Short and Sweet - The TVR Grantura

 

Trevor Wilkinson built the first Morris-based, Ford side valve engined TVR in 1949.  Second and third development vehicles were completed early in the new, following decade, driven in motorsport events by Wilkinson himself.  By ’54 a further development, named as ‘TVR Sports Saloon,’ was marketed in kit form.  The TVR-designed/built chassis which underpinned these early cars was a significantly upgraded partial spaceframe affair.  This attracted the attention of an American racer, Ray Saidel, who enquired if TVR could supply a chassis with a Coventry Climax FWA engine.  The answer was ‘yes,’ and the rolling chassis was duly delivered the following year.  Saidel organised the fabrication of a lightweight (alloy) body and named the resulting car, ‘Jomar II.’  As Saidel swiftly ordered two more examples, Wilkinson became sanguine about the potential of his business and relocated it to premises more suited to vehicle production and took on additional employees to support an increase in volume.  At this point, ’57-‘58, some interim cars emerged, clothed for the first time with TVR-designed bodies mounted on ‘Jomar’ chassis.  Initially a spider, there was soon a coupe in addition.  Saidel further developed advocacy for Wilkinson’s products and began to order more cars, adopting the role of importer for the U.S.  Responding to Saidel’s activities and ideas about what would sell best in the U.S., Wilkinson came up with an evolution of the Jomar Coupe which was marketed by Saidel as the Jomar GT Coupe, but named Grantura as available in the U.K.  This car was fundamental to TVR’s establishment as a manufacturer of substance and one with appropriate focus on meeting the desires of its customers by offering bodies in either aluminium or glass-fibre and a choice of six differing engine options.

Despite Saidel’s enthusiasm and efforts, sales failed to really take off in the U.S. and ’58 for a while looked likely to see the business’s collapse into bankruptcy.  However, a reorganisation and renaming – to Layton Sports Cars Ltd -  was implemented and a delicate viability was in place as ’59 dawned.  Nevertheless, inadequate distribution arrangements, poor production capacity and lax general management led to another crisis later in the year.  Fortunately, the problems were well-addressed by the arrival from Rolls Royce of John Thurner, who quickly effected a major change in culture and working practices.  The personality that enabled Thurner to do this made him someone Wilkinson could not get along with and their awkward relationship was the beginning of Wilkinson’s alienation, leading two years later to his departure.  Thus, in the early stages of the Grantura's production run, it often seemed likely that it would not be a very long-lived one.  The Mk.1 had problems, notably ride quality, but it was light, (711 Kg quoted by the factory, though other sources often suggest 660 Kg), and quick, so there were plenty of orders – too many in fact, given the factory’s productivity.  Over the course of ’58 and ’59, only 100 Granturas were built, the first bearing chassis #101.  The earliest survivor of which I have a photograph is #7/FS/112, seen below.

#7/FS/112  Courtesy Classic.Com

This is a ’58 car.  It was offered in the Historics 1^st September 2012 Brooklands Museum sale with an estimate of £14-18,000 but was not bid to the reserve value.  It was originally equipped with the 1172 cc Ford side valve engine, capable of 36 bhp, (or 56 bhp supercharged).  The good handling of the Grantura was from the outset largely due to the incorporation of independent suspension on both the front and rear axles.  Specification – with the MGA engine option – was summarised:

Such a car – though with the slightly larger 1622 cc MGA engine - was the next Grantura produced, #7/B/113. 59.  This was entered in the H & H auction, Duxford, October ’24 with an estimate of £18-22,000 but did not sell.  H & H’s lot details include: ‘Thought to have begun life as a race car, the two-seater sports an early front disc upgrade and was seemingly not registered for road use until 1975.’

#7/B/113  Courtesy H & H

Just five chassis numbers on, #7/C/118 was a Coventry Climax-engined car, sold in recent times for £29, 950.  The Climax FW (‘Featherweight’) engine had originated as an alloy fire-pump unit in ’51 and was subsequently developed for automotive applications.  First seen in ’53, with a 1098 cc capacity, the FWA’s 75 bhp was highly attractive to racing and sports car constructors.  Colin Chapman was very keen on the Climax engine and in ‘58 specified it in 72 bhp, 1216 cc form, designated FWE, for his Lotus Elite project.  Coventry Climax agreed to make a small number of units available to TVR for original equipment use in the Grantura.  The FWE engine installation (in #7/C/238) is seen below:

FWE (#7/C/238) Courtesy Pendine

#7/C/118  Courtesy Race Cars Direct

Detail bonnet differences are noticeable across these three early cars – whilst all three feature a wide horizontal intake aperture below the bumper line, #112 and #113 have a similar, though less wide opening between the bumper line and the lower edge of the headlamp fairing.  The indicator lamps are mounted above and at either end of this aperture, whereas they are just below the headlamp units on #113 and #118.  Only #113 has bumpers – of the quarter type.  Also of note is the TVR Grantura script badge (see below) on the lower right hand side of the rear panel, and the fuel filler cap on the right hand rear wing on #113.  The filler on #118 is central and just below the lower rear window aperture edge.

Courtesy Simon GP Geoghegan

Some Mk.1s wear a ‘TVR’ badge mounted centrally in line with the top of the headlamp units.  It is as seen below, chassis # unknown:

Courtesy Car & Classic

Views of the same car seen below show, left, the position of the front badge, above the number plate, and, right, the low hinge location for the bonnet.

Courtesy Car & Classic

The last Mk.1 survivor of which I have a recent image is said to have been originally Climax-engined, but subsequently fitted with an 1850 cc B Series unit as used in the MGB and Triumph Dolomite.  In recent times no chassis number could be found on the vehicle – UK licencing authority has issued a VIN: DVLASWA3972003803   The car was offered at a price of £22,695.

Courtesy AmoreAutos

The most noticeable revised external feature of the Mk.2 Grantura was the car’s rear end, incorporating relocated lamp units, mounted on the rear face of vestigial fins, as can be seen in the photographs below, the Mk1 on the left, the Mk.2 right:

Courtesy H & H; Iconicauctioneers

At the front of the car, the indicators were relocated from the headlamps level to the outer ends of the intake aperture:

Courtesy AmoreAutos; Car&Classic

Engine options for the Mk.2 included: Coventry Climax 1216 cc FWE, B Series 1850 cc (MGB), B Series 1489 cc/1588 cc (MGA) and Ford 100E (supercharged) – soon superseded by the 105E 997 cc unit.  The Climax engine enabled a 0-60 mph time of 10.8 secs, whereas 12 secs was the comparison time for an MGA-engined Grantura. 

Having been initially preoccupied with the required organisational changes when he had first arrived at TVR, John Thurner found time to design/specify some detail chassis improvements for the MK.2’s chassis in early ‘61, including a Triumph steering rack, (although some sources suggest that the Ford-sourced worm/peg box was also sometimes installed until the advent of the Grantura Mk.3), and the introduction of Girling front brake discs – cars thus equipped being designated Mk.2A.  An example of a Mk.2A is seen below – it was, in October 2024, offered for sale on Racecarsdirect.com for £55,000.  It is a competition car now MGA engine-powered and with FIA Historics papers:

Courtesy Racecarsdirect.com

The kit to assemble a Mk.2A Grantura was priced at £1,045, whereas a factory-built car was £1,544.  Production of this model continued through to late summer ’62, (by when sales of Mk.2/2As amounted to around 400), and included some competition versions, including four lightweights. 

The Mk.3 Grantura was introduced in September ’62.  Significantly, TVR’s founder, Trevor Wilkinson, left the business at this juncture, whilst the new car further reflected the influence of Thurner since he had designed a fully revised, slightly longer wheelbase chassis.  This was an improvement over the Mk.2/2A in many respects, especially in terms of structural integrity and suspension characteristics.  However, whilst Thurner’s technical focus had resulted in this major product enhancement, organisational performance had suffered, resulting in poor productivity and limping cashflow.  Thus, while on product attractiveness grounds the Mk.3 should have sold even better than the Mk.2/2A, output was less than 100 units, (some say only 60).

#8/564 is a ’63 example of a Mk.3, seen below:

#8/564 Courtesy 63grantura (BaT)

This car had the fairly common option of the 1622 cc MGA engine.  Its chassis number plate is branded with ‘Grantura Plastics Ltd’  Blackpool.  This reflects the vulnerability of the company’s finances at the time, leading to sub-businesses being created to insulate the company accounts.  Aside from accounting documentation, ‘Grantura Plastics’ and ‘Grantura Engineering’ were one and the same thing  The car was in Ohio, U.S. in ’19 when it was offered on Bring a Trailer, failing to sell with a highest bid of $17,000. 

In November ’65 the company was bought by Arthur Lilley.  He and his son, Martin, sought to run the business more profitably – with mixed success – renaming it ‘TVR Engineering’ and implementing a progressive programme of new model introductions and design/quality developments.  However, their initial focus was on the Mk.3 Grantura, which remained in production until ’67.  It was successively redesignated, Mk.3-1800, Mk.3-1800S, with about 128 made in total, (though an alternative count suggests 150).  The 1800 appeared in ’64, powered by the 95 bhp B Series engine used in the MGB.  The 1800S was most obviously differentiated externally by a new truncated tail which featured Ford Cortina rear lamp units and a bigger rear window. 

The 1800S’s interior and trim – including a wood-face dashboard - was further revised in ’66 to become a Mk.4 Grantura.  This final version, made also in ’67, is said to have had a ‘slightly longer’ wheelbase, but I have been unable to find mention of a specific metric for this.  This may be accounted for as a simple misunderstanding – the Mk.3 had featured a wheelbase of 2172 mm, whereas the original model’s was 2121 mm.  Where the Mk.4 differed in longitudinal dimension terms was in its overall length – 3594 mm against the Mk.3’s 3505 mm.

Mk.4 #18/001 Courtesy Motoriginals

Mk.4 #18/050 Courtesy Criley (BaT)

As with most car manufacturers, especially in regard to operations prior to the introduction of Enterprise Management Systems, errors/uncertainties/variations are evident in the figures cited by TVR as production volumes of the various Grantura model variants.  Given its access to close-to-source data, the TVR Car Club’s summary provides a very good guideline: Mk.I - approx 100; Mk.2 - approx 400; Mk.3 - approx 60; 1800 – 30; 1800S – 128; Mk4 – 78; Total: 796.

 

The Grantura story comes full circle in the sense that it was American, Ray Saidel, who provided the initial impetus for the model’s establishment and development.  It was his compatriot, Jack Griffith, who created its spiritual successor, the Griffth Series 200 – followed by the Griffith 400, and, finally, the Griffith 600.  Meanwhile, back in North West England, TVR launched the Grantura’s replacement later in ’67, naming it the Vixen.

Left to right, Series 200, Courtesy Bonhams; Series 400, Courtesy Historics Auctioneers; Series 600, Courtesy Bonhams

TVR Vixen Series 1 Courtesy Robert Knight (Flikr)

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.’

Equipe Classic Racing 2025

The Equipe Classic Racing series is now well established in the UK providing the opportunity to see on-track a substantial number of great, well prepared cars from the 60s/70s era.  The first championship round was run at Brands Hatch last weekend, 29th/30th March.  Some of the most good-looking entries are as seen at the Track Day held at Brands the previous week.

Lotus Elan 26R of Nick Powell

’65 Lotus Elan 26R of Rob Cull

’71 Alfa Romeo 1750 GTAm of Gavin Watson 

Marcos 1800 GT of David Methley

’70 Porsche 914/6

’75 MG B GT V8 3900 of Ken Deamer - ’56 MG A 1840 cc of John Pearson - ’66 Lotus Elan 26R of Paul Whight

’54 Austin Healey 100/4 of John Harrison - ’55 Austin Healey 100/4 of Robi Bernberg - MG B Roadster of Robert Waycott

’63 TVR Grantura Mk.III of Rob Cull 

’61 Lotus Elite of Marc Gordon

’61 GTO Engineering Ferrari 250 SWB Berlinetta GT Revival (GTE 2+2-based)

’77 911 3.0 RSR of Steve Winter