It’s hard to introduce a car like this, but all I can say is that buying it seemed like a good idea at the time. I’d almost immediately regretted selling my Triumph Spitfire and convinced myself that the only thing that could fill the little car-shaped hole in my heart was another British car. Despite my meager budget at the time, I refused scale back my ambitions and this led to me to buy a hand built British sports car in dire condition that was never sold on this continent. You can probably guess the results at this stage, but follow along.
I was a member of a casual British car club at the time and among our members were two brothers who I’d also count as friends. Despite–or perhaps because of–their being of Irish decent, they were fans of British cars, though they preferred saloons to sports cars. One night over beers, the older brother mentioned that he’d just saved a Reliant Scimitar from being scrapped and I was intrigued enough to research the model further. The two often saved unusual cars from the local scrapyard and had amassed a good size assortment of mostly European classic oddities. Their preferred marque was Vauxhall but that didn’t stop the occasional Renault, Austin or DKW from sneaking into their collection. You can just see a few oddball cars in the photo above: the brown car next to the orange Reliant is a 1972 Vauxhall Firenza (known elsewhere as a Viva HC) and behind it are a Subaru XT, a Nissan Micra and a Jaguar Mk X.
Reliant is mostly known for two things; little three wheelers and the Scimitar grand tourer. Their rich history has its beginnings in Raleigh Bicycle Company’s decision to eliminate production of three-wheeled motor vehicles. Two colleagues felt the market for these vehicles was still there, however, and began producing their own three wheeled delivery vehicle in 1935. While not much more than a motorcycle front end joined with a delivery box, it sold relatively well and had the additional refinement of two cylinder JAP (J.A. Prestwich Industries) power added in 1936. Austin Seven 747cc four-cylinder motivation followed shortly after. As a move to lessen dependence on outside suppliers, Reliant developed their own side valve four cylinder engines after Austin discontinued the production of theirs. It was extremely similar right down to its 747cc displacement.
Postwar production initially began with the refinement of Reliant’s commercial three wheelers, but passenger car production started in 1952. As an early adopter of the use of fiberglass, Reliant was making all fiberglass bodies by 1956 for the Regal three wheeler (which had started out with an aluminum body three years earlier). Other highlights include the Ford-powered Sabre sports which was developed with Israeli company Autocars. Reliant’s expertise in fiberglass again helped with the development of Turkey’s Anadol A1. Reliant also built the fiberglass bodies for London’s Metrocabs and the light weight body shell for Ford’s RS2000.
Reliant is a fantastically interesting company and I could ramble on about them all day, but let’s get back to the Scimitar. The company was looking for something new to replace its Sabre sports car and they found it in Ogle’s SX250 prototype, built on a Daimler SP250 chassis. Ogle found its self in some financial difficulty as a result of poor sales of their Mini based SX1000 and the loss of founder David Ogle, and a deal was struck with Reliant to marry the SX250 bodyshell to the Sabre chassis.
Used under Creative Commons license from http://www.flickr.com/photos/allenthepostman/10270567694/
The first coupes were sold starting in 1964 and were powered by a 2.6L Ford straight six engine fitted with triple SU carburetors. By 1966 the engine had been swapped over to the more powerful but less visually beautiful Ford V6 available in either 2.5L or 3.0L displacement. A touch over a thousand coupes were built before the discontinuation of the bodystyle in 1970.
Used under Creative Commons license from http://www.flickr.com/photos/32659528@N00/2310755408/
Based on Ogle Design’s GTS estate car, the Scimitar GTE was launched at the 1968 London Motor Show. Known as the SE5, the chassis was actually all new with revised suspension, though the body was again fiberglass and the front end looked familiar to the older coupe GT. The Ford 3.0L V6 engine carried over and was offered with either a three speed automatic gearbox (after 1970) or a four speed manual, available with overdrive on an intermittent basis for an additional cost. The Scimitar offered sporting performance, effortless high speed cruising in a practical package with a rear hatch window and independently folding rear seats. Top speed was 117mph initially but this was bumped to 121mph as a result of a 7hp boost which was part of the SE5A refresh in 1972.
Used under Creative Commons license from http://www.flickr.com/photos/serenithyme/312751368/
A push towards the executive market came in 1975 with the SE6 makeover. A more modern look accompanied the growth in width and length. Additional suspension and brake tweaks in 1976 were part of an update codenamed SE6A. By 1980, Ford stopped producing the torquey 3.0L Essex V6 engine so Reliant was forced to swap over the similar specification 2.8L Cologne V6, creating the SE6B. The differential was given a higher numerical specification to cope with the loss of some low end grunt. The SE6B was produced until 1986. A drop top conversion GTC model was also offered in small quantities from 1980 to 1986.
As an interesting footnote, Middlebridge Scimitar Ltd was able to secure the rights to the Scimitar design, as well as a tooling and parts supply, and modernized the design with a fuel injected 2.9L Ford V6 hooked to either a five speed manual or four speed automatic gearbox. Over the next two years, they were able to build a further 78 of these modernized examples until their demise in 1990, when parts supplier Gramham Walker Ltd., who still builds Scimitars to order, acquired all the rights to the car.
I blame my excitement to own something really unusual for buying the Scimitar, which I only gave the most brief look over. Given that Reliant manufactured cars in tiny volumes, they borrowed a large number of parts from other marque’s cars, potentially making part supply issues a little easier. A few examples of this on the Scimitar were its use of Triumph TR series (TR4 to TR6) front suspension pretty much intact and tail light lenses sourced from a Hillman Hunter. I had come across a parts interchange list that detailed these shared components quite well, but even the large number of the donor vehicles had become seriously uncommon over the years. Even the windshield, which I thought could be sourced from the more common 70s European Ford Capri, came from very much more obscure 1960s British Capri.
Oddly enough, the Lotus Elan +2 used the exact same windshield, but the price tag for one of those was rather steep. Sourcing vintage glass for an oddball model can be a real issue, and mine was only solved by a very helpful Brit who shipped me a windshield from a Scimitar he happened to be parting out. Having it shipped over was as massively expensive as expected, even though he pretty much gave me the glass for free, and no carrier would guarantee its safe delivery. I was a nervous wreck until the windshield arrived safe and sound.
Now that I sourced the near-unobtainium glass, I could also replace the Hillman Hunter rear taillight lens and Scimitar badges that had likely been stripped off by souvenir hunters. The interior was absolutely filthy and full of garbage when I got the car, but it actually cleaned up to very presentable condition. Once I figured out how to bypass the missing ignition key, I was able to get most of the electrics functioning. The starter was the one electrical component that didn’t seem to work. Unfortunately, the car seemed to have been built around the starter motor as it wasn’t accessible from the top and blocked by the beefy frame from below.
Being an early GTE, my Scimitar had the 3.0L Ford V6. Unfortunately this was a British Essex engine that was never sold in North America, so parts would have to come from overseas. It had a two barrel carburetor and featured a sixty degree angle between the cylinder banks. Interestingly, there is also an Essex V4 engine based on the same architecture which was used in various British Fords like the Corsair and, more famously, the Transit cargo van. The Essex was developed for both gasoline and diesel variants, and while the latter never made it to the production stage, the engine is known for its beefy construction and considerable weight. You can just make out from the photo above that my Scimitar had originally been brown with the orange paint coming sometime later.
My Scimitar’s V6 was hooked to a four speed Ford manual gearbox that also featured electrically actuated overdrive. The overdrive toggle switch is actually on the dash just above the speedometer. The interior was my favorite part of the car, with its whimsical array of switches, dials and gauges.
While I had done some light wrenching on my old Z28 and further repair work on my Spitfire, with the Scimitar I was a little over my head. While I could likely resuscitate the car today, progress was very slow and a house move to a nearby city loomed. Rather than cart the Scimitar along with me, I decided to cut my losses, sell it on and perhaps buy another, less needy car. I found out later that the guy I sold it to only wanted the windshield to flip to a Lotus owner, and the car ended up outside a local British car repair shop. A few years afterward, I was contacted by a gentleman from Manitoba who’d purchased the car sans windshield, and who informed me he was finally giving it the proper restoration it deserved.
A real neat project David and too bad you were not able to see it thru to completion, but kudos to you for attempting same. Been down that road myself, but as of late I have tried to keep my auto projects to vehicles that were sold in North America rather than try try to fight the unobtainium parts boondoggle. Been a challenge enough finding stuff for my 56 Dodge Regent.
A car worth saving. The fibreglass body would have to come off for a proper restoration. Here’s another fan of this vehicle. Her Royal Highness Princess Anne, who has owned eight in her time. Bet she didn’t get grubby fixing the oily bits!
The royal connection runs deep. Prince Philip drove the Triplex GTS for two years. Bittersweet story, David. Nice of the subsequent owner to get in contact.
Let’s show the wrap-over glass sides more clearly
And don’t forget Princess Anne got caught speeding in it!
Very cool and unique car David. But unless I could source affordable parts and do my own repairs, I’d personally play it safer with a more mainstream auto.
Maybe I finally got the message as I’ve got myself a classic with easy and affordable parts. I do like being out of the mainstream though
My only exposure to the Reliant brand has been through Top Gear.
An attractive car,I used to see one on axle stands in a front garden by the tram lines in Cleveleys Lancashire when I lived in Blackpool.After about 3 years it was back on the road.A challenging car to restore despite it’s rustless body.
The MK4 canoe was a junk heap new especially with 2,5 engine deleted here by 68 we only got MK4s in 3L guise but they still didnt sell well, Putting that engine into the Scimitar might be considered a mistake after the excellent straight six British Fords had, the bump in top speed was likely because Reliant began using the V6 Granada engine in 72 Zephyr production having ceased and the new cars had slightly different spec. Nice car but with V6 Zephyr powertrain I’d have run from it
That is an ambitious (and surprising!) purchase. I’m trying to figure out the context family-wise – married with two kids at the time, right? How did you find the time? I know my own “projects” got a lot harder to do once the kids started to arrive. Very neat and interesting, looking forward to seeing the replacement!
I’ve generally been able to keep my projects very cheap by doing my own work, scrounging for parts and buying non mainstream motors. It is a challenge though.
Cool car. Like you, I like British things and unusual things, and shooting breaks too, (what self-respecting CC commenter doesn’t?) But you’re a heck of a lot braver than I am!
I am glad to hear that your car eventually got restored and not crushed.
An interesting story about a fascinating car. Among other things, I strongly suspect the GTE directly inspired the Volvo 1800ES, which was conceived not long after the GTE’s public debut.
If I remember correctly, the Essex V-6 was a spinoff of the Essex V-4 rather than the other way around. I believe the Essex V-4 was created for the British version of the Mk1 Transit, which was Ford’s first Anglo-Germanic joint project. The Transit was designed around the V-4 from the FWD Taunus, but Cologne didn’t have the capacity to supply the British version, so the British create their own in 1.7- and 2.0-liter sizes. The V-4s also went into the Corsair and later gained two cylinders to create the 2.5 and 3.0 Essex V-6s, which replaced the Zephyr/Zodiac straight six.
Princess Anne had one of those, you know?
This sounds very similar to my own experience, except for two aspects – (1) ‘my’ car was was a Gilbern Invader, (2) I didn’t buy it!
It was a Mark 3 Invader, which was much the same idea, a unique chassis and fiberglass body, with borrowed mechanicals. They only made 200 of that model, so I expect parts would be that much harder to find, although the Gilbern club in the UK seems pretty good. The car I was looking at seemed to need ‘everything’, which would include at least checking the condition of the chassis tubes bonded inside the fiberglass (the real danger of this type of car).
The car was very nice to drive, at about 2000lb with the 3L Essex V6 it moved well and according to my mate it sounded good from the outside too. Like yourself I ‘kept track’ of it afterwards, I would make a small detour occasionally to drive past its home where it stayed for about 5 years after I saw it advertised, until one day it wasn’t there. That must have been 10 years ago at least.
A lucky escape or source of regret? Seeing as it would have to have been my only car at the time, I think I made the right decision but still think ‘what if?’
I’ve seen a couple of Scimitars but only one other Gilbern and that was in the UK.
Great write up of a car I knew nothing about. Very ambitious of you; I wouldn’t have the nerve to try to resuscitate a low-volume British car. My new 87 Corolla FX is rare enough for me.
Oh my, and I thought some of my earlier choices were out of the mainstream. 🙂
I bow to your superior sense of adventure and daring. Sad that you did not have what it took at the time to get this one back on the road. Until this moment, I don’t believe I even knew these existed. Excellent article.
It’s pretty impressive, isn’t it? It’s hard to top this in terms of obscurity, and uniqueness. An ambitious project for sure.
Just wait. I bought at least one even more silly project that this. I’m a slow learner I guess.
Great adventure in the outer realms of autodom. So is the orange car in the top picture your actual car? Before you bought it? What about all the other side glass and such?
Yes the orange was my actual car. Chassis #508 if I remember correctly. Some of the side glass wax missing but it is flat and could have cut reasonably easily.
Interesting for sure. I too had never even seen a photo of one.
Love them. Wish I was the guy in Manitoba that picked it up. I too would be crazy enough to try one out. They’re beauts. Love the oddballs – got a 67 Marlin currently.
Cheers!
I’d missed this one somehow–what an obscure choice indeed, but right in line with some of your other cars! Very glad to hear it was being saved in the end, though the fact that the glass you went to all the trouble to obtain was summarily removed is kind of a punch in the gut.
Did you ever hear anything more from the next owner, or any news of its status, in the time since this originally ran?
For whatever reason, these were everyday sightings when I lived in Hilversum in 1984. They were mostly propane powered in the Netherlands, but they were remarkably popular in my neighborhood. There were also a bunch of similarly-styled, but mechanically contrary Lancia Beta HPE 2000VXs. I think Kroymans sold Reliant Scimitars back in the day, although I certainly never saw a Robin on their lot.
Hi! I am Darren James, the guy from Manitoba who now owns this Scimitar. I have since moved to British Columbia. Due to other commitments, the restoration is still barely started, but I can assure you the car is in safe hands. It is on my bucket list to have this thing back on the road, albeit with a modern North American engine conversion. I am a UK expat which explains my passion for this project.
PS I have a windshield for it in the UK in my parents attic !!
Thanks for the update–glad to hear the car is still around and in good hands. And very lucky that you already have a windshield for it, which seems like it might be the hardest thing to source!
About 10 years ago I met someone who had a GTE. He had owned it a couple of years and it was not quite his DD, but he drove it a lot. I did not get a chance to have a ride as the starter had died. The owner is a very experienced mechanic, and he had been able to remove the starter from the engine, but he could not figure out how to get it out of the car. It was up on the lift and you could see the starter sitting on the frame under the engine. I don’t know if he had to pull the engine or not, but he did get it fixed.