Reliant Scimitar SS1
Published: 28th Apr 2011 - 0 Comments - Be the first, contribute now!
Cabin is modern and far more civilised than a Spitfire or Midget while carpets almost wear-proof 
Nissan Turbo flies - CVH cars are cheaper to run 
Strong lightweight chassis prone to rot but you can easily strip car down to this! 
Hardtop is worthy extra for the winter 
Bits mainly Ford/Rover sourced 
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What is a Reliant Scimitar SS1?
It’s probably the most affordable relatively mainstream two-seater sports car available, which is why it should have saved Reliant from oblivion. But thanks to its awkward looks, the car tipped Reliant over the edge instead. The fact that many examples were fitted with asthmatic 1.3-litre engines didn’t help – there’s nothing very sporting about a car that takes nearly 13 seconds to get from a standstill to 60mph. That’s why the turbocharged 1.8 litre engine is the one the SS1 should be remembered for - it turned the SS1 into a genuine road-burner.
History
The Scimitar SS1 was unveiled at the 1984 NEC Motor Show. The SS1 tag was an abbreviation of Small Sports 1, and with its low purchase price, simple mechanicals and sharp chassis, the SS1 was bound to be a roaring success. The company planned to make 2000 examples every year, which surely wouldn’t be difficult, even with those awkward lines. Yet in a production run that lasted from 1984 until 1995, just 1507 examples of the SS1 rolled off the lines and admit it, when did you last see one? The Scimitar SS1 was designed by Giovanni Michelotti no less; it was to be the last car he styled before his death. While open topped two-seaters had been all the rage in the 1970s, by the ‘80s it was the hot hatch that was king, and it seemed Reliant had missed the affordable convertible bandwagon. Perhaps it was the threewheeler connotations that put people off - whatever it was, a redesign in 1988 (when the car became the SS2) and another hefty restyle in 1990 didn’t do anything to halt the decline in sales.
This latter version was called the SST (the ‘T’ being for Towns, as in the designer William Towns), and it provided a neater solution. Not only was it much simpler to build, which meant lower production costs, but it also looked much better as the lines were far smoother. Gone were the bug-eye headlamps, replaced by conventional pop-up units, and in came the Ford 1.4-litre CVH engine.There was still the option of a Nissan 1.8Ti powerplant - but still buyers stayed away.In 1992 there was another restyle, with the car now known as the Sabre, and subsequently the Scimitar Sabre. There was a choice of Ford 1.4 CVH or Nissan 1.8 Turbo engines, along with the zesty 1.4-litre Rover K-Series unit. A couple of 1.8 turbo versions exist, and while a 2.0-litre Rover version was listed, none were built. Despite the chunkier flared wheelarches, 15-inch alloy wheels and more sporty looks of this latest derivative, the writing was on the wall. By 1995 it was all over, with Reliant calling in the receivers.
Driving
It’s only the 1.8-litre turbo SS1 that’s genuinely fast, but all SS1s have sharp handling and are good fun to punt along twisty roads as long as you can maintain momentum. It’s worth upgrading the brakes as they struggle to shed speed, but with light, sharp steering and a welldamped chassis (assuming decent aftermarket shock absorbers are fitted), the SS1 offers as much fun per pound as you’re going to find anywhere.
Prices
The bottom line is £200-500, which buys you an early 1300-1600 for restoration. If you can stretch to £1000 you’ll be able to purchase a useable everyday car, while closer to £2000 nets a really nice car that doesn’t need anything doing. It’s the turbocharged cars that everyone wants though, and those cost around half as much again - although three grand for a really decent one is still a lot of car for the money.
What To Look For
- Wishbones crack in the front suspension; used ones are available for £40 or so. You’ll need to remove the front wheels to gain a proper look, and while you’re at it, take a look at the state of the anti-roll bar links because they’re prone to breaking - replacements cost £14 apiece.
- The SS1 was originally fitted with 5Jx13 steel wheels or 6Jx14 alloy wheels, but many owners are naturally tempted to beef things up. While this doesn’t necessarily cause problems as such, it doesn’t do the car’s dynamics any favours. It’s far preferable to keep things as they were when the car left the factory. However, fitting 6x15 wheels helps stability a little, but anything larger causes annoying tramlining (following road undulations).
- The brakes are marginal at best, with the standard MG Metroderived system. Fitting uprated pads such as EBC Greenstuff is a worthwhile move, especially as a set costs just £33. Alternatively you can upgrade the whole set-up; Graham Walker (01244 381 777) does a bolt-on ventilated disc kit for £320 - or you could put together your own system; see www.ss1turbo.com for more on this.
- The interior trim is simple, with cloth fitted as standard to the 1300, 1400 and 1600 cars; this should still be in fine condition even at 100,000 miles. However, if you’re looking at a vehicle with leather upholstery, make sure there’s no damage because of the cost of repairing hide-covered seats and panels. Worst to suffer is the standard Alcantara trim on the top 1800Ti – even low mileage cars can suffer with worn out seat covers, which is why leather is a much better option.
- Door panels suffer on all cars, with seatbelt dents normal on the trailing edge; good second-hand items are sometimes available. At least the carpets are virtually indestructible, even after years of water ingress if the hood isn’t up to scratch.
- The vinyl roof (mohair on Sabres) is durable enough, and not expensive to replace at £200 plus fitting, but still check for splits and holes. Even better if the car has a hard top fitted; they’re a desirable extra and a decent one will fetch £200-300.
- If you’re looking at an 1800Ti, make sure the heat shield is fitted between the turbocharger and the wiring loom. If it’s missing, there’s a good chance the cables will have been cooked, causing them to go brittle and potentially to short out. On the 1800Ti you also need to check for water leaks; both the ECU and air flow meter can suffer badly from water ingress.
- Check that the headlights go up and down as they should; they often fail for a multitude of reasons. While it’s occasionally because the linkages have seized, it’s more likely to be an electrical fault such as a burnt out motor, failed relay or poor connection. Replacement motors are about £40, although the usual problem is corroded parking contacts inside the motor terminal box. A few minutes with a soldering iron plus two 20p diodes will fix it (see www.scimitarss1.co.uk).
- Most SS1s were also equipped with electric windows, mirrors and aerial, so check these all work because they often don’t. It’s usually down to poor connections though, so any fixes shouldn’t be costly.
Verdict
The SS1 should have saved Reliant. Like the Spridget and Spitfire it’s one of those cheap sports cars that offers everything you could want. But because of the quirky looks the Reliant was quickly dismissed by many enthusiasts. However, with so few built, it was bound to become a classic - especially with its affordable two-seater formula. It’s decently made and great fun to drive - plus it’s cheap to run while most parts are still available. With so many positives and no significant negatives, it’s no surprise that decent cars are now sought after, and values are creeping up to reflect that. While the SS1 will never be worth as much as many more familiar sporting classics, their values hit rock bottom a while ago. Pick of the bunch is definitely anything with a Nissan 1.8T engine, but just 208 of these were built. Luckily most have survived as they were all built with a galvanised chassis - but crash damage has claimed some of them. As a modern alternative to a Midget, the Reliant has much appeal - but it ain’t no Mazda MX-5!
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