Reliant Scimitar

Fast Facts

• Best model: SE5a
• Worst model: SE6
• Budget buy: SE6
• OK for unleaded?: Offi cially no, seemingly yes
• Will it fit in the garage? (mm): mm 4242 x 1600 (SE5)
• Spares situation: Superb
• DIY ease?: Excellent
• Club support: Very good
• Appreciating asset?: Not really
• Good buy or good-bye?: Good buy

Ford engines ensure good performance and ease of running. Overheating and fi re risks still need some watching

It’s hard to credit that this clean, stylish shape is well over 40 years old, but fatter SE6 not so nice.

Check for usual GRP crazing and bodged repairs

Switchgear comes from variety of cars, known to fail

Stag-like GTC is full four-seater. Like GTE, trim fails

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Despite its many qualities the Reliant Scimitar still hasn’t cut it as a classic. Don’t let that put you off this brilliant bargain all rounder though

Carmakers create a new market segment every week nowadays, but it wasn’t always so. Back in the late 1960s you could have something sporty or cavernous, but not both – until Reliant came along. While Tornado had offered its Typhoon sporting load carrier already (a kit car based upon an old Ford Popular-ed), it wasn’t until the Scimitar arrived in GTE (GrandTouring Estate) form that the sporting load lugger became a mainstream car. The Scimitar’s affordability suggests that it has little to recommend itself, as three grand nets a tidy example. However, if the GTE does have any shortcomings, they’re well hidden. With a huge fuel tank, the car can cruise at high speeds for mile after mile, while carrying a family and its luggage in comfort. Performance and handling aren’t lacking, and neither is build quality; there are some bodged examples around, but the strong chassis, corrosion-resistant glassfibre bodyshell and conventional mechanicals ensures that ownership can be a doddle. Could this be the most practical sporting classic ever built – and the most underrated?

History

Reliant launched the Scimitar GTE in August 1968; a Ford Zodiac-powered sporting estate based on the more conventional coupe that preceded it but larger, better handling and far more practical. The new model was known as the SE5; its predecessor was the SE4. Stylish, luxurious and speedy, the new Scimitar was a complete contrast to the company’s downmarket threewheelers and the fi rst – and not very good Reliant sportster of 1961. Costing £1559 at its ’68 launch and some £300 more than the 2.5 SE4 that continued in production until late 1970, around 2500 examples of the SE5 were made before the SE5a replaced it three years later. During that time overdrive and a rear wash/wipe were made standard while a Ford automatic transmission became an option. With its fresh light clusters and nicer vacuum-formed interior panels the SE5a became a highly respected GT in its day; around 7100 of these were made and many still feel they are the best of the bunch, especially after September 1972 when the car also gained the uprated 138bhp Capri V6 engine. However by the mid 70s the Scimitar GTE faced some stiff competition, not least from Ford who introduced Capri II with a hatchback facility. Also Volvo, who boasted the clientele Reliant wanted to poach, had also launched a GTE-style option on its saintly P1800 plus a sporty Lancia Beta was waiting in the wings. So a heavily revised GTE appeared in 1976, known as the SE6. Featuring a much wider, longer bodyshell along with bigger doors and moulded bumpers in place of the previous conventional chromed items, it moved the GTE further upmarket with a price to match: £4368 in March 1976. That said the interior was made considerably classier, while power-assisted steering was now made optionally available, there was also a new 20-gallon fuel tank along with Girling dual-circuit brakes plus a stronger automatic gearbox too; 550 SE6s were produced before the updated SE6a appeared with a stronger scuttle, stiffer front springs, a change to Lockheed brakes with larger rear drums and, strangely, smaller front discs; 3878 left the factory before the SE6b debuted in 1980. This featured Ford’s 2.8-litre Cologne engine with better cooling and a lower fi nal drive ratio; 437 were made. The fi nal Reliant-built car was made in 1986, and delivered to GTE fan Princess Anne. The next year Middlebridge bought the production rights to the GTE but it wasn’t until 1989 that the relaunched car became available. There was now a 2.9i engine and fi ve-speed manual or four-speed automatic gearbox, but before 75 cars had been produced, the company went bust. Within a year the production rights had transferred to Graham Walker, but production was never resumed. Let’s not forget the GTC – Tamworth’s Triumph Stag. Launched at the tail end of the Scimitar’s life to give it a shot in the arm, one wonders why Reliant didn’t do it earlier to compete with the Stag. Those who have one swear it’s the better car…

Driving

Reliant brought in BRM’s (That’s British Racing Motors) John Crosthwaite to design a chassis for the Scimitar; his cruciform backbone design provides excellent stiffness without being unduly heavy. Combine that with a glassfi bre bodyshell and you have a car that feels fabulously nimble and it’s quick too, thanks to that lusty 3-litre Ford Essex up front. With excellent handling, care of a pretty sophisticated Aston-like rear suspension, a decent ride and plenty of feedback from the brakes as well as the steering, the GTE is more of a driver’s car than you’d think any estate of this era could ever be. Note that we’re talking SE5 models here because the SE6 that replaced the SE5a in 1976 lost too much of its driver appeal as it grew in length (four inches) and girth as well as weight. As a result a fair chunk of the agility was lost and the Scimitar’s edge was decidely blunted. That said the GTE certainly became more practical thanks to a more spacious and luxurious cabin but for many enthusiasts the trade off was too great.When Ford’s 2.8-litre Cologne V6 replaced the Essex unit in 1980, the resulting SE6b was smoother and more refi ned, but it was also less torquey. When Middlebridge took over the GTE’s production, it fi tted a 2.9-litre fuel-injected version of the Cologne engine, which offered more of the same really – extra power and refi nement but ultimately the same basic characteristics. Few would ever sample it though, because by the time the Middlebridge GTE arrived, the basic design was over two decades old, and buyers wanted something rather more modern for their money. The GTE’s forte was its long distance cruising ability thanks to tall gearing (particularly so with overdrive) and a massive fuel tank. SE5s were Gti quick too, less so the lardy SE6s which could see 0-60mph slump from a best of 8.7 seconds to a more sedate 11 second mooch but all were good for neigh on 120mph and 22-28mpg depending upon driving style. Without doubt the GTE is best remembered in SE5 guise. Monthly Car asked way back in 1971 “Is this Britain’s most underrated car?”. Five years later in larger, lardier SE6 guise however the mag’s opinion changed to “Starting to age and not so pleasant”.

Prices

GTE projects start at all of £50, but wade in at this end of the market and it’ll cost at least another £1000 in parts alone to create a car that’s reliable and looks reasonably smart – but you’ll have to do all the work yourself if the bills aren’t to mushroom. Buy a good GTE for at least £1500 and you’ll reap the benefi ts of the previous owner’s care, while really good cars start at £3000. GTC and Middlebridge values are generally £2000-£5000, although the weather affects GTC values. Road tax-exempt SE5, galvanised SE6bs and concours examples of any of the models are higher than for all other Scimitars, but they’re all superb value.

Improvements

All Scimitars featured a Ford V6 engine; the 3-litre Essex unit was fi tted until 1979, when it was superseded by the smoother 2.8-litre Cologne lump. Some cars have been converted to the later 2.9-litre engine, with or without fuel injection, and generally mated to a fi ve-speed manual gearbox or four-speed automatic. The Essex powerplant tends to be durable and highly tunable, but it does have a few weak spots. One of the most common is stripping of the fi bre timing gears, which is why many owners simply fi t metal replacements; they’re less troublesome but more noisy. Essex-engined SE6s used to be prone to overheating because of their marginal cooling system. Discussions still abound as to whether it’s due to the fl uid capacity, the cooling fan, the routing of the pipework, the cross-fl ow radiator, the water pump or even the underbonnet airfl ow.Most owners solve any problems by reverting troublesome cars to the SE5a pipework and carefully maintaining the system. The syspension’s inherent design is good if wear prone plus the cheap dampers were knownto weaken prematurely. A set of quality replacements and poly bushing is a wise step along with good quality tyres. Power steering from a later SE6 can be fi tted and worth doing as the tiller can be heavy when compared to moderns.

Three Of A Kind

BMW 2002 Touring

There aren’t many 2002s to go round, with the Touring one of the rarest of the lot. As a result you’ll have to look hard to fi nd a really nice example, although at least the Touring is worth less than an equivalent 2002 saloon. Beautifully built, superbly engineered and great to drive, the2002 Touring was built between 1971 and 1974; it was offered solely as a 2-litre in the UK, but 1600, 1800 and 2002Tii versions were available elsewhere.

Volvo 1800ES

The most readily available of the sporting estates up against the Scimitar, the Volvo is also one of the best-built and perhaps the most stylish. It’s still an unusual car though, as it was offered for just two seasons and most of the cars built were shipped to the US. More practical than the 1800 coupe that sired it, the ES is every bit as good to drive yet it’s even cheaper. You won’t fi nd a good one really easily, but it’s worth tracking one down.

Ford Capri

As soon as Ford put a rear door in the Capri, the Scimitar GTE was on a sticky wicket, especially as it was £1000 cheaper. Better built and cheaper, of into the bargain, but the Ford always, irritatingly, lacked the overdrive transmission that made the GTE so relaxing and economical. Handling wasn’t so much fun either although the gap closed when the 2.8i was introduced but the Reliant remains that bit more spacious, exclusive and cheaper.