Om Reliant generelt, produksjon, modeller og historie

Reliant

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Reliant was a British car manufacturer. The company was traditionally based at Tamworth in Staffordshire.

Reliant was mainly known for producing the 3-wheeled Reliant Robin, but in fact produced a variety of different vehicles during a production run of over 60 years, including popular sports cars, convertibles and commercial vehicles. Around 1 to 2 million Reliant vehicles were produced, and were sold in at least 9 countries. For a period from the 1970s to the 1990s, Reliant was the UK's biggest British-owned car manufacturer.

Reliant Motor Company LTD is now a dormant company and the only part that still exists is Reliant partsworld which produce spares for Reliant vehicles.

Origins

 

 

When the Raleigh Bicycle Company decided to discontinue the manufacture of their three-wheeled vehicles in 1934, their Works Manager Mr T. L. Williams and a colleague, Mr E. S. Thompson, felt that the days of lightweight three-wheelers were not over. They decided to build their own vehicle in Williams's back garden at Kettlebrook, Tamworth. The homebuilt design closely resembled the Karryall van previously built by Raleigh, and the prototype was licensed in January 1935.^[1] It was a 7 cwt (356 kg) van with a steel chassis, powered by a 750 cc V-twin engine driving the rear wheels through a 3-speed gearbox and shaft drive. The body was a hardwood frame with aluminium panels attached to it, in the traditional manner of the time. With the obvious motorcycle front end, mounted in the open, in front of the bulkhead, it was essentially a motorcycle fitted with a box body.

From building vehicles at home, the work moved to a disused bus depot on Watling Street in Fazeley.^[1] June 3, 1935, saw delivery of the first Reliant. Powered by a single-cylinder air-cooled 600cc J.A.P. engine, the driver sat centrally on the vehicle astride the engine, much like a motorcyclist. The single-cylinder engine left the Reliant underpowered. March 1936 saw an update to a two-cylinder water-cooled J.A.P. engine and an increase to 8 cwt (407 kg) gross vehicle weight (gvw). The driver no longer sat astride the engine and the vehicle gained more conventional forward-facing seats in the front. The first improved 8cwt twin cylinder model was delivered on March 16, 1936.

In 1936, British finance minister Neville Chamberlain abolished (as it turned out, only temporarily) the "road fund licence", an annual car tax which had not been applied to three-wheelers and which had therefore conferred a major competitive advantage on Reliant's "three-wheeled motor goods vehicle".^[1] This did not dissuade the engineers at Reliant.

 

 

In 1938 the Reliant Motor Company started to use the 747cc four-cylinder 7 hp Austin side-valve engine as found in the popular Austin Seven. The first four-cylinder Reliant was delivered on March 12, 1938. The Austin Car Company then announced their intention to cease production of the 747cc Austin Seven engine. Williams was always enthusiastic about Reliant being as self-reliant as possible. He was keen that the company did not buy parts which it could make ‘in-house'. Reliant therefore commenced manufacture of their own engine, which was essentially a copy of the Austin product. Although appearing very similar to the Austin engine, the level of commonality between Reliant and Austin remains unclear; the Reliant side-valve engine was a 747cc four-cylinder unit built using smaller-scale manufacturing techniques than Austin. The Reliant crankcase was sand-cast rather than die-cast.

The Second World War saw Reliant machining parts for the war effort. In the post-war years, three-wheeler development continued. Reliant introduced a slightly modified van called the Regent. Still visually similar to an oversized motorcycle, the first Regent was completed on March 13, 1946, just ten years after the first twin-cylinder van was built.

The Regent grew to a GVW of 10 cwt and was better equipped with sliding windows in the doors, rather than canvas side screens. Two larger models were produced, a 12 cwt Regent and a Prince Regent. In 1953, the Regent continued to be built alongside the Reliant Regal. The Regent was eventually replaced by the Regal Mk II 5cwt van in 1956.

Car production

In 1952 a four-seat car version was launched, initially with an aluminium body, but panel by panel the company substituted glass fibre, as the company's understanding of the material improved and the price of aluminium increased.^[1] By 1956 the bodywork of the (by now) Mark 3 version of the Reliant Regal had changed completely to glass fibre, the first generation of vehicles were Mk1 to Mk6 with each one getting improvements and slightly different styling, the car was originally powered by the Austin Seven engine but when production ended on that design by Austin Motor Company, Reliant bought the design and redesigned it with improvements giving the 750cc engine 17.5 hp (over the original 7 hp of the Austin version).

By 1963 the all new Regal 3/25 had its body completely made of fibreglass, on previous generations of the Regal the body was fibreglass but the floor made of hardwood which was bolted together. The engine was Europe's first mass-produced lightweight overhead valve aluminium alloy engine and the UK's first British overhead valve all-alloy engine, initially 598cc on the Regal 3/25 but later upgraded to 700cc on the later Regal 3/30.

At the same time Reliant were working for other countries to design vehicles for home-grown production, vehicles would be sent over in kit form for the countries' own workforce to assemble with Reliant first designing a vehicle to the countries' or companies' requirements, the first was the Anadol in Turkey which was based on a mix of Ford parts and specifically-designed chassis. The Anadol was designed to be any vehicle the country needed, originally it was a 2-door saloon, then a 4-door saloon, later the company would make commercial pick up and van versions too, the pick-up version carried on production until the early 1990s.

Another vehicle of this sort of start was the Sabra which was again based on Ford running gear and engine but this time a 2-door coupe or convertible for Autocars Co. in Israel. Reliant was so impressed with the design they sold it in the UK under the name Sabre, this was also to help Reliant's company imagine from just a 3-wheeled micro-car maker, but the car didn't sell very well with its unknown status in the UK against competitors such as the Triumph and MG.

Later Reliant bought a prototype design for the replacement Daimler Dart which would later become the Scimitar coupe and later would become the best-selling sporting estate - the Scimitar GTE.

To power the Reliant Scimitar and Sabre, Reliant first turned towards Ford of Britain and were supplied with the Zephyr 6 and Consul 4 engines. Later models followed with the Ford Essex V6 engines.

Reliant bought out Bond Cars in 1969 after Bond had gone into liquidation, Reliant purchased Bond after wanting to enter Triumph dealerships as Bond's equipe sports car already had this agreement but sadly Triumph entered British Leyland and this deal ended. It is said that Bond was Reliant's main competitor in 3-wheeled vehicles with the Bond Minicar and the Bond 875 but Reliant vehicles outsold Bond in huge numbers with a much larger production and dealer network. Reliant did use the Bond name for the 1970s Bond Bug which was a Reliant prototype originally named the Reliant Rogue, a sporty 3-wheeler designed by the Ogle designer Tom Karen. The Bug used a shortened Reliant Regal chassis and other mechanical parts but many of the new parts such as the front swing arm were a brand new design which would also be used on the new Reliant Robin of 1973. The bond bug would come in 700, 700E and 700ES form until it was replaced by the 750 model and production ended after.

Reliant also built 4-wheeled versions of their 3-wheeled stablemates - the original was called the Reliant Rebel which had three-quarters of the rear chassis design of the Regal but Triumph Herald front suspension and standard Austin Seven steering, the engines were the same 600cc and 700cc as the Regal but with higher compression and more torque because of the extra weight the Rebel carried over the Regal, the last model came with the 750cc version when the Mk1 Reliant Robin was introduced. The styling of the Rebel was intended to make the car look unique so it didn't seem like a 4-wheeled version of the Regal; the Rebel came in saloon, estate and van models.

The Reliant Kitten was the 4-wheeled version of the 1970s Reliant Robin, designed to replace the Rebel and featuring the 850cc version of Reliant's own engine which was introduced in 1975 (with the Reliant Robin gaining the engine shortly afterwards). The design this time featured very heavily on the Reliant Robin with only the nose of the design being different, having square headlights and a black panel around them - this was done mainly for cost-saving reasons so the parts from both vehicles could be shared for production.

After Reliant Kitten production stopped in 1982, the rights were sold to Sipani Automobiles in India which made the vehicle near-exactly the same but with the name Sipani Dolphin. Later the vehicle would be changed into a 4-door hatchback called the Sipani Montana, the car was built well into the 1990s with exactly the same Kitten mechanicals, Reliant would even import engines they had build for their own vehicles in the UK.

Between 1983 and 1990 a utility/pickup vehicle called the Reliant Fox was produced in the UK. This was based on an original development by Reliant to design a vehicle for the Greek company MEBEA, it was based on Reliant Kitten mechanicals with its own design of pickup body and canvas top, it had originally been built in Greece by MEBEA between 1979 and 1983.^[2] After production had finished in Greece, Reliant decided to build it in the UK but gave the Fox many design changes giving it 12 inch wheels, altered suspension and the high compression 850cc engine. They also designed a rear hardtop to make the vehicle into a van or estate. Tandy IOndustries used Foxes as a basis for a compact, two-berth campervan.

Reliant also made a small 3-wheeled commercial vehicle called the Reliant TW9, later sold by other companies as the Ant (and, like the Robin, licence-built in Greece by MEBEA ^[2]), which was a chassis and cab, onto which a custom rear body was fitted to create any type of commercial vehicle, a road sweeper, a flat back, a van, a milk float and hydraulic lifting rear bed version were common fitments. Also as a fifth wheel (actually fourth wheel) articulated tractor unit was created to pull large trailers. It was often used by public utility companies or more commonly sold to councils, where its ability to negotiate narrow alleyways was a big advantage.

Reliant's expertise in the area of composite car body production also saw the company produce lightweight bodyshells for Ford RS200 rally cars and a glass fibre-bodied taxi, the MetroCab — the first to have full wheelchair provision, manufactured by a division of Kamkorp, they also made Ford fibreglass truck cabs and Ford Transit hightops.

With Reliant's expertise in glass fibre the company would also create such things as bodies for trains, kitchen worktops and boat/jetski bodies.

Reliant's main business was selling 3-wheeled vehicles, the main market these would sell to would be a motorcyclist who didn't wish to pass their full car licence test, this was a sizable niche market due to the large number of motorcyclists, this niche lasted until 2001 when the EU eliminated the B1 been issued with a full motorcycle licence (the B1 allowing the holder to drive a 3 or 4-wheeled vehicle up to the weight of 550 kg), this killed the market from having any new motorcyclists from driving a 3-wheeled vehicle.

Ending of car production

The Hodge Group bought the majority of Reliant in 1962, selling it 15 years later to the Nash family. During the early 1990s the owner of Reliant was a major housing developer and when the 1992 recession hit the company folded and thus Reliant was sold to Beans Engineering. By 1996 Jonathan Heynes took the lead and his main backer took control - Heynes changed many models' design by employing designer Andy Plumb, and gave the Robin more luxuries and retro upgrades, doubling sales. Production was relocated to Plant lane. Burntwood, in 1997 where, following a major redesign in 1998, Reliant built a whole new model of the Robin which featured all new panels and was essentially a 'heavy facelift'. Research continued into 4-wheeled Reliant models such as a new kitten for the modern age, prototypes for this featured in many newspapers and magazines at the time. Production continued until 2001 when shareholders decided to import the French Liege micro-cars^{[citation needed]} and Piaggio Ape 3-wheeler instead. Jonathon Heynes sold his shares and left the company before production ended because he wished to create an all new 4-wheeled Reliant model instead.

What was never mentioned in news stories at the time was Reliant never went bust because of lack of orders, it was mainly the parent companies didn't have the capital.

The final years of car production up to 2001

Reliant Motor Company was producing 50 vehicles a week until 2001, when it finished production of its own models to focus on importing French microcars and motorcycles, and the Piaggio Ape commercial range. A final version of the Reliant Robin was produced retailing at £10,000, with leather seats, metallic gold paint, alloy wheels, walnut dashboard, and some more luxurious features. The car was produced in the 65th year of production, so was named the Reliant Robin 65.

Reliant was well known for producing the Reliant Robin, but they made many different three-wheeled models from the Rialto, Ant and Regal, along with a line of small four-wheeled vehicles ranging from the Rebel, Kitten and Fox with Reliant's range of sports cars.

Reliant Cars Ltd. was renamed Reliant Partsworld, and operates from the factory where the Robin was built.

Shortly after Reliant announced the Robin was ending production in 2001, production rights for the Reliant Robin were sold to a Sudbury-based firm called B&N Plastics, who redesigned major parts of the Robin, the base model was £10,000 for a BN-1 Robin but featured all the features of the Robin 65 such as a leather interior. A BN-2 model was produced which added more luxury items as standard for example like electric windows. Production ceased in late 2002 with over 200 outstanding orders. B&N Plastics ceased production after an argument with Reliant over the supply of parts and B&N plastics had to get the Robin through type approval which cost £100,000 before production could start.^{[citation needed]}

The old site of Reliant Motors, in Tamworth, was turned into a housing estate named Scimitar Park, after the Reliant Scimitar that they produced; a number of street names in this housing estate used Reliant model names as well such as "robin close". The company had produced up to two million vehicles over a 65-year history starting in 1935, and selling cars in 9 countries including the Netherlands, India, the UK and the Middle East. They were the UK's second-largest British-owned car manufacturer from the 1960s until the 1990s.

Driving a Reliant on a motorcycle licence

Originally to drive a 3-wheeled vehicle on a motorcycle licence you would have had to have passed a full motorcycle test and covered your restriction period, when your licence was issued you were given a B1 class on your licence as well, which gave you the right to drive a vehicle with 3 or 4 wheels up to 550 kg, but B1 licences stopped being issued in 2001.

More interest has been given to Reliants from January 2013 as the licensing was changed once again, now if you have a full A category motorcycle licence and are over the age of 21 you may drive a 3-wheeled vehicle of any weight.

The age limit is 21 even for holders of full car licences as well as motorcycle licence holders.

You can not drive any Reliant 3 wheeled vehicle on a CBT or any lower type of licence, this also includes provisional licences, only after you've passed can you drive a 3-wheeled vehicle.

Also the only time you didn't need reverse gear was in 1964 when it was law but it was repealed soon after as they found it was dangerous for a vehicle not to have reverse.

Unfounded myths

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One of the widely known myths is that a Reliant three-wheeled vehicle would have to have reverse gear removed or blanked off from its gearbox for someone to drive it on a motorcycle licence; this was only true in the early 1960s but was removed from law soon after as the lack of mobility in reverse was dangerous to the driver and other road users, but somehow this has stuck and has become a common myth.

The most obvious myth is that Reliants cannot go around corners. This was shown on the BBC's Top Gear programme, but what was not shown was that the Reliant Robin driven by Jeremy Clarkson had a 10-inch wheel on the driver's side, a 12-inch wheel on the passenger side and a 13-inch wheel on the front wheel, which caused the vehicle to be unstable on the driver's side, hence always rolling towards that side, all very well staged for television but some people actually believe it to be the truth.

Another myth is that some people believe a Reliant - or any three-wheeled vehicle - isn't allowed on British motorways. This is not the case as any two-, three- or four-wheeled vehicle is allowed on the motorway as long as its engine size is over 50 cc.

A lot of people think the main character (Derek "Del Boy" Trotter) in the British television comedy series Only Fools and Horses owned a Reliant Robin. Many people have painted their Reliant Robins and Rialtos yellow with the famous "Trotters Independent Trading Co" lettering, but the Trotters' van was actually a Reliant Regal Supervan III.

Some people believe one can drive a three-wheeled Reliant on a compulsory basic training (CBT) driving licence, but this is incorrect as Reliants have engines larger than the CBT licence allows. A full motorcycle or full car driving licence is required, and the driver must also be over 21 to drive a Reliant.

Models

• Base Model (No model name) 1935-1939
• Regent 1946-1956
• Regal 1953-1973 and Supervan III
• Sabre 1961-1964
• Scimitar GT 1964-1970
• Rebel 1964-1974
• FW5 1966-1975
• TW9 1967-1987
• Scimitar GTE/GTC 1968-1986
• Robin 1973-1982, 1989–2002
• Kitten 1975-1982
• FW11 1977
• Rialto 1982-1997
• Fox 1982-1990
• Scimitar SS1/SST 1984-1992
• Scimitar Sabre 1992-1995

See also

• List of car manufacturers of the United Kingdom

References

•  
• "Robin's rest". CAR: 106–108. December 2000.
•  

2. Skartsis, L., "Greek Vehicle & Machine Manufacturers 1800 to present: A Pictorial History", Marathon (2012) ISBN 978-960-93-4452-4 (eBook)

• Pither, D (2001). Reliant Regal and Robin. Thrupp.
• Wotherspoon, N (1993). Lawrie Bond; the man and the marque. Minster Lovell.
• Armstrong, Aldridge, Boyes, Mustoe & Storey. Companion to British Road Haulage History. NMSI Trading Science Museum. ISBN 1-900747-46-4.

External links

Wikimedia Commons has media related to Reliant vehicles.

• Reliant Partsworld
• Reliant Owners Club
• Reliant Website

[hide] v t e Reliant   Former vehicles Regent Regal Sabre Scimitar GT Rebel FW5 TW9 Scimitar GTE/GTC Robin Kitten FW11 Rialto Fox Scimitar SS1/SST Scimitar Sabre   Others Bond Bug   Other Raleigh Bicycle Company

Categories:

• Car manufacturers of the United Kingdom
• Defunct motor vehicle manufacturers of the United Kingdom
• Reliant vehicles
• Companies based in Staffordshire

Reliant Scimitar
Overview
Manufacturer	Reliant
Production	1964-1986
Body and chassis
Class	sports car
Body style	coupe, estate, cabriolet

The Reliant Scimitar name was used for a series of sports car models produced by British car manufacturer Reliant between 1964 and 1986. During its 22-year production it developed into a range of versions including a convertible launched in 1980. In 1984 Reliant launched the smaller Scimitar SS1.

Scimitar GT SE4 (1964–70)

Reliant Scimitar (SE4)
Overview
Manufacturer	Reliant
Production	1964-1970
Designer	Ogle Design
Body and chassis
Body style	two door coupe
Powertrain
Engine	2553 cc I-6 (1964 - 1966) 2495 cc V-6[1] (1967 - 1970) 2994 cc V-6[1] (1966 - 1970)
Transmission	4 speed manual
Dimensions
Wheelbase	92 in (2,337 mm) [2]
Length	167.5 in (4,254 mm)
Width	62 in (1,575 mm)
Height	51 in (1,295 mm)
Kerb weight	2,380 lb (1,080 kg)
Chronology
Successor	Reliant Scimitar (SE5)

Reliant's first Scimitar was a coupé based upon the styling of a Daimler SP250 prototype (renamed the SX250) and the chassis of a Reliant Sabre. It was first displayed in 1964. It was powered by a 2.6 L Ford straight six from the Ford Zephyr / Ford Zodiac. In order to keep cost down, many components in addition to the engine were existing ones originally designed for competitor models, a point emphasized for buyers of the early Scimitars in which unfolding the sun visor involved knocking the driver's mirror out of adjustment.^[3]

In 1966 the SE4A was replaced by the SE4B, with a V6 3.0 L Ford "Essex" engine. A year later, in September 1967 the cheaper SE4C was introduced with a 2.5 L version of the same engine and a reduction of £105 on the 'recommended retail price'. The engine differed from the one fitted on the Ford Zephyr 6 in that the Reliant engine came with an alternator whereas Ford buyers had to be content with a dynamo.^[4]

Just over 1000 SE4s were produced.

1964 - Reliant Scimitar GT - (SE4)

Scimitar Coupe with 2.6 litre straight six engine

As the Sabre 6 began looking a bit dated, Managing Director Ray Wiggin started looking for a new design. While at the 1962 Motorshow, he saw a car called an OGLE SX250: it had been designed by David Ogle (of David Ogle Associates, later known as Ogle Design) and it was based on the Daimler Dart SP250 chassis and running gear. The car had been privately commissioned by Boris Forter, managing director of the Helena Rubenstein Company (UK), who later had another one built for his girlfriend.

Daimler didn't use the design, so Reliant approached Ogle and asked to buy the rights for it. Some subtle changes were made to the bodyshell and it was further modified to fit the Reliant Sabre chassis and running gear.

The new Scimitar GT car retained the straight-six engine from the Sabre, but with triple SU carburettors as standard it now produced 120 bhp and propelled the car to a top speed of 117 mph. It was launched at the Earls Court Motor Show in 1964; it was praised for its elegant lines and performance figures for a price of £1,292. The price included wire wheels and a luxurious interior with comprehensive instrumentation. Optional extras included a choice of De Normanville overdrive unit, electric sunroof and ZF gearbox. Reliant produced approximately 296 straight-six Scimitar GTs.

1966 - Reliant Scimitar GT - (SE4a/b)

Scimitar Coupe with 3 Litre V6 Essex engine (approx 591 built)

In late 1966 Ford dropped the 2.6 litre Straight Six engine and replaced it with the new 3 litre Essex V6 engine (as used in the latest MK IV Ford Zodiac). This meant that Reliant had to do a good deal of development work to the existing Scimitar GT to enable the new more powerful engine to fit and obtain best performance and handling.

As the Essex engine was shorter, it was mounted further back in the bulkhead to help improve weight distribution. The lower wishbones were re-positioned, the tower structures and cross members were re-inforced and an anti-roll bar was fitted. Other modifications included replacing the wire wheels with wider steel wheels as standard, and the fitting of a higher-ratio rear axle (3.58:1 instead of 3.875:1).

The interior was updated to move with the times. There was now an all anti-dazzle black interior (including black instrument dial bezels instead of the previous chrome versions). The padded fascia board had crash pads at the top and bottom and improvements were made with the ventilation by fitting directionally variable ventilator jets, as used by Ford.

This is what Autocar said about the new 3 litre Scimitar GT on 12 January 1967:

"At a Glance - High performance 2+2 coupe. Lusty, low revving engine in conjunction with high gearing gives effortless cruising at three-figure speeds. Good gear change, but rather wide ratios. Smooth, light clutch. Ride and handling very good, and much improved over the earlier car. Light, accurate steering and first class brakes with powerful servo. Ventilation improved but still not ideal. Fuel and range very good".

1967 - Reliant Scimitar GT - (SE4c)

Scimitar Coupe with 2.5 Litre V6 Essex engine (118 built)

Reliant introduced their third and final version of the V6 Scimitar GT in late 1967. To widen its appeal they launched a slightly less powerful Scimitar GT.

Using Ford's 2.5 litre version of the V6 Essex engine meant that the car could still reach speeds of over 110 mph, have slightly better mpg, but ultimately reduce the cost to the public by approx £120. Externally, the only difference between the 3 litre and 2.5 litre versions was the small badge on the boot giving the engine size. Approximately 118 of the 2.5 litre Scimitar GTs were sold before this version was withdrawn. Production of the standard Scimitar GT continued until November 1970.

Scimitar GTE SE5 (1968–72) and SE5A (1972–75)

Reliant Scimitar GTE (SE5/SE5A)
Overview
Manufacturer	Reliant
Production	1968-1975
Body and chassis
Body style	Shooting brake
Powertrain
Engine	2994 cc V-6
Transmission	4-speed manual Borg Warner 3-speed automatic
Dimensions
Wheelbase	99.5 in (2,527 mm)
Length	171 in (4,343 mm)
Width	64.5 in (1,638 mm)
Height	52 in (1,321 mm)
Kerb weight	2,620 lb (1,188 kg)
Chronology
Predecessor	Reliant Scimitar (SE4)
Successor	Reliant Scimitar GTE (SE6)

Tom Karen of Ogle was asked to submit some body designs based on the Ogle Design GTS estate car experiment for a new four seater Scimitar, the SE5 Reliant Scimitar. Managing Director Ray Wiggin, Chief Engineer John Crosthwaite and fibreglass body expert Ken Wood went to Ogle’s in Letchworth to look at a couple of mock-up body designs for the new SE5. Wiggin told Wood to go ahead and do a proper master.

The SE5 was conceived and ready for the 1968 Motor Show in under 12 months. For the SE5 John Crosthwaite and his team designed a completely different longer chassis frame, revised and improved suspension, new and relocated fuel tank, a rollover bar, new cooling system, spare wheel mounted in the nose to give increased rear space and a 17 ¹⁄₄ imp gal (78 L) fuel tank.^[5] When designing the chassis Crosthwaite worked closely with Ogle body stylist Peter Bailey to modify and refine the prototype.

The SE5 came with the same 3.0 L Ford Essex engine used in the SE4a/b. This gave the SE5 a claimed top speed of over 120 mph (193 km/h). A Borg-Warner automatic transmission was added as an option in 1970 and by 1971, overdrive on the 4-speed manual was offered. In 1972 several improvements were included in the upgrade to SE5A, including a boost in power. The extra 7 hp (5 kW) and maximum engine speed raised performance quite a bit and the GTE was now capable of 0-60 mph (100 km/h) in 8.5 seconds and top speed was raised to 121 mph (195 km/h). The SE5's flat dashboard also gave way to a curved and moulded plastic one.^{[6][7][8][9][10][11][12] [13]} The 5a can be recognised from a 5 at the rear by the reverse lamps which are below the bumper on the earlier model and are incorporated into the rear clusters on the later version (these were also carried over onto the SE6 and later)

Directly following the announcement of the car, Autocar magazine tested a 3-litre GTE (with manual transmission) in October 1968.^[14] They reported a maximum speed of 117 mph (188 km/h) and a 0-60 mph (0–97 km/h) time of 10.7 seconds.^[14] Overall fuel consumption for the test came in at 18.5 mpg.^[14] The manufacturer's UK market recommended retail price, including sales taxes, was £1,759.^[15] The 3 litre MG MGC GT was retailing at this time for £1,337 while Rover's 3500 was offered for £1,791.^[15] Launch of the more directly comparable Volvo 1800ES was still four years away.

4311 SE5s were produced. It was an instant success; GT production was cut down and the proportion of GTEs to GTs being built was four-to-one. Reliant increased their volume by 20 per cent in the first year.^[5] The 5A model sold more than any other Scimitar, with 5105 manufactured. Princess Anne was given a manual overdrive SE5 as a joint 20th birthday present and Christmas present in November 1970 by the Queen and the Duke of Edinburgh.^[16] It was Air Force blue in colour with a grey leather interior and registered 1420 H in recognition of her position as Colonel-in-Chief of the 14th/20th Hussars. Princess Anne subsequently owned eight other GTEs.^[17]

Scimitar GTE SE6 (1975-76), SE6A (1976–80) and SE6B (1980–86)

Reliant Scimitar GTE (SE6/SE6A/SE6B)
Overview
Manufacturer	Reliant
Production	1975-1986
Body and chassis
Body style	two door estate
Powertrain
Engine	2994 cc V-6 (1975 - 1980) 2792 cc V-6 (1980 - 1986)
Transmission	4 speed manual + opt Laycock overdrive on 3rd and 4th Borg Warner Type 35 3 speed auto SE6/Ford C3 3-speed automatic SE6A on
Dimensions
Wheelbase	103.81 in (2,637 mm)
Length	174.5 in (4,432 mm)
Width	67.25 in (1,708 mm)
Height	52 in (1,321 mm)
Curb weight	2,762 lb (1,253 kg) (automatic transmission)
Chronology
Predecessor	Reliant Scimitar GTE (SE5)
Successor	Middlebridge Scimitar

More of a luxury model than the SE5, the SE6 series was promoted to the executive market. These models were two-door sports estates, again with the Ford V6 3.0 L engine as used in the 5a with 135 bhp,: the wheelbase was increased by 4 inches (10 cm) and the track by 3 inches (8 cm) making the cars correspondingly longer and wider than their predecessors.^[18] The extra length was used to improve rear-seat legroom and access which enhanced the car's credentials as a 'genuine' four-seater.^[18] The SE6 was replaced by the SE6A in late 1976. 543 SE6 models were produced.

The SE6A displayed a number of changes, including Lockheed brakes and suspension revisions. An easy way to spot a 6A from a 6 is the change to orange from red reflectors on the rear extractor vents, and the 3 vertical grooves in the front bumper (in front of the wheelarches) were removed. 3877 SE6As were made - making it the most popular version of all the SE6 shape.

Ford had stopped making the "Essex" engine for the Capri by 1981, and production stopped completely in 1988 so one of the major differences with the SE6B was the engine. The German-built Ford "Cologne" 2.8 L V6 was used instead (thus the chassis on the 6B differs from the 6/6A at the front) and provided similar power but rather less torque at low revs. The final drive ratio was lowered from 3.31:1 to 3.54:1 to compensate. All SE6Bs (and the SE8) were equipped with the quite troublesome Pierburg/Solex carburettored engines (many owners have changed to the Weber 38DGAS from the Essex engine) and although the battery was moved from the 6/6A position to allow for injection equipment to be fitted, none ever left the factory so fitted. Some late versions (around 1983 on) came with the galvanised chassis as standard but the exact numbers and chassis details are vague.

Introduced at the 1980 Geneva Motor Show,^[19] only 437 SE6Bs were manufactured. Production ceased by 1986.

Scimitar GTC SE8 (1980–86)

Reliant Scimitar GTC
Overview
Production	1980-1986 442 built
Powertrain
Engine	2.8 L Ford V6
Transmission	4 speed manual with overdrive Ford C3 3 speed automatic
Dimensions
Wheelbase	2,637 mm (103.8 in)[20]
Length	4,432 mm (174.5 in)[20]
Width	1,720 mm (67.7 in)[20]
Height	1,321 mm (52.0 in)[20]
Kerb weight	2,790 lb (1,266 kg) [20]

Reliant began planning a convertible in 1977 and commissioned Ogle Design to create a proposal. Tom Karen adapted his earlier GTE design and created a beautifully proportioned four-seater convertible with a good sized boot. From the B post back, all of the panels were new, with extra bracing introduced between the rear side panels and door hinge plates running under the dash board. The roll hoop from the GTE was retained, and for additional support this was linked to extra tubes running around the front screen creating a T bar design that would ensure the rigidity of the new body design. As the car sported a separate chassis and the extra bracing it did not suffer from the scuttle shake that monocoque convertible's may suffer. The hood was designed in house by adapting the hood frame from a Triumph Stag, with a bespoke cover made of mohair. A prototype car was produced in 1978 (still in existence today), powered by a 3.0 Essex engine. Later Reliant replaced it with a 2.8 Cologne engine, because had Ford withdrawn their Essex engines from the European market in favour of the Cologne unit. This was slightly down on torque compared to the Essex engine, so to improve performance Reliant changed the final drive ratio from 3.31 to 3.54. The GTC was launched in March 1980, with a hardtop added after the Birmingham Motor Show that year.^[19] While it was well received by the motoring press, in 1980 the country was heading into a recession and Reliant struggled to sell their £11,360 convertibles in great numbers. As a result, many cars were left sitting at the factory for months until owners could be found. Today the GTC is a very rare sight on our roads and is possibly the most desirable of the Scimitar models.

• A total of 442 production GTCs were manufactured by Reliant (+ 1 prototype)
• 340 were manufactured in 1980 (the first year of production)
• Factory galvanised chassis from production number 372 - 442 (earlier cars had a painted steel chassis)
• 3 were manufactured in 1981, 20 in 1982, 24 in 1983, 29 in 1984, 13 in 1985, 13 in 1986
• Most of the cars registered in 1981 were actually manufactured in 1980
• The GTC is lighter than the SE6B GTE on which it is based
• The GTC was 10% more expensive than the SE6B in 1980
• In 1980 a GTC would have cost £11,360, equivalent to over £40,000 now^[21]

Middlebridge Scimitar (1988–90)

 

After production at Reliant ceased, Middlebridge Scimitar Ltd. acquired the manufacturing rights to the Scimitar GTE and GTC in June 1987. This company, based in Beeston, Nottingham, produced a 2.9 L version of the GTE with many modifications and modernisations (over 450) including electronic fuel injection and a five-speed Ford T9 gearbox.(with the Ford A4LD 4 speed auto as an option)^[22]

The fifth Middlebridge Scimitar built was delivered to HRH The Princess Anne.^[23] Only 78 Scimitars (all but 3 cars in RHD) were ever produced by Middlebridge before the company went into receivership in 1990. One GTC was made, using a LHD body from Reliant which was converted by Middlebridge to RHD but the car was never completed and eventually the body and chassis were separated and sold off to new owners. The production rights were subsequently acquired by Graham Walker Ltd., which as of 2014 built Scimitars to order.^[24]

References

• "CARS Stand-by-stand". Autocar. 127 (London SE1: Iliffe Transport Publications Ltd). (nbr 3740): 45 (Reliant). October 1967.
•  
• Cardew, Basil (1966). Daily Express Review of the 1966 Motor Show. London: Beaverbrook Newspapers Ltd.
•  
• "12,000-mile staff car report: Reliant Scimitar 3-litre". Motor. nbr 3453: 19–24. 24 August 1968.
•  
• "'68 Models 2½-litre Reliant Scimitar". Autocar. 127. (nbr 3735): 25. 14 September 1967.
•  
• Armstrong, Douglas (September 1969). "Reliant GTE". Motoring Mirror (Cape Town, South Africa: Motorpress) 7 (5): 44–45.
•  
• Motoring News 3 October 1968
•  
• Autocar magazine 4 June 1970
•  
• Design Journal August 1970
•  
• Autocar magazine 17 December 1970
•  
• Automotive Design Engineering. July/August 1973
•  
• Slice Magazine May 1987 Article by Peter Bailey. Head of the Transport Design Studio at Ogle when the SE5 was being designed
•  
• The Scimitar and its Forebears Don Pither 1987 ISBN 0-9512873-0-3
•  
• "Scimitar GTE". Retro Car Icons. Retrieved 2012-04-23.
•  
• "New for '69 Brief Test: Reliant Scimitar GTE". Autocar. 129. (nbr 3790): 5–7. 3 October 1968.
•  
• "Autocar recommended New Car prices and performance of cars tested". Autocar. 129. (nbr 3790): 126–128. 3 October 1968.
•  
• "Cannock firm services Princess Anne's car". Birminghammail.net. 2010-10-29. Retrieved 2011-03-02.
•  
• "Reliant Scimitar GTE SE5". Sporting-reliants.com. Retrieved 2010-04-27.
•  
• "Road Test: Reliant Scimitar GTE". Motor. 149. nbr 3833: 2–7. 27 March 1976.
•  
• Büschi, Hans-Ulrich, ed. (10 March 1983). "Automobil Revue '83" (in German and French) 78. Berne, Switzerland: Hallwag, AG: 445. ISBN 3-444-06065-3.
•  
• Bladon, Stuart (1985). Observer's Book of Automobiles. Harmondsworth, UK: Warne. ISBN 0-7232-1675-4.
•  
• www.scimitargtc.co.uk, with permission from the website author
•  
• A very brief history of the Middlebridge GTE - www.middlebridge-scimitar.co.uk^{[dead link]}
•  
• "Scimitar No 5... by Royal appointment". Nottingham Post. 10 September 2010. Retrieved 13 September 2010.
•  

24. "The Reliant Scimitar: The Forgotten Classic". RAC Cars. 2014-07-23. Retrieved 2016-04-22.

External links

Wikimedia Commons has media related to Reliant Scimitar.

• scimitargt.co.uk - Matt Greenlys Scimitar GT website
• Reliant Sabre and Scimitar Owners' Club
• Information on Scimitars and other Reliants (in Dutch and English)
• Technical Information about SE5a
• Scimitar Drivers' Site
• sporting-reliants.com by Dave Poole
• Reliant Website
• scimitargtc.co.uk, the web resource for Scimitar GTC

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