some people seem to confuse these specialist sports cars and simple kit-cars, but there is in fact a difference. Specialist sports cars were produced by companies with engineered capabilities of their own. It’s where the likes of Lotus and TVR were born. Growing in the mid to late fifties, they really had their heyday in the early sixties, but then slowly started losing momentum in the early seventies before finally being killed off when new VAT rules were imposed in the UK in April 1973. Yes, these cars relied on parts from existing models produced by big corporate car manufacturers like Ford, Rootes or Triumph, and yes they were more often than not delivered in component form to their first owner, as this was a way of dodging the VAT back then. And I suppose that’s where the confusion stems from. But it’s still a very different thing than a crude and utterly out of shape Cobra-wannabe fiberglass body being grafted together in someone’s shed with mechanical components from an old clapped-out Sierra.

Okay, rant over. So let’s move on. My whole line of thought here was actually fuelled by a recent reader comment. At the end of last year, I wrote about the 50th anniversary of the Ginetta G15, and one reader replied that it was a very balanced and pretty design – something which was often a challenge when designing such small sports cars and thus many had failed. I agreed with the reader then, and still do now. However, it got me thinking about many of the other British specialist sports cars of that era. While I’ve always had a thing for this interesting little niche and thus appreciate pretty much all of these wonderful creations, I’ll also happily be the first to admit, that some of them are severely aesthetically challenged to say the least.

So the G15 is in my opinion a good looking specimen of the British specialist sports car, but there are of course others. Sticking with Ginetta, I think it’s fair to say that the evergreen G4 manages to look both purposeful yet also pretty at the same time.

Ginetta G4 on track where it did so well – even without relying on its perfectly sculpted curves.

But other manufacturers managed great designs too. I was lucky enough to encounter one of my favourites in June of last summer at the Tatton Park Classic Car Spectacular when I came across Arthur Speakman’s stunning Falcon Caribbean mk. 4. It’s such a sleek and coherent shape, seemingly worthy of so much more than the simple Ford Popular underpinnings – but this was of course the way enthusiasts back in the late fifties and very early sixties who couldn’t afford a new TR3 or MGA, could still manage to get themselves a sports car. As such, those simple, cheap and readily available underpinnings were really a very large contributing factor to the success of cars like the Falcon Caribbean – and of course its good looks. Falcon had come along way with the Caribbean mk. 3 and mk. 4 when compared to their earlier very simple mk. 1 and mk. 2 built for the pre-war Austin Seven chassis. Not surprisingly this lead to the Caribbean becoming Falcon’s best seller, during its production run between 1959 – 1963. It’s another one of those “almost-made-it” stories from the world of small specialist companies trying to establish themselves as proper car manufacturers. Sadly, Falcon only managed one more model after the Caribbean, but even the bold design of their 515 wasn’t enough and the company folded in 1964.

Another shapely and beautiful specimen of the British specialist sports car is the Tornado Talisman. They started out with the Typhoon in 1958 followed up by the Tempest and the Thunderbolt shortly after. Excellent names, but seeing as I’m focusing only on aesthetics rather than marketing and engineering, I think it’s fair to say that none of these were ever in risk of winning the beauty pageant. That all changed in 1962 with the introduction of the very handsome Talisman 2+2. Stakes were high but Tornado gambled it all in an attempt to make the transition into a fully-fledged car manufacturer. Besides the shapely new fastback design, the Talisman also offered a brand new chassis utilising a slightly redesigned independent rear suspension from the Typhoon, and it even became the first production car to use a Cosworth-tuned engine as standard. With that Cosworth magic, the 1340 cc Ford engine resulted in strong performance from the compact GT, and the interior was extremely well appointed with a comfortable driving position, decent sound-deadening and leather bucket seats. It was very much the complete package and thus received a very warm reception from the motoring press. To further emphasise the move upmarket, the vast majority of Talisman ended up being delivered to their first owners as fully-assembled cars, even though they were still available in component form. The downside was of course the cost. With the Talisman, Tornado suddenly found themselves competing against much bigger and well-established car manufacturers. Towards the end of 1964, with only 186 Tornado Talisman seeing the light of day, it was all over for the promising little specialist manufacturer.

This next one is perhaps a bit of a joker in the company of the Caribbean and the Talisman. Luckily we all have differing tastes, but I suspect fewer enthusiasts will agree with me on this one. Admitted, even I can see that the diminutive Rochdale Olympic is not as elegant and mature a design as the two others. But I can’t help myself – since the very first time I saw one in the flesh, I was hooked! I regard the design as the front end of a Porsche 356 grafted on to the rear of a Jaguar E-type fhc, then left in your shrinking machine a little too long, and finally given a light sprinkling of Ugly Duckling dust. Hey Presto! – you’ve got the Rochdale Olympic. No, it’s perhaps not stunningly elegant, but it makes you smile as it’s cute with a distinct sporting character. It just looks plain cheeky. It was also Rochdale’s most ambitious engineering feat as it offered a full monocoque fibreglass body of similar construction to the innovative Lotus Elite introduced only a couple of years before the Rochdale. Only the Elite needed several metal components within the shell for reinforcement, while the Olympic only had a single metal roll-bar incorporated into the windshield pillars. For Rochdale, the Olympic also represented a departure from Ford Popular underpinnings, as the Olympic in most cases made use of the BMC B-series engine from the Riley 1.5, along with front suspension and steering based on that from a Minor for the Olympic Phase 1, and a Triumph set-up with disc brakes on the front for the Olympic Phase 2. This neat little package resulted in strong performance and even better handling characteristics. From introduction in 1960, only about 400 cars were built, with production practically coming to a halt by 1967, even though the Olympic was in theory available right up until 1973, at which point Rochdale had totally ceased their car production.

How do you view these British specialist sports cars from the fifties, sixties and early seventies? Are they all merely crude kit-cars to you? Or do they represent engineering ingenuity and the physical outcome of the British love-affair with the sports car? Do you perhaps have a favourite? Or maybe you have even owned one, or still do? In which case we would love to hear some tales and experiences from your ownership…




9 Responses

  1. Tony Wawryk

    I always liked the Peerless, one of which I think is the bottom right b&w photo above? Made in Slough, using TR3 running gear, at a time when Citroens were also still manufactured there. Another favourite of mine, at the higher end, is the Gordon Keeble, which used the old hybrid formula of an American V8 with an Italian-designed body (see also AC 428, Jensen Interceptor and FF, various Iso models, etc). What I didn’t know until I looked it up, was that these were also initially made in Slough, and the “Gordon” part was linked to Peerless, John Gordon having previously worked for Peerless. And while I had long known of Citroen’s manufacturing history in Slough, I had no idea that Peerless and GK were also made there – I live just 3 miles from Slough and didn’t know it had been such a centre for car manufacturing. If I may be allowed to digress a little, this prompted me to look a bit deeper, and lo and behold, Saab also “made” the Saab 60 there. To be more precise, modified a number of Saab 96’s. Even more surprisingly (to me, at any rate), it turns out that Slough was a centre of motorsport excellence too – John Wyer Automotive, Lola and for a while, Team Surtees – names known to all here – were based in Slough; imagine, the Ford GT40 came out of Slough! And if you stretch Slough to include Poyle (it comes under the Unitary Authority of Slough, which sounds a tad sinister), McLaren were based there for some years before moving to Woking. As far as I can tell, no car manufacturing takes place in Slough now, though it is still home of the Mars bar!

  2. Dave Leadbetter

    Tony, on the contrary, I think it’s fair to say we’ve all learnt something about Slough today. That doesn’t happen every day.

  3. Anders Bilidt

    Tony, I honestly had no idea that Mars bars were made in Slough….!!


    On a serious note, I too learnt something today. I obviously knew about Citroën, and being a big Gordon-Keeble fan, I knew about them starting off in Slough too. But to be honest, all the rest was new to me.
    Btw. the Peerless was actually runner-up to be included in this article. It’s such a purposeful and low-slung design…

  4. Claus Ebberfeld

    As my keeper classic is one of the most succesful specialist sports cars of them all, a Reliant Scimitar GTE (or would you say that the Scimitar range was so succesful that it was no longer “special”?), I guess it goes without saying that the genre is one of my all time favourites. The G4, G12, G15 and even G21 would be most welcome in my garages, as would the Rochdale Olympic, Turner, Falcon and the Fairthorpe Electron Minor that was actually for sale here in Denmark shortly before Christmas. Being out of the Triumph-fraternity where I started out in classics, I have always had a soft spot for the Peerless as well.

    And any TVR! No, don’t get me started on those TVR’s…

  5. Dave Leadbetter

    E-Type meets 356 is a good description but I can also see a little bit of Jensen in the Rochdale Olympic design, in the flash coming from the front wheelarch. I think Sporting Motorist magazine describing it as a grand tourer is optimistic. 100mph and disc brakes granted, but it’d be a long way to the Cote D’Azur.

    Should Bristol be on the list also? Pretty specialist and production numbers were kept low as Tony Crook wouldn’t sell a car to anyone he didn’t like. Which was most people.

  6. Jesper Jensen

    I think Bristol should be on the list, too. Very special – both the cars, the history and…..Tony Crook:>)

  7. Anders Bilidt

    You’re all right, the list of specialist sports car manufacturers is long, and yes, naturally the Reliant Scimitar and not least the likes of Bristol and Gordon-Keeble belong on this list as well. Because that’s the whole point I’m trying to make here: we’re not just looking at cars sold in component form (or kit-cars if you prefer that term), we’re rather looking at very low-volume production sports cars, which were engineered and built by small up-and-coming companies struggling through hard work and pure enthusiasm to gain a foothold in the automotive industry. Some of these were sold in component form due to the VAT laws in the UK at the time, while others like the much more upmarket Bristols and Gordon-Keebles obviously weren’t. But they still belong together in this niche.

    Claus, probably a good thing that I wasn’t aware of the Danish Fairthorpe Electron Minor! ;-)


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