The Series 1 BMW 2002 tii

I’d only been at BMW Concessionaires GB a couple of weeks when I encountered my first 2002 tii.  Production of the model had begun in late Spring, so in August ’71 examples were still a rare sight in and around our HQ at Chiswick.  While I was preparing it, I was very taken with the engine bay.  The ‘look’ of the fuel injected engine with its distinctive bright aluminium intake manifold was so different – ‘space-age’ to my eye – from the carburetted M10s we were used to.

Courtesy Samboss (BaT)

The PDI completed, I drove it up to our Park Lane Showroom for handover to the customer.  Now it wasn’t just my vision that was seduced.  The performance from the new  M15,130 bhp, engine seemed exciting, enabling me to negotiate a relatively clear Marble Arch corner just as rapidly as I’d learnt to do in the 2800/3.0 six cylinder E3s and E9s.  That car was in the very common finish of the time – Polaris silver.  However, as more and more Tiis arrived from Germany, I found that they were even more exciting to be around and drive if in Inka (orange) or Golf (yellow/very light green).  These two colours and this particular model could not have been more zeitgeist-emblematic of the London of the early Seventies.

Courtesy Samboss (BaT); LR90 (BaT)

But now, half a century on, I wonder if my feeling that I was king of the West London road network was more to do with the extra fizz those funky paint colours pumped into my speed sensibilities rather than any increased accelerative capability possessed by the new engine.  Thanks to the car’s mass, (around 1000 Kg kerb weight), gear/final drive ratios, and relative high revs at which peak torque (132 lbs-ft @ 4,500), was derived, the 0-60 mph time was a not exactly lightning 10 seconds (approximately).  Despite this, a BMW press ad copy of the time was able to include, ‘Fastest accelerating production saloon in U.K.’  Maximum speed in the same advertisement was given as 119 mph.

Apart from the engine, the Tii incorporated some other features new to the 02 model family.  The bumpers were elongated to wrap round further at the rear, whilst rubber inserts were applied to both bumper bars and the overriders.  Also featuring a black rubber insert were rubbing strips on the front wings, doors and rear ¼ panels at the same height as the bumpers.  The front grilles were revised with seven of the slats coloured black and the remaining two in bright metal finish.  Also at the front, the lower panel bottom edge was re-formed to function as a spoiler.

Courtesy Samboss (BaT); LR90 (BaT)

It might be noticed that both the examples so far illustrated are not equipped with standard wheels.  The steel 5J rims were fitted with 165 HR 13 tyres and featured a chrome finish hub cap with BMW roundel, (below, left).  A factory alloy option by Ronal was available, (below second from left) and it was not unusual for customers to request the BBS Basketweave (second from right below) or Minilites, (below right):

The preference was for Michelin XAS tyres, but many cars arrived from Munich with other makes fitted, the least welcome being Metzelers or Firestone Phoenix, both of which didn’t work well on British road surfaces, especially when damp or fully wet.

The Tii had a distinctive steering wheel, (left, below) – three (alloy) slotted spokes and black leather rimmed; this was one of the features, (along with the rear light units) that was aesthetically superior to their replacements on the ’73 facelifted cars, (steering wheel, right, below).  Popular options specified by customers were the more overtly ‘sporting’ wheels from Momo and Moto-Lita.  Similar to the latter, there were further factory options such as the especially handsome Petri Sport, (centre, below).

Courtesy Samboss (Bat); Tony Wawryk

In ’73 we thought the facelift successful, in particular seeing the rectangular rear light units as ‘modernising.’  But before long, and very definitely today, the original circular lamps are greatly preferred.  They give rise to the affectionate nickname of ‘Roundie’ for the pre-’73 cars.  But it is the totality of the rear panel and boot lid which so appeals aesthetically.  The lamps, script/roundel badges and bright horizontal strip all work together extremely well on the ‘71.

Courtesy Samboss (BaT); OldenzaalClassics (BaT)

Courtesy LR90 (BaT); Samboss (BaT)

Much as I enjoyed these visual niceties, the best of the Tii was the way it performed.  And, exhilarating as it was to fly through the streets of London, jinking around slower moving traffic, (nearly everything else was!), the most fulfilling experiences were those had at the track days we organised at Silverstone, Brands Hatch and Thruxton, in most instances to promote the cars for fleet purchase by UK police forces.  Like most of the other staff members attending, I revelled in being able to get behind the wheel of the 3 litre E3s and E9s, especially on the high speed Silverstone and Thruxton circuits.  However, the most fun I recall was in Tiis, in which the up-on-the-cam engine pickup and general nimbleness enabled me frequently to lap faster and pass the bigger cars.  Driving flat out brought forth all that was good about the Tii whereas in street driving there were a couple of ‘issues.’  By the time my job role had changed to that of ‘troubleshooter,’ one of the most common customer complaints to which I picked up the phone was of engine hesitation at around 2400 rpm.  Neither the factory nor Kugelfischer seemed able to come up with a solution for this, though one of our field service managers devised a pump cam reprofiling mod that appeared to resolve matters.  We also had a number of long running dispute sagas with customers who would not accept the level of noise (whine) emitted by the car’s rear axle on the overrun.  There was no way we could test a diff prior to installing and the factory maintained that it was unable to build special close tolerance units as replacements in cases of severe customer dissatisfaction.  The factory delegate was however authorised to help (and supervise) us, with multiple substitutions and, on a few occasions, we had to try three or four units before we found one quiet enough for the customer’s acceptance. 

The Tii’s specification and behaviour in the first press road test reports of ’71, indicated a considerable motor sport potential.  This was soon proved realisable in ’72 when races for a new class – Group 1 – saw BMW Concessionaires-backed/Mathwall Engineering-prepared Tiis to be highly competitive.  Motor Sport magazine reported in its June ’72 issue:

. . . the division into purchase-price classes and the near-standard nature of the competing cars (apart from their tyres) has focused attention on them, for the overall benefit of BMW 2002 Tii saloons . . . having completely dominated these Group 1 races so far— writing after eight such races have been contested. 

And the following month:

 

(BMW GB) are also behind the exceptionally successful Group 1 assault mounted by various dealers in the marque. At the time of writing they have enjoyed most success with the MLG 2002 Tii for Roger Bell, backed by a similar Mathwall Engineering prepared Tii for John Bloomfield.  . . . there was plenty of scope for improvement in the 2002 unit as the homologation tolerances were extremely favourable for maximum power. In fact, after balancing and final assembly, the first engine was found to give 143 bhp. at 5,800 rpm., up at least 13 bhp. over the production DIN rating. Because of the space needed for a slant engine’s exhaust system on a test bed, it was found that the engine actually performed even better in open exhaust racing form, which partially explains why, even when the uprated 3-litre Capris came into Group 1 after four or five races had already been run, they did not immediately seem that much faster than the BMW 2002: both cars weigh almost the same at something over 2,300 lb.  . . . new, shorter and stiffer rate coil springs allowing the 2002 to run rings round the opposition, especially on bumpy tracks. The limited-slip ZF differential and live-speed gearbox don’t do the car’s competitiveness any harm either. Theoretically one would suppose that the answer to the 2002 would be the 2000 GTV Alfa Romeo, but the Wallace suspension, plus Mathieson’s engine, has just made the Mathwall 2002 untouchable except by bigger capacity cars—recently the Ford Capri 3-litre and Chevrolet’s monstrous Camaro.

Courtesy Motor Sport; Motorsport Images

Beyond the UK motor sport arena, the Tii was also competing in ’72 in high profile events such as the Spa 24 Hours, where one of the Mathwall cars driven by John Bloomfield, Tony Lanfranchi and Roger Bell ran competitively, but failed to finish because of an engine failure.  Across the various European saloon/touring car series, the Tii was quickly into its stride, with tuners such as Alpina and GS (Gerhard Schneider) coaxing 225 bhp from the 1990 cc power unit. 

The Tii had been perceived very favourably at its launch in ’71.  Some felt that the UK list price was high at £2313, especially in the light of a domestic value of DM 12,765 (£1495).  The car was however thought characterful, fast and ‘fashionable,’ so sales were plentiful and profitable.  At this time BMW was not so well known as a marque in the UK and BMW Concessionaires’ marketing activity was very effective in creating a buzz of prestige and trendiness, led by the desirability of, in particular, the Tii and the E9 Coupes, most notably the 3.0 CSL, (from ’72). 

The Tii was facelifted in ’73, as mentioned above, with relatively minor styling changes and no change to performance.  A hatchback version named Touring also became available with the 130 bhp engine, though this never seemed to attract the cachet that was intrinsic to the 2 door saloon.  Up to ’75 when production ended, something like 38,700 Tiis were built, nearly 10% of which were RHD.  To replace the 2002 models, BMW launched the 3 Series in the early summer, ’75.  A Tii ‘equivalent’ was a while in gestation, it not being until Autumn ’77 that the six cylinder M20 engined E21 323i was unveiled at the Frankfurt Show.  Faster certainly than its predecessor, but, initially at least, not so forgiving to drive and lacking the hard-to-define charm that had been such a strong feature of the Tii. 

Some recently sold/photographed Tiis:

Small Scale Style from Scaglione

During the late 19^th and first half of the 20^th centuries, Neckarsulm Strickmaschinen Union – NSU – dabbled with automobile production, but was mainly known for its motorcycles.  However, a more concerted fresh new start with cars began in 1957 with a model type named Prinz.  A small saloon, the Prinz was powered by an air cooled, rear located 583 cc twin cylinder engine.  A distinctive feature of the NSU twin was its utilisation of a connecting rod driving the overhead camshaft from the crankshaft.  The system, known as ‘NSU Ultramax,’ clearly had reliability/durability advantages compared with the more usual chain, gear or belt drive, but would have added to costs somewhat significantly. (See here).

Despite the limitations of its size and small capacity powertrain, the Prinz was successful in terms of sales, with about 95,000 units made in the period ’57-’62.  Not quite a microcar – more a super-compact - it met the needs of a large, city-dwelling demographic seeking economic motoring.  Such owners had no need for full four seat capacity for lengthy journeys.  The ‘economy’ criterion was met by the Prinz being a car that cost all of £425 brand new.  But, as throughout the history of automobile manufacturing and marketing, modesty is never absolute and it wasn’t long before designers at Neckarsulm were doodling sporty body shapes over the basic Prinz platform.  After all, Volkswagen had not long ago put a sports coupe body jointly developed by Carrozzeria Ghia and Karmann GmbH onto the Beetle chassis, and the resulting car had proven an aesthetic and commercial success.  NSU turned to another fast-developing carrozzeria to explore a similar project.  This was Bertone, where Nuccio, son of the firm’s founder, was intent on modernising and expanding its operations, especially in terms of vehicle assembly in addition to body styling and construction.  And Bertone had been benefiting since ’52 by having the talented stylist, Franco Scaglione, in-house.  Scaglione was at the time riding a crest of success and acclaim through his recent work for Alfa Romeo, (the startling Berlinetta Aerodinamica Tecnica (BAT) concepts, the Giulietta Sprint and the Sprint Speciale), Abarth and Aston Martin.  Confident and adventurous, Scaglione drew a distinctively attractive fastback body which the NSU management found very much to its liking.  Little wonder as Scaglione had flattered the executives at Neckarsulm by presenting them with the opportunity to market a Prinz that had a similar look to the glamorous Maserati 350 GT Bertone which was on his drawing board around the same time.  The Sport Prinz was first presented at Frankfurt in ’58, with series manufacture and deliveries beginning in ’59.

Left: Sport Prinz; right: Maserati 350 GT – both by Scaglione

According to most sources, Bertone built the first 250 Sport Prinz bodies in the Carrozzeria’s Grugliasco workshops near Turin. This operation was then transferred to the firm of Drautz, conveniently also located in Neckarsulm.

From the outset until ’62, the 583 cc engine with Bing carburettor was rated at 30 bhp DIN (or, claimed, 36 SAE), with torque at 42 Nm.  The car’s kerb weight was quoted as 530 Kg, allowing a top speed of over 80 mph, though the 0-60 mph acceleration time was over 20 seconds.  However, being nimble and handling well, the model was to be seen on race circuits in 1960 and with some success, for example at the Nurburgring in September, where Siegfried Mullers and Bernd Degner were GT600 class winners in the 500 Km. 

In ’61 two cars ran in the Monte Carlo Rally. Eugen Schaefer/Henri Benveniste’s #116, which finished 60^th, is seen below:

Courtesy Getty Images

The second car, in the hands of Jose Behra/Jean Berges, was an excellent 8^th . 

During 1960/61/62, SCCA racing in the U.S, saw Sport Prinz participation from time to time, notably with Alfred Zantzinger at the wheel.  At the Sebring 12 Hours in ’61, Fred Fischhof and John Eisenhauer took the GT600 class honours.  Remarkably, in June ’63, six Sport Prinz entries were seen at the Nurburgring 6 Hours, a round of the European Touring Car Challenge.  Most successful was the Isar Racing Team car driven by Ernst Hamberger and Manfred Gieth to 1^st in the up-to-600 cc class – indeed, the model recorded a 1-2-3 finish at this arduous event.  The winning car is #8, centre, in the photograph below.

’63 Nurburgring 6 Hours Courtesy Holger Vogel

A few weeks later, Hans Braun won the same class at the ETCC round at Zandvoort.  In the Tour de France, Sport Prinz cars were 2^nd and 3^rd in class.  There was some Sport Prinz representation at the major hillclimb events at Rossfeld and Mont Ventoux in ’64, while Christian Chauvin was class winner at the ’65 running of the Coupes de Paris. 

The Sport Prinz was the subject of a road test report in the November ’60 issue of Motor Sport magazine.  Comments included: 

(The engine) . . . idles unevenly but once under way smooths out, although the noise is still very reminiscent of a two-stroke engine.  The gearbox operates in the rather disconnected way of so many rear-engined cars, and the synchromesh tends to obstruct gear selection, especially in first gear.  To obtain good downward gear changes it is advisable to double-declutch, a manoeuvre which is aided by reasonably sensibly placed pedals. With 36 b.h.p. to move just over 10 cwt. along, the acceleration is more than brisk and the Sport Prinz will certainly never get in the way of other traffic.  Normal cruising speed is an indicated 60 m.p.h., while the needle will swing round to 80 m.p.h. on a slight downgrade, and a more fully run-in car (our test car had covered 1,500 miles) would probably reach the claimed 85 m.p.h. top speed. Remember, this car has a capacity of 583 c.c. ! 

On first acquaintance handling appears fussy but this is due to a combination of fairly firm suspension and rack-and-pinion steering having only 2.4 turns lock-to-lock. When the driver becomes more accustomed to the car he begins to fling it about in complete confidence, and although the Sport Prinz oversteers quite strongly it is difficult to make the rear end break away. 

On the open road it becomes a very pleasant car to drive . . . cornered with great verve . . . it is possible that the claimed 47 m.p.g. could be reached if a less aggressive driving technique was employed. The brakes of the test car required quite heavy pedal pressures and fade could be induced after two or three stops from above 60 m.p.h., but in normal use they appeared to be adequate. 

Rather expensive in this country the sporting version of these interesting economy cars from Neckarsalum will obviously find a limited market, but the man who wants to own a car of individual character could well consider the Sport Prinz. 

The magazine’s observation about expense was driven by the test car being priced at £970 – nearly twice that of the Prinz saloon.

 

An early-production (probably ’60) survivor is #4102499, sold for restoration in September ’24.

Courtesy Hagerty - RacineJoe

Two other ’60-made cars have featured in recent media coverage.  Another red one, chassis number unknown, is owned by a resident of Foley, a town to the North West of Minneapolis, U.S.  The owner’s experience with the car and details of his restoration work can found at https://www.oldcarsweekly.com/features/car-of-the-week-1960-nsu-sport-prinz.

Courtesy Active Interest Media

Another, again finished in red, was recently photographed as body/paint restoration was concluding.  Location of this one was Astoria, New York, U.S.

Courtesy Peter Kumar

The quality of classic car restoration standards has benefitted from technological advances in recent years, with some stunning results to be seen at the premier international concours events.  At the same time, an appreciation of ‘naturally aged’ cars and their patina has gathered momentum, generating interest in preservation as a principle just as valid as craft/artisan based restoration.  For those liking patina-porn, the ’62 Sport Prinz below will surely prove attractive.

Courtesy Wannenes

The ’63 #4112286 displays the various badges/plate in rather better condition:

Courtesy Artcurial

The car was sold by Artcurial in ’21 in Monaco for €7,748.  This was below an estimate of €10-15,000.  It appears to be in reasonable, usable condition, but the winning bidder was no doubt anticipating the need for substantial expenditure on a thorough restoration.  This would likely be fully justifiable given that the car apparently has no areas of very serious deterioration.

Courtesy Artcurial

Produced the following year, #4122861 was offered by Osenat (Fontainebleau, France) in 2013 with an estimate of €5-7,000.  A successful, above-reserve bid was however not recorded.

#4122861 Courtesy Osenat

Also a ’64 Sport Prinz, #4113783 was offered at auction in 2023, but the highest bid, €11,500, was short of the reserve.

#4113783 Courtesy Classic.com

#4117939 is unusual in being right hand drive.  First registered in the UK in ’65, it was apparently built to a factory ‘GT’ specification which included front discs and a reprofiled camshaft.  Much later, around ’08, a subsequent owner had the engine replaced with a 4 cylinder NSU unit.  At the same time chassis improvements were made and competition-use modifications – including a roll cage – were carried out.  There are also some bodywork alterations, most notably to the engine deck lid – Abarth GT style - to allow greater air intake/circulation for cooling purposes.  Engine performance is significantly increased at 52 bhp with peak torque of 53 lbs/ft.  Despite these various modifications and expenditures, the car made just a modest £6.900 when sold at auction in February ’24.

#4117939 Courtesy Manor Park Classics

In contrast, #4119347, a ’66 car, appears to be a good example of a Sport Prinz in preserved standard specification.  Bonham’s lot description for its auction sale in ’18 includes the statement, ‘(the car was) comprehensively restored in 2004, though the interior was in such good condition that it was decided it did not need renovation and as a result possesses a lovely patina.’  It was estimated to sell for €18-25,000 but the reserve was apparently not reached.

#4119347 Courtesy Bonhams Cars

Another inconclusive auction involved the ’67-manfactured #4118719, offered on Bring a Trailer in ’20.  High bid – unsuccessful – was $9.400.

Courtesy AaronCCG, BaT

 

The engine bay and front trunk of this car are in particularly pleasing condition:

Courtesy AaronCCG, BaT

Of the same age, #4117627 made for a more successful auction lot when offered also on Bring a Trailer in September ’20, selling for $16,040.

#4117627 Courtesy 246dinoguy, BaT

As with the immediately preceding car, a clean bay allows a good view of the engine’s simplicity and the ease of accessibility for service/repair work.  Given the modest power output, the deployment of twin coils – seen at the bottom of the photograph, might seem somewhat ironic!

#4117627 Courtesy 246dinoguy, BaT

Another ’67 car is #4121650 and, like #4117939, is right hand drive and used in the early years of the century for some historic rallying, though without any serious competition-related mechanical or bodywork modifications.  The car was sold in ’18 for £5,060.

#4121650 Courtesy Brightwells

Once again, a rhd/’67 Sport Prinz, #4121694 was sold in ’21 by Iconic Auctioneers for £8,769.  No other details are currently available, though the car appears to be in good, running condition, as seen below:

#4121694 Courtesy Iconic Auctioneers

The latest-made, (’68), car of which I have a photograph is #4122062.  In describing the car for a sale in July 2012 of cars owned by the Prince of Monaco, Artcurial included a note about the interior: (It) 'has not been touched and offers all its period freshness, with its impeccable carpets, its two-tone cloth and leatherette seats with white piping, its delightfully sporty dashboard nicely painted, the steering in black bakelite with circular chrome-horn, chrome door handles and bellow-like door pockets.’  The hammer price realised was €25,023.

Courtesy Artcurial

As seen in this survey, the NSU Sport Prinz does not generally command high values in the current classic car market.  A clear limitation is the modesty of motive power type since this not only makes for a vehicle with limited dynamic characteristics, but also robs it substantially of technical interest.  However, whilst the provenance, (ownership by the Monegasque monarchy), of #4122062 was no doubt a positive contributing factor, the price realised for this vehicle indicates the potential for well-preserved/original specification examples.

Far From Agricultural - The Ginetta G4

The Ginetta story is an inspiring one as it involves four brothers getting on well together and creating a dynamic enterprise.  In the late Fifties, farmer’s sons, Ivor, Douglas, Bob and Trevor Walklett were running the family agricultural machinery/structural engineering business.  Hobby interests led to an expansion project which in ’58 resulted in the establishment of ‘Ginetta Cars’ with design led by Ivor, and the marketing of an aluminium bodied Lotus Mk.VI-style sports car kit designated G2.  This did well enough to prompt the development of an improved version utilising a fibreglass body, the ’59-launched G3.  This was followed by the presentation at the London Racing Car Show in January ’61 of the G4, though this new model was not in full production swing until ’63.

Left, Ivor Walklett’s drawing of the G1; centre: the G2; right, the G3

The G4 continued and refined most of the principles applied to the G3, with a tubular spaceframe chassis in conjunction with a fibreglass bodyshell.  Though initially offered only as a Spider (with ‘convertible’ or hard top roof) and as a ‘kit,’ it is likely that the Walkletts’s aim was to create a race/fast road coupe along the lines of the Lotus Elite.  And, originally, Ivor’s concept included another Lotus characteristic - power from a Coventry Climax engine.  A 744 cc version of the FW 4 cylinder engine already used by Lotus for Le Mans was considered to be ideal, and design for some time was developed around this.  However, amidst the many developments of the FW at that time, the FWC seems to have been used in anger only in the Lotus 24 Hours of Le Mans campaign, and suggestions of its offer to other manufacturers such as Ginetta were withdrawn.  Reverting to the basis on which he had specified/designed the G1 and G2, Ivor looked to Ford for an alternative.  Fortunately, the newly introduced 105E was available for this purpose.  And it provided several advances over previous Ford products, most of which would suit ‘performance’ needs – OHV, short stroke and some ‘spare’ capacity at 996 cc.  As made for the new Ford Anglia saloon, it was good for 39 bhp but clearly had potential for significant tuning uprating – which is exactly what Ginetta did to units installed in the G4, bolting on twin Weber 40 DCOEs and incorporating a Cosworth camshaft in a gas-flow optimised head.  Despite the still modest (50 bhp) output of the Ginetta-tweaked 105E engine, performance of the basic G4 was acceptable since the kerb weight was below 500 Kg, enabling a 0-60 mph time of 12.8 secs and a top speed of 95 mph.  The engine, also known as the ‘Kent’ and/or ‘Pre-Crossflow,’ could also be supplied for the G4 in larger capacity forms.

When announced, the G4 was priced at £697.  Though the car’s looks and specification were well-received, it became apparent that there was considerable cost-based sales-resistance.  In response, the price was lowered to £499.  Once the model’s viability at the revised price had been established though small scale initial production and sales, Ginetta Cars was relocated in ‘62 to new premises at Witham, Essex.  A fixed head coupe version of the G4 was then introduced the following year.  Most early versions were built with the 996 cc engine, with 100 completed by ’64, enabling racing homologation.  However, orders were soon being fulfilled for G4s with either the Cortina’s 1198 cc or 1498 cc ‘Kent/Pre-crossflow’ motor installed.  Prices for these versions were: ‘1200’ at £517 and the ‘1500’ at £525.  Initially, the ‘1500s’ were referred to as ‘G5s,’ but this designation was soon dropped as it was apparently causing confusion regarding its specification, (which differed only in terms of engine cubic capacity, with no other distinguishing features).  The ‘1500’ was quoted as weighing 510 Kg, and with 90 bhp, capable of 0-60 in around 7 secs.  The bodies of early cars, referred to as Series 1, are notable for a ‘short’ tail with discreet boxy fins.

Series I rear, featuring tail fins

Detail updates gave rise in ’63 to a ‘Series 2’ designation.  The most obvious change was to the bodywork, at the rear a 200 mm longitudinal extension, deletion of the fins and relocation of the boot decklid, whilst a second power bulge was added to the front clamshell.  Mechanically, the main change was to the front suspension which became Triumph Herald-derived.  Additionally, as from ’66, the spaceframe tubing was altered – from round to square section.  Subsequently, the suspension was further modified.

Series II revised rear styling

Left, Series I bonnet with single bulge; right: Series II, double bulge front clamshell

1967 saw the advent of a ‘Series 3’ G4.  With this iteration, there was a good deal of focus on the interior, with the emphasis on better apparent quality of materials and design details aimed at improved driver comfort/convenience.  Externally, the Series 3 was notable for having pop-up headlamps – driver operated by a cable connection.  More interesting from a performance viewpoint was the availability of the Ford Kent 1599 cc unit as an additional engine option.  This could be ordered with Cosworth preparation, as a result of which power was increased to 120 bhp.  Between ’62 and ’68 around 300 G4s emerged from the Ginetta works.  It has been stated that about 220 chassis were of the round tube frame type.  Of current day survivors, the lowest chassis number I have documented is #0128, while the highest is #0427.

Series III with pop-up headlamps

As from ’64, a factory race version, the G4R, was available with numerous track-specific upgraded components.  Heading the list was the 105 bhp 1557 cc Lotus Ford Twin Cam engine,  Development took this up to 115 bhp by ’65, and with specialist attention could be persuaded to deliver up to 160 bhp.  The increased power was complemented by reduction of the kerb weight to around 450 Kg and handling/driveability improved with independent rear suspension and inboard disc (on all four wheels) brakes.  Up to ’68, 10-15 G4Rs were built at Witham.

G4R, #0221

As mentioned above, #0128 is the earliest surviving G4 of which I have photographs.  This car was built in ’63 and is readily recognisable as a Series 1 by the short/finned rear.  It was offered for sale in February 2025 for £36,995 by Klasiko, Malmesbury, Wiltshire, UK.  The dealer’s description included: ‘Built at Witham in March 1963, the car was the first to be shipped into the USA by Ginetta dealer Jack Walsh of Haverhill, Massachusetts.  This car is not only a desirable ‘Round Tube’ car, it is also one of just 4 ‘Short Tail’/‘Fin Tail’ series 1 bodied G4’s reportedly manufactured and features the very rare vertical front spring damper units with stronger lower wishbones.’  The car is apparently powered by a 120 bhp Cosworth Ford pre-crossflow, 109E, 1498 cc engine.

#0128  Courtesy Klasiko

#0171 is also a ’63 car.  However, this is a Series 2 G4 with short tail and double bulge front clamshell  Also featuring a Cosworth engine – 116E, 1498 cc in this instance – which is said to output 142 bhp.

#0171  Courtesy Ferraris Online 2023

Next in chronological order is the G4 seen below.  Built in ’64, #0147 was sold on Bring a Trailer in ’23 for $47,500.  As an example of the component, I’m including a shot of the VIN plate, but this has added significance because the same chassis number was apparently allocated to the green coupe further below.  According to at least one source, this chassis number was assigned to a batch of G4s amongst the first consignment to the U.S.  The race-spec red Spider was restored/prepared for historic events; the Bring a Trailer details include, ‘. . . campaigned in a number of HSR and SVRA competitions, including first place finishes at the 2010 Atlanta Historic Races and SVRA Road Atlanta.’  A dry sump, Ford pre-Crossflow 1498 cc (apparently bored out to 1534 cc) is currently installed.

#0147  Courtesy Superdave

The coupe, also designated #0147, was apparently located in Denmark in ’04 and then exported to the U.S. for restoration, which included renewal of the spaceframe; (which is visually evident in the photograph, below, right).  Power is provided by a 1350 cc pre-Crossflow unit with numerous upgraded internal racing components.  It failed to make its reserve when offered on Bring a Trailer in August ’24, the highest bid being $26,500.

#0147(2)  Courtesy ChrisMonto

Another ’64 race Spider, and again 1498 cc pre-Crossflow-powered, #0173 was offered on Bring a Trailer with a SRVA log book, documenting Historic Racing exploits between 2009 and 17.  The engine is said to be good for 150-160 bhp  The car was on Bring a Trailer in late ’18, but failed to sell, the top bid of $50,500 being short of the reserve price.

#0173  Courtesy kmp26race

 

#0169 is recorded as a ’65-built Spider.  The engine is a 1557 cc Lotus Ford Twin Cam.  It is another G4 which did not reach its reserve price in bidding on Bring a Trailer.  That was in ’20, when the top bid of $£39,300 proved to be insufficient.  A car in generally good order and apparently largely standard, it looked good on a set of 13” Panasport Minilite-style alloys.

#0169  Courtesy winningmakes

A Kent 1720 cc engine is installed in this ’65 Spider, #0198.  It’s a RHD ‘early’ Series 2 in having a round tube spaceframe chassis.  As seen below, it is fitted with a hard top, which, whilst not ‘factory’ is a close copy of such.  The engine is dry-sumped and said to be generating 141 bhp.  The car was offered on Bring a Trailer in August ‘17, but  failed to sell with a highest bid of $35,000.

#0198.  Courtesy 65ginetta

#0203 is another ‘1600’ ’65 G4R Spider, (fitted with factory hardtop in the photograph below).  It was campaigned as a ‘works’ entry during the ’65 season.  Driven by Chris Meek, it was class winner at Snetterton, Mallory Park, Cadwell Park and Silverstone.  The following year Meek was again victorious at Snetterton and Mallory Park.  ’66 also saw the car winning in the hands of Norman Moffett at Bishopscourt and Kirkistown; Moffett also recorded victories at these tracks in ’67.

#0203 at Laguna Seca in 2008.  Courtesy Conceptcarz

The diminutive nature of the G4 is readily apparent in the photograph of #0278, below, left.  Conceptcarz reports this ‘65 Spider as Kent 997 cc-powered and with a remarkable power output of 150 bhp.  The car was run in several Californian Historic events, circa 2010-2020, owned, entered and driven by Jefferey Newman.

#0278 at Monterey Motorsport Reunion 2014, (Laguna Seca).  Courtesy Conceptcarz

RM Sotheby’s sold the G4 Spider, #0427, for $31,360 in 2020.  The reported chassis number is somewhat difficult to reconcile – whilst within the range to be expected if indeed approximately 300 Series 1-3 G4s were manufactured, it would be logical to expect that a ’65-made car would bear a lower number.

#0427.  Courtesy RM Sotheby’s

The last Series 3 G4s were built in summer ’68.  However, such was the regard in which the model was held by drivers interested in a fast road/club racing car, that a ‘G4’ appeared again in the Ginetta range in ’81.  33 of these Series 4 G4s – all 1599 cc-powered were built.  A further hiatus then occurred from ’84 until ’90.  Following the sale of the business by the Walkletts in late ’89, they set up a new company, DARE, (Design And Research Engineering), which began to make G4s, primarily for export to Japan, with Ford Zetec 1800 and 2000 cc engines.  This business Is ongoing. 

That a 50s concept/60s design should still have a place in the sports car market of 2025 is surely quite remarkable, and testament to its excellent characteristics.  Richard Heseltine’s summary comments in the September 2007 issue of Motor Sport magazine would appear to confirm this: 

‘The G4 is so much more than the sum of its proprietary parts. So much so that the Walkletts – or at least Ivor and the late Trevor – made it twice; since the mid-90s under the DARE banner. Anyone who’s been to a race meeting in the UK in the last 40 years will have seen a Ginetta or DARE G4 taking home the silverware, whether in contemporary GTs, ModSports or Historics: they’ve never been away.  One even completed the ’83 Himalayan Rally!  The G4 has pedigree.’