GTM CARS LTD April 1981 to
March 2003GTM CARS LTD April 1981 to
March 2003
Road test reports.
Probably the first
mid-engined kit ever offered was the GTM, made by Cox & Co
from late 1966. The initials stood for Grand Touring Mini,
indicating the use of Mini subframes front and rear, so that the
engine was mounted amidships.
Of semi-monocoque steel and glassfibre construction, it was a
dumpy little two-seater with distinctive flying buttress rear
styling. Cox sold the GTM in kit form, but quality and
development were lacking. Even so, 55 cars had been sold
when the project was taken over in 1968 by Howard Heerey.
Heerey redesigned many aspects of the GTM, making it more
luxurious and better developed. But his firm went under in
1972, by which time a further 250 cars had been produced.
Now the GTM moved to Hartlepool, where it lay dormant until
purchased by KMB Autosports in 1976. Uprated, it took three
further years to re-enter production.
In 1981, it finally passed to GTM Cars of Loughborough, where it
has remained in production averaging sales of around 60 a year.
All the rights were bought in April 1981 by the present owners,
Paddy Fitch and Peter Beck, along with Dougal Cowper, and they
formed the present company 'GTM Cars Ltd'. The three of them
took all the plans, moulds etc. with them to a modern factory unit
in Colwick, near Nottingham. After about 8 months of very
hard work Dougal Cowper decided the business wasn't going to work
out and there was an amicable parting of the ways. After
about a year Paddy and Peter moved to the present site at Sutton
Bonnington near Loughborough.
a) Insurance is available at very competitive rates.
It is extremely difficult to give performance figures as this depends on the engine fitted but, as a guide, one can expect a considerable improvement compared to a similar-engined mini due to low frontal area, aerodynamic shape and reduced weight. A tuned 1275s-engined model will achieve 0-60 mph in 7.8 seconds and has a maximum speed well in excess of 100 mph.
GTM Engineering have carefully considered the widely differing requirements of their customers and,to give them the opportunity to choose a kit that meets their requirements exactly, have decided to sell the GTM car in the form of part packs.
The part packs have been chosen to group together the parts required when specific stages in the construction of the GTM are ready for completion.
The part-pack principle gives the customer the opportunity of spreading his expenditure over a period by purchasing the partpacks as and when he requires them.
GTM Engineering introduced a 13" wheel version of the original car in April 1962, this model now offers the customer the following additional advantages: -
a) New moulds throughout for the 13" wheel version produce high quality mouldings which if the customer prefers can be used without spraying, offering a substantial saving on the finishing costs of the car. Although only the finest materials are used during manufacture, the nature of the GRP process will not guarantee complete colour fastness of the mouldings A standard colour range is available at the factory.
b) Higher overall gearing
without the added expense of special high ratio final drives.
c) A greater selection of wheel and tyre sizes.
d) Incresed ground clearance.
I must admit that 1 was
almost in sympathy with Paddy Finch when he expressed his
reservations for my plan. Paddy, with Peter Beck, is a part owner
of GTM and had just telephoned to tell me that his latest 13 inch
wheel demonstrator had finally been completed. The Sharp
grey matter immediately sprung into a rapid formulation of the
Master Plan.
In common with most car nuts from the Mini/Escort Mkl era, I have
never lost enthusiasm for the GTM concept. That it was still
being made confirmed my 'stood the test of time' admiration for
the car, and in fact, if the original Cox GTM had had a few of its
design details a little better sorted a GTM likely have
replaced the MG Midget disaster that came to dominate my
car-owning life.
I'm still enthusiastic for the GTM concept. But 1 wanted to
find out whether its chequered career had improved its road
manners; whether the car-with-the-right-idea-in-the first-place
had been made good enough to stand comparison with more up-to-date
vehicles.
And hence the Master Plan which Paddy was worried about.
Just how many attractive mid-engined cars are readily available
with everyday practicality and affordability Paddy knew the
answer, of course. Yes, we were in temporary possession of a
Fiat Xl/9 for a few days.
This car was the Xl/9 VS, the latest evolution of the marque with
two-tone paint, electric windows and leather interior. Even
with all those luxuries, there's no other fully built mid-engined
sports car on the market for anything near its £6,900 price tag.
Paddy's worries and my master plan revolved around finding out
just how £2 200 worth of bits and £1 50 worth of tatty old Mini
could compare.
Paddy and Peter reckon they've now got the GTM about right, so
they weren't at all concerned that their car wouldn't stand up in
the handling and performance stakes. It was just that
moulded glassfibre and well used, albeit modified and
reconditioned A-series power doesn't have the je ne sais quoi of
interior leather treatment and alloy headed OHC five speed
production-sophisticated Italian brio. They were to an extent
reassured that it was the car and not the fancy bits which were
CCC's concern, and so it was that the 1983 CCC contingent arrived
at GTM's Leicestershire doors replete with cameras and a brand new
Xl/9 VS.
1 say the 1983 CCC contingent because senior CCC readers may
recall that back in 1970, we built our own GTM. That car was
created after the demise of the original Cox version, when kit
manufacture was taken to Hazel Grove by Howard Heerey who dropped
the Cox tag. Not only did CCC build the car, we raced it as
well, even did the Nurburgring 50Okms that year, although the
intrepid CCC man-of-the-day, Richard T4udsonEvans, completed
rather fewer than 500.
To be pedantic, GTM interest goes back still further to 1967, when
we tested one of Cox's first.... It went well: 6.4 seconds from a
standstill to 6Omph and a 11 5rnph top speed, it's possible that
120bhp from the 13:1 compression ratio 1293 S unit contributed .
Our first priority was to discover whether the years and attention
had helped the basic car. The Heerey machines were followed
by versions built by KMB Auto Sports Ltd. in Wellingborough, and
it was there that electronics engineer Peter Beck determined to
find himself some light relief from the hassles of corporate
business by designing and building a completely new sports car for
himself. As a result of much serious investigation, a lot of
enquiries and a search for any tips to further his project, he
soon came to realise that The most logical and feasible route was
going to be mid-engined, using a proprietary transverse power
train. It's old knowledge but still valid, and Austin Rover
still makes that perfectly pertinent A-series combination. The
information flowing in from many sources convinced him that the
basic tub design of the GTM couldn't be bettered at the price,
although he felt certain that other parts of the existing car
could be. As both Paddy and he were working for someone
else, and sick of it, they combined to bid for the GTM and a dream
lifestyle.
It was nearly four years ago that their bid was accepted, and they
bought out KMB in April, taking all the plans and moulds etc. with
them to Sutton Bonnington to start building the sort of life many
think about but few ever achieve.
Getting the car to look and perform the way they knew it should
took more time, and the glassfibre and metal results of their
efforts was ready to run at the beginning of October 1983.
Both are engineers and both knew it was necessary to get the
chassis engineering right first of all.
They began by attempting to rid the car of its bumpsteer and
succeeded by relocating the steering rack onto the Mini front
subframe ~ a distance of 1.5 inches vertically and horizontally
away from where it had been.
That simple move proved to be a great help, and apart from
certain minor strengthening tweaks to the steel tub, their next
major efforts centred on equalising the weight distribution.
Fifty/fifty is the resulting ratio with the new 8.5 gallon fuel
tank brimmed.
With the chassis and running gear now working better, Paddy and
Peter turned to the body. During development they had
appreciated the many advantages of fitting 13 inch diameter wheels
in place of the earlier Mini 10 inch size and they consequently
completely revised the moulds. Bigger and more extended
wheel arches were formed in, but the basic styling remained, and
is in my seconds is respectable.
The Xl/9 felt quicker from a standing start and it also felt as if
there was a lot more urge further up the range; the four speed
transmission GTM flattening out at around 85mph, while the Xl/9
told its driver that there was quite a bit more to come.
We applied ourselves to the task with relish, determined to
discover whether a Mini-made right by comparative amateurs could
in dynamic terms be the equal of a 128-maderight by corporate
Latin professionals.
Serious lap times followed, and after the sums, logic was
proven. The Xl/9 was the Victor, circulating with
professional aplomb and near perfectly balanced handling in an
average lap time of 49.2 secs. But the just completed GTM
was only just beaten, by 1.1 seconds, and if a little more time
had been spent to stop the lever jumping out of second gear in
corners, and the engine cutting completely on right handers(!)
it's certain the car would have been much quicker than its average
50.3 seconds lap times indicated.
It's my view that once these minor irritations are sorted the GTM
would have convincingly trounced the Fiat, so well balanced did
the little car feel. It seemed to urge the driver to keep
his foot on the throttle longer, and 1 would have gladly obliged
had my foot been connected to motive power in the bends.
Certainly the Italian car would comfortably handle more power with
its standard suspension set-up, but the perfectly balanced
handling of the GTM simply cries out for more.
After my first drive in the GTM 1 was impressed. When it was
wrenched from CCC's grasp after our tests 1 couldn't avoid feeling
a grave sense of loss.
The Xl/9 was wrenched from us a little later, and 1 was almost
equally sorry when it too went. The little Italian is so
impressive in its practicality and nearly as entertaining to drive
as the GTM that one's thoughts turn to a better driving position,
slightly stiffer suspension, maybe even a turbocharger.
Thinks ... we've not had a CCC Proiect Car for at least two
months.... GTM can be contacted at GTM Engineering, Trowell Lane,
Sutton Bonnington, Loughborough, Leicestershire LE1 2 5RW (East
Leake 050982 2646).
Few concepts seem less equal;
a 1960s glassfibre Mini-based kit of parts with serious
competition connotations in its basic design could justifiably be
considered to be a conceptual 1i9ht year removed from a
productionised version of a Bertone-created fun car design study
which first appeared in left hand drive markets back in 1972.
But, as we discovered, take the production route, produce 141,000
Xl/9s and far fewer GTMs (the understatement of the decade), and
both cars reach a situation in which their dynamic capabilities
will stand comparison.
It's fair to say that more work has gone into refining the GTM's
inherent design advantages than has into the Xl/9, but both cars
seem to have taken similar routes to arrive at their current
(high) levels of dynamic sophistication.
Their engineering design concepts are as near similar as possible,
the basic difference between the two being the donor vehicles used
to provide the running gear.
The GTM uses the clever lssigonis designed dry Mini suspension
complete with its subframes, whereas the Xl/9 originally pulled
128 Sport bits out of the Fiat pads bin, later to use a
Ritmo/Strada 1498cc motor and gearbox.
MacPherson struts have always adorned the front and rear of the
Xl/9, linked by tubular wide-based wishbones at the front, with
square tube rear lower arms using adjustable rear track control
arms. Although not 'carry-over' 128 front' suspension, the
basic concept is similar, just rather more sophisticated.
The first left-hand drive 75bhp 130Occ production cars carried
relevant'brio' courtesy of the superbly oversquare (86 X 55.5mm)
cast iron block/alloy head engine which gave useable production
trim RPM maximum of around 7000, although maximum power was
produced at 6000.
Early Xl/9s may have looked and felt like mini-GTs, but on the
road, that feeling alone replaced actual performance; particularly
when, with the four speed gearbox's overdriven top selected
following maximum RPM in third, top speed would take a drastic
dive.
The Xl/9's US market potential was mainly responsible for this
somewhat less-than-evocative performance. The car was
productionised with that market in mind from Job One. Even
first editions were, accordingly, capable of withstanding much
crash impact with success.
Design briefs called for the car to be capable of safely withstanding a 5Omph head-on impact and an 8Omph rollover, and it passed each test with flying colours. When it came to the weighbridge though, attendant penalties were realised; the first steel wheeled LHD 1300s weighed no less than 880kg. The Xl/9 still remains a very sensible choice to have a crash in, as the photograph of a severely telegraphed' example in Jeremy Walton 'S excellent Osprey Auto History on the car testifies. The front end is almost unrecognisable while the cockpit remains intact; the driver walked away from the car.
UK sports car enthusiasts had
to continue suffering Midgets and Spitfires until the Xl/9 was
introduced here in 1976. The first right hand drive cars
were still four-speed 1300s, but cate as standard with 5J x 13
alloy wheels in place of the earlier 41/2J steels of the left hand
drive car.
These first cars also had paint work additions which may have
contributed to the car being labelled with an unwarranted poseur
tag.
Various different specials
followed the car's introduction, but all these changes were
cosmetic and of the Limited Edition variety. The real major
change came with the Xl/9 being provided with the sort of power it
always deserved in the first place.
This was in 1979, when the Ritmo/Strada In 1498cc cast ironlalloy
OHC four was slotted behind the seats onto essentially similar
suspension with that of the 1300 car. The important features of
this change were that the engine not only had 10 more BHP,
bringing the output to 85 bhp, but the torque was also up and
produced at 20Orpm less. This sort of propulsion would certainly
have helped the earlier car achieve its max' imum speed in the
highest of its four ratio but concurrent with the introduction of
the 1500 car, the five speed Strada 'box was also carried over,
thereby providing the Xl/9 with much more complementary
flexibility for its already extremely capable dynamic-performance.
A bigger clutch (19Omm diameter instead of 181.5mm) transferred
the new power to the new gearbox, but handling was not unduly
affected because the weight distribution remained about the same,
with 55 percent at the rear. However, overall weight was
affected and went up to 920kg.
All 1500s were fitted with ungainly USspec front and rear bumpers,
which only makes sense when one considers that about 58 percent of
all Xl/9 production has been sold into the States; the Yanks were
even the only lucky people to get a fuel injected version - for
emission control reasons.
At the Turin motor show in 1982 it was announced that all Xl/9s
would in future be made by Bertone, or carry Bertone badges
anyway, and since then, most new cars seen in this country have
been "Bertone Xl/9s".
Whether they are limited edition specials, Fiat or Bertone built,
it isn't important. The main thing is that an enthusiast on
a relatively low budget can still buy a mid-engined, adequately
powered, economical, fine handling (near-convertible) two seater
which is capable of carrying the kitchen sink, but not the
mother-in-law.
Less wealthy men-in-the-street are also well served by the GTM,
providing they have sufficient mechanical bent. And the
motherin-law would be even less likely to be able to fit between
those plastic door edges.
In technical specification then there's obvious similarity between
our two midengined fun cars, but mention impact resistance to most
other kit car constructors and cardiac arrest will likely
accompany their imaginative response.
Not so with the GTM; its tub certainly appears capable of
withstanding horrendous sideswipes, and the fuel tank neatly
slotted into the front subframe not only adds rigidity, but also
helps protect feet and ankles in a head-on. Fit the GTM
rollover bar and you'd be verging on the sort of integrity
provided by the Xt/9.
With near 50150 balance now available and proper suspension
geometry, the GTM is a superior performer in the bends to the
Xl/9; the only thing it lacks to compare equally is adequate lu
gage capacity for more than that weekeng away.
But if you're fortunate enough to need two toothbrushes for that
weekencf, then buy two, smaller
ones.
MS
The GTM 'ROSSA' is a modern mid engined 2 + 2 open top sports car with a high quality hardtop, designed to complement the original styling of the car. The 'ROSSA' has many design features which over recent years have become the norm in production cars. The doors are long and wide opening to allow easy access, door windows are frameless and wind down which, combined with the removeable top give traditional open top motoring. The heating and ventilating system centres on the collector ,@ga at the base of the screen and ensures fresh air is 1 nted into the car via grilles on the dashboard. The fresh air heater also benefits from this feature enabling a good flow of air through the vents onto the screen and into the car.
A purpose built dashboard and
interior trim set have given the GTM 'ROSSA' an interior of
production car standards. The dashboard incorporates modern
instruments and switches, air and heater vents and a lockable
glove box. All interior surfaces are carpeted or panelled,
seats are cloth covered recliners with tilt forward mechanisms for
access to the two occasional rear seats which are cushioned to
match. There are two boot areas in the 'ROSSA', both completely
weatherproof and lockable. The first is located under the
bonnet and is opened from inside the car. This section also
houses the spare wheel, petrol tank and battery but leaves enough
room for further luggage. The second area is' located in the
rear section behind the engine, access by a lockable engi'ne-boot
cover.
Both Bonnet and boot lids have inner moulds to which
concealed hinges and locks are attached and are both supported by
self-locking stays. The rear luggage area enables storage of
longer items as the area measures 4' x 1' x 1'6.
The hard top comes complete with inner headlining mould fitted and is a standard part of the 'ROSSA' kit. When fitted the occupants enjoy all the benefits of fixed head motoring. Being completely waterproofed it becomes a practical all year motorcar and should not be catergorised as a summer fun car.
By utilizing the mechanical
running gear of a Mini the GTM 'ROSSA' has many advantages over
more expensive exotica:-
a) All mechanical spares are readily available new from British
Leyland dealers at very reasonable prices or second hand breakers
yards at minimal cost.
b) Servicing and maintenance can if required be undertaken by the
average local garage.
c) A# the work under taken by specialist firms and British Leyland
with regard to engine timing andgear ratios fit the
GTM'ROSSA'without modification.
The GTM 'ROSSA' is possibly unique in design and manufacture, made
in a composite of glass-fibre materials with separate front and
rear sections bolted on to form the complete overall shape.
The main strength lies in the centre section to which all the
mechanical components are attached, and in which the occupants
sit. Designed to accept bolt-on front and rear boot/bumper
sections to give a progressively'deformable overall layout. This
form of construction has major advantages over the more
conventional complete body section in that accident repair is
purely a matter of unbolting the damaged section and replacing
with a new section. The front and rear bumper sections are
easily and quickly removed to allow excellent access for
mechanical repairs. The wiring harness is plugged at these
points to facilitate speedy removal.
New moulds throughout The 'ROSSA'produce high quality mouldings which if the customer prefers can be used without spraying, offering a substantial saving on the finishing costs of the car. Although only the finest materials are used during manufacture, the nature of the GRP process will not guarantee complete colour fastness of the mouldings. A standard colour range is available at the factory.
There are only two midengined sports cars on the market that most
people without City whizzkid incomes can' actually afford.
Right? Wrong! There is a game alternative to the
Bertone X 1 /9 and Toyota MR2 for Meccano Man with itchy fingers
and an empty garage. Commercially, the GTM Rossa poses no
threat to the establishment stars, and never will.
Aesthetically and dynamically, it is a serious alternative.
What's more, it is cheap. Crazily cheap. GTM's Peter
Beck reckons you could put a Rossa on the road for £4500.
"That's £3000 to us, £1 500 for the running gear," he says,
convincingly, and not without pride in the achievement. "The
kit is totally complete. It has everything. Every
screw, clip, bolt, bracket and pipe. The first Rossa we sold
was assembled in three weeks."
That's right: the Rossa is a kit car, one you put together
yourself f rom a collection of bits and pieces, the bulk supplied
by GTM, the rest - mainly the mechanical hardware - from donor
vehicles, mostly of Mini extraction. Some kit cars are
appalling rubbish, which is one reason why Motordevotes little
space to them. A few are remarkably good. In kit-car
circles, where survival is in itself a mark of high esteem, the
products of GTM are considered to be among the best, not least
because of their caring attitude.
The Rossa is the first new model launched by GTM since the company
was founded, several owners and over two decades ago. The
original coup@, still in production, has become an establishment
anchor on the kit-car scene, with over 300 now on the road.
Not that such respectability was achieved without a lot of
grinding development by the present owners. "it used to be a
typical kit-car. You know, square wheels, steering rack in
the wrong place, thir)gs that didn't fit. It nearly killed
us getting it right," recalls Beck who, with partner Patrick
Fitch, acquired GTM (Grand Touring Mini) eight years ago.
Once they'd got the little fixedhead right, Beck and Fitch
considered upgrading it to a more'sophisticated two-plustwo
convertible, then realised it couldn't be done for all sorts of
reasons. To make a new car which they could call their own
would mean a fresh start. They made one, with a clean sheet
of paper, in 1982. Last year, 48 months on, they launched
the Rossa, still with a mid-mounted transverse engine and Mini/
Metro running gear, but different in style, character and civility
from the cornerstone coupe.
With the help of designer
Richard Oakes (who did the Midas and Nova, and was short listed
for the new Aston Martin) GTM penned the new car, f irstly with a
steel spacef rame like the original coup6, and later with a sturdy
composite glassfibre monocoque ("just look at the weight of that
laminate"), with supportive galvanised steel frame around the
front bulkhead. Bolt-ori front and rear assemblies not only
complete the colour-impregnated bodywork, which requires no
painting, but also provide crash protection for occupants and
central tub, making damaged bodywork easy to replace.
The removable end sections carry weatherproof boots, that at the
front being shared by the spare wheel, battery and fuel
tank. The rear one is covered by the same lid as the engine
bay.
Reflecting the attention to detail that's gone into the Rossa's
design, the hinges and locks of both assemblies are carried by
inner mouldings.
It is the sturdy central monocoque, not the unstressed ends, that
carry four-bolt f ront Mini subframes (for which two donor cars
are needed, of course). That used at the back of the Rossa
that's part of the GTM kit which comprises 1 1 body mouldings,
including the bolt-on hardtop; every frame, support, fastener and
bracket (galvanised for rust protection) that's needed for
assembly; handles, locks and hinges; wiring loom and cables;
gearchange and rear suspension conversion parts; brake and clutch
pipes.. exhaust system up to the manifold; side and rear glass;
and front and rear light clusters.
Have kit, will travel to
breaker's yard - or friendly Austin Rover dealer- for the other
vital organs, starting with an A-series engine/ transmission to
choice, preferably a 1275 with some real power. The 1 00 bhp
mill of SPE's ton-up Mini (Motor, March 7) would do nicely.
Shock absorbers, brakes (discs or drums), steering rack, master
cylinders, pedal assembly, heater, radiator, fuel tank, headlights
... all these and other bits must come from a donor Mini.
Also needed are an Allegro steering column and stalk assembly; a
Metro radiator, fan, header tank and instruments; and air vents
and tubes from an Escort. Oh yes, and some seats, wheels and
a Citroen Visa windscreen, around which the body is
designed. "Richard Oakes said we should start with the
screen, so we chose one that was widely available in Europe,"
explains Beck. GTM can supply these items if required.
In most departments, the Rossa gets a lot closer to normal
production standards than most kit cars, not least in the
excellent fit and finish of its GRP bodywork. There are no
giveaway ripples or gaping shutlines. The long doors have no
stays but they open wide giving easy access to an agreeably tidy
and roomy cockpit with deep footwells and space behind the seats
for squashy luggage. Neither the Xl/9 nor the MR2 can offer
that. Metro instruments and ventilation outlets set into
GTM's black moulded dash gave the demonstrator's facia - often the
Achilles'heel of a selfassembled kit -the look of a real"
motorcar.
What's more, the ventilation works. So does the simple
heater. It is here, in important detailing, that the Rossa
establishes itself as a serious car, not just a DIY toy. The
doors fit, the windows seal, the cabin is nicely finished, the
monocoque is rigid. At least, it is with the winter hardtop
in place. Without it (which we didn't try) there is no
overhead bracing - or need for any, according to GTM.
The demonstrator, powered by a (new) 72 bhp MG Metro engine, did
not feel especially fast. We're not into building flimsy
lightweight racers," says Beck. Still, at under 14 cwt, the
Rossa is not heavy, so the potential is there for a really healthy
power/weight ratio, given the right cylinder head gear and
induction. Engine noise intrudes but it is no louder than an
MR2 or Xl/9, and the gearchange is acceptable, if not a paragon of
precision.
It is in its ride and handling that the Rossa excels. We
expected it to grip well, on MG Metro wheels carrying 185/60
Goodyear rubber, but not to feel quite so sharp and secure on
corners, orto tackle indifferent surfaces so smoothly. There
was little evidence of the Mini's notorious rubber-spring
bounce. Being better balanced. with a near 50/50 weight
distribution, the Rossa hugs the road with even greater tenacity
than the lssigonis cube. The seats and driving position of
the demonstrator were excellent, even for the very tall.
On the road, the Rossa is an impressively able car by any
standards, let alone by selfassembly ones. But what about
the bother of getting it to a roadready condition? Peter
Beck reckons that you don't need to be a professional mechanic
with fancy tools to build one. "The car doesn't need
engineering. You assemble it. There's no welding or
laminating to do, as there is on the coup6."
Fasteners come in coded packets that relate to a lavishly
illustrated assembly manual. "it took us three months to
write that," said Beck, well pleased with the format and detail of
the instructions.
If there are any assembly problems, GTM are happy to help resolve
them. "We never fall out with customers, " says Beck, who
reckons that 80 per cent of the peoole who buy a GTM kit return to
the tiny works near Sutton Bonnington, Leicestershire, with the f
inished product. "We offer a free checkup," he says.
Both GTM luminaries gave up senior managerial posts with Plessey
to become self employed car manufacturers. Beck, a chartered
engineer, was atop man overseeing hundreds of employees- a far cry
from the cottage industry he's now in. Just before Motor's
visit, the company had lost a quarter of its workforce when one of
its two moulders left. In response, Beck and Fitch had their
shirtsleeves rolled back, brushes at the ready. "We're very
proud of our moulding work," says Beck. "There aren't many
people about who are good enough to meet our standards." You only
have to run your eyes, never mind your fingertips, over the skin
of a Rossa to realise that it's true.
Beck is philosophical about the early days at GTM. "it was
hard work. In the f i rst year we drew no salary and made
£440. Now we're a very profitable little company." Beck says
there are times when he'd like the outf it to be a bit bigger
(there are plans to extend the little single-unit factory, housing
stores and moulding shop, to embrace a front showroom). But
on the whole, small is beautiful at GTM, which has been turning
out around 60 coupe kits a year, and now looks forward to a two
per-week total with the Rossa on stream.
At £4500 all in, plus VAT, they shouldn't be short of
customers.
Rossa K3 Brochure
GENERAL SPECIFICATIONS
LENGTH: 3.80 metres
HEIGHT: 1. 1 0 metres
WIDTH: (excluding door mirrors) 1.54 metres
WHEEL BASE: 2.32 metres
FUEL TANK CAPACITY' 7.8 Gallons
The K3 Superkit includes all items detailed below and supplies all
non Metro items necessary to complete the kit. A separate
mechanical package, supplying all the Rover Metro items stripped
and ready for assembly, can be supplied from the factory.All
mouldings in the Superkit are supplied in a Gel coat finish, from
a standard range of colours, which eliminates the need for
spraying.
Technical Specification -
Rover Metro 16V GTI
ENGINE & GEAR BOX
4 Cylinder, 16 Valve Transverse, Twin Cam, 1396cc, 103 PS (EEC),
Electronic multi-point fuel injection. Programmed '
electronic ignition, Hydraulic Tappets, 5 speed close ratio manual
transmission.
SUSPENSION
Front: Wishbone type with 'Hydragas' displacer, anti-dive and
inter-connection front to rear.
Rear: Wishbone type with 'Hydragas'.
STEERING
Rack and pinion.
BRAKES
Servo assisted, Dual circuit, large diameter ventilated disc
brakes on all wheels. Mechanical hand brake on rear wheels.
WHEELS & TYRES
13" 7-spoke Alloy wheels with 185/55 HR x 13 high performance, low
profile radial ply tyres. Alloy spare wheel.
BODY & CHASSIS UNIT
GTM developed central tub in glass fibre composite. Separate
sub-frames front and rear, located by large diameter torque
tubes. Unique design and manufacturing method giving very
light weight and racing car,standards of structural rigidity.
£45,500
SUPERKIT,
plus'VAT
A workshop manual is available for £20 refundable on the purchase
of a kit. Order forms are available on request from the
factory and a deposit of£300 is required when placing your order.
THE ROSSA K3 IS GTM'S FIRST ALL-NEW home-grown car since the
company introduced the original Rossa back in 1986. And
let's get one thing straight from the start; the K3 IS an all-new
car. Its links with the old machine stop with the name and
any vague external design similarities. After that, we're on
virgin territory.
Whilst the Mini-based Rossa was undoubtedly a very capable
all-rounder, it suffered a number of shortcomings which were
largely put upon it by the antiquated donor car. The GRP
monocoque was such that it just cried out for more power.
Power that simply wasn't available from any of the standard or
even mildly tuned Mini Aseries engines. Likewise, it was
limited by that tiresome 4-speed gearbox.
The Richard Oakes'styling was OK but always a little tubby and
hardly aggressive. The design of the monocoque meant that
engine access was nothing short of a joke. The list goes on
... dated internal dash styling; minimal storage; fuel tank out in
front under the nose. Don't get me wrong, the Rossa was good
but it wasn't perfect.
Enter the K3. Originally designed (Richard Oakes again) way
back in 1988, the car was intended to be more of a Mk2 Rossa than
an entirely new car. It was to have earlier Metro running
gear and retain that car's A-series engine and 4-speeder. It
was the shape you see here, but a styling exercise more than a
complete reworking. In fact, GTM's Peter Beck had already
built a body tub with A-series engine etc. by the time Rover
became involved with the Metro and changed the whole thing.
In between all this happening, GTM had taken on board a host of
kits from the recently defunct Pastiche Cars operation.
These were the old NG (less the Henley which went to Challenger)
and Midas Convertible kits (another Cakes design). All
required a fair amount of resorting after Pastiche had been at
them, and this kept Peter Beck and co-partner Paddy Fitch rather
busy. The Mk2 Rossa was definitely on the back-burner.
With Rover's introduction of the K-series engine (along with major
resorting of the Metro's suspension and general packaging), the
decision to change once more and utilise these excellent mechanics
was comparatively easy. The complete reworking of everything
underneath the new bodyshell, on the other hand, was somewhat more
difficult. Standing beside the new car, Peter's thrilled to
bits with the end result and is rushing around showing me this and
that, what it does and how clever it is that it does it so
efficiently. Of course, he's right, too. There are
loads of neat touches all over this car, and the majority will
never be seen once it's on the road.
So, from the ground up, what do we have with the al@-new Rossa
K3? Primarily, there's the central monocoque tub section,
This is an all GRP monocoque, with no wood or steel reinforcement,
and it is, apparently, considerably more rigid than the already
impressive old Rossa. Incorporated into the monocoque are
proper under-floor aerodynamics which help whip cool air up from
under the car and onto the engine. The side vents are, as
yet, only cosmetic but on the production kit they will be vented
directly into the engine bay. This new monocoque is
fundamental to the success of the K3. It's lighter than the
old one, more rigid and allows the use of removable front and rear
body panels...
These help to give previously unheard of levels of access in a
GTM. Getting to the engine was a major problem on the old
car; so much so that I'm convinced it would have put off some
potential customers. The whole rear bodywork now pivots
backwards, and can be quickly removed for really serious jobs like
engine extraction or just making maintenance easier still.
Excellent, no problems there.
Storage is available in both the front and back sections by way of
large removable fibreglass 'bins'. Even with the battery and
spare wheel situated under a dummy floor in the front compartment,
there's still room for a squashy bag or two. The rear 'bin'
is yet to come, but it will wrap around one side of the engine
(over the gearbox) and behind it (over the exhaust area) to give
another quite reasonable stowage area.
Staying with the GRP for a moment longer takes us to the interior,
where there's a much needed dashboard redesign (courtesy of Paddy
Fitch and which received the thumbs up from a critical Richard
Oakes). A removable instrument pod takes the gauges from the
Metro and makes for easy access to these components once the car
is finished. Quality of all the fibreglass work is very good
and the monocoque tub is particularly impressive - a highly
intricate moulding.
So, on to the mechanicals. Whilst the new engine and
suspension are undoubtedly superior to the earlier cars, there's
another reason for using the more modern donor car. On a
really practical basis, we're talking ease of disassembly.
We (well, 'Jalopy' Jones, actually) have just stripped down an
F-reg A-series based Metro for a forthcoming project, and the
whole process was achieved in less then two days. That's
right down to a bare shell. By comparison, we've also
recently stripped down an old Citroen 2CV for another
project. This was a far more basic car, but took almost a
full week due to seized bolts, terminal rust and filth
everywhere. The Metro's modern, unpluggable wiring loom and
simple component packaging should also make it a doddle to
reassemble. If you're not one for using a grinder on every
nut and bolt, then a modern donor car is the way to go. You
can count me in, for starters.
Leaving the engine aside for a moment, the K3 makes use of two
front subframes from the Rover Metro. Whilst similar in many
respects to the old Metro suspension (Hydrogas all-round), the
Rover involvement has, amongst other things, introduced proper
lower wishbones and linked the Hydrogas units front to back on
either side. This is said to greatly reduce the pitching
effect often associated with smaller wheelbase cars on uneven road
surfaces. Using a front subframe at the back also allows the
fitment of the new Metro's disc brakes (another improvement over
the old Minibased Rossa).
Now to the engine and gearbox. This 1396cc, 4-cylinder,
16-valve twin-cam, multi-point. fuel-injected engine (phew!) has
been raved about since the day it was launched. Many of you
will be aware of its use in the latest Caterham, where in standard
tune it can push the little car to 6Omph in under six
seconds. With its all alloy construction, it makes a massive
weight saving when compared to the Caterham's Ford X-flow or GTM's
A-series blocks. With an all-in weight of 730 kilos, just 1
90 over the Caterham, acceleration potential in the K3 is
abundantly clear.
Electronic ignition and fuel injection mean you're also guaranteed
a level of reliability previously only dreamt about with the old
Mini lump. Finally, and as if that lot wasn't enough,
there's the five-speed gearbox. At last, a GTM that will
cruise effortlessly and not deafen the car's inhabitants.
Sounds like heaven.
Final icing on the cake comes with the fact that GTM has tried,
and succeeded, in using just about everything there is to use from
only one donor. The advantage of that, in case you hadn't
already guessed, is cost. Paddy Fitch and Peter Beck believe
their latest creation can be put on the road for as little as
£6000. That's pretty much what you'd have expected to spend
on one of the old Rossas. Not surprisingly, GTM believes it
won't be doing much more business with the old car (although it is
still available). All in all, a pretty impressive package.
Seeing the car parked outside GTM's small but well-organised works
was the first time I'd seen it outside of a show hall. Some
cars look great inside a showroom, with all the lights reflecting
off the bright paint. However, others really only come to
life when parked outside, where the viewer can step well back and
get a better perspective. The GTM K3 falls into the latter
group, looking very low and purposeful. The new bulbous
arches, stretched front and rear panels, lowered
roof line and more raked
screen combine to great effect. This really is a very
different beast to the meek and innocent Rossa of old. The
K3 looks every bit a sportscar.
On my arrival, Paddy and Peter were crouching over the rear
suspension and adjusting the toe-in. Paddy explained they
had been trying to sort out a slight tendency for the K3 to pull
to the right under heavy acceleration. Nothing too drastic
but highly irritating when you think you've got it right only to
find out, for one reason or another, you haven't.
Whilst they were checking the rear suspension Peter noticed that
one of the steering arms looked fractionally out of line with the
others. Still, it was too late to change it now and, after
some minor adjustment, Paddy went for another test up the
road. The changes to the toe-in had slightly helped the road
feel of the car but hadn't, unfortunately, cured the small pulling
tendency. Since our visit, Paddy has confirmed that not only
was the steering arm bent, but the whole engine subframe had
suffered damage prior to the donor being written-off. Once
replaced, this should cure the problem. It does, however,
highlight how careful you must be when buying write-offs. If
in doubt, change it,
The long door on the K3 makes getting in and out very easy, even
with the hardtop in place. The Metro's GTi seats are
instantly comfortable, with plenty of lumbar support and easily
adjustable seat backs. They look good, too, and standard
runners mean I'm quickly comfortable and able to appreciate these
new surroundings. Even the Metro steering wheel is used, and
it doesn't look bad at all. It also ensures that the donor's
instruments are clearly visible. There are modern column
switches, heater controls etc and a neat styling exercise for the
whole dash area.
The internal door panels are yet to be redesigned and remain
untrimmed, as is the rear bulkhead which just had some
sound-proofing material loosely held in place. A small
parcel shelf will fit in there eventually, Major impression of the
interior is its roominess. In fact, the whole car feels
quite large and certainly doesn't suffer from the slightly
claustrophobic interior of many small kit cars. It's a real
triumph.
Firing up the twin-cam engine
produces that lovely smooth thrum only modern engines seem capable
of. It suits the modern K3 down to a tee, and promises to
fulfil all the on-paper promises. Selecting first shows the
clutch to bite quite early and initial progress is hampered by a
tight and notchy gearshift. As Paddy explained, it's the Mkl
version, and only minor readjustment is needed to improve
it. Other early impressions are of the extremely light
steering - too light, in fact, even for a mid-engined car.
However, once again, it's a relatively straightforward job to dial
in more feel on the steering. The sticky gearshift is quickly
overcome, and progress can begin in earnest. The K3's
suspension initially appears over soft, and there is evidence of a
small degree of body roll, but one soon realises that it is
working very well and absorbing much of the road's
unevenness. Sevenesque cars fitted with independent rear
suspension have shown that you don't have to have a bone-jarring
set-up in order to get excellent handling.
That link-up between the front and rear Hydrogas units does seem
to reduce pitch, and also helps to create this highly civilised
road attitude. The slight pulling effect (due to the damaged
subframe) that Paddy had mentioned soon became evident as 1 pushed
on in the taller gears. The K3 gently tugged slightly to the
right under acceleration and returned to normal when cruising or
on the over-run. An odd sensation but only just detectable
and one that many drivers might miss altogether.
The engine fitted to the prototype actually wasn't the Metro GTi
unit with its multi-point fuel injection. Instead, it was a
GTA engine with single-point injection. Still, it was good
for ninety-odd bhp, as against the other unit's 103bhp, and
progress was still pretty quick. As expected, it was
beautifully smooth revving, red-lining at just over 700Orpm!
If the wheel and tyre combination hadn't come directly from the
donor car 1 might well have had serious doubts about the accuracy
of the speedo. We were whipping along sweeping A-roads at
increasingly unbelievable speeds, and a quick foray onto the dual
carriageway confirmed that we going somewhat faster than the other
traffic, that fifth gear being a complete saviour when it comes to
motorway cruising. Absolutely effortless.
Within five minutes of setting off on my drive, the heavens opened
and settled into a contented drizzle. The single windscreen
wiper works well (although not utterly comprehensively for the
passenger) and comes with the unheardof kit car luxury of an
adjustable intermittent wipe! The Metro heater is also a
marvel, working both in demisting and cockpit heating
duties. With the hard-top fitted, the GTM K3 feels extremely
snug. There's a little wind noise around the wing mirrors,
and engine noise could be reduced with proper soundproofing.
However, even in this prototype format, the cabin is very
accommodating. All round vision with the hard-top fitted is
good.
Due to the awful weather there really wasn't any opportunity to
push the limits of the K3's cornering ability or ultimate
performance. This visit was meant as just a brief look at
the prototype, so that wasn't our intention anyway. Overall
driving impressions of the new car are extremely encouraging and
clearly prove the vast benefits of ditching the proposed Metro
donor and going for the newer Rover Metro based car.
The monocoque chassis is also wonderfully responsive and
extraordinarily rigid. A brief blast with the hard-top
removed (with the rain still doing its best) showed there to be no
visible scuttle shake at all. None, zero, zilch. The
K3 was just as rigid as it had been with the hardtop fitted, and 1
can't immediately think of any car that could match it. Very
impressive.
The aerodynamics of the K3 have got to be pretty spot on,
too. There was minima buffeting in the cockpit and this
didn't increase at all whether you were doing forty or seventy
miles an hour. As for the hood, there wasn't one available
for us to look at on our visit, but it will follow the highly
successful design of the old car and will be fully foldable.
In conclusion, it seems the new K3 really does succeed in
remedying all the reservations held about the old Rossa. The
styling is considerably better; the interior is more modern;
access to the engine is excellent; storage is better and the fuel
tank is now behind the seat and in front of the engine (for better
balance and well away from any impact zone). The list goes
on, and the end result is a highly capable and enjoyable
all-rounder, capable of use everyday yet always ready to supply
exhilarating performance. This is one very exciting car.
Cost, you might think, is going to be a little frightening but, as
I've already mentioned, GTM estimates most builders will spend
around £6000. The cost has been kept down so successfully by
the comprehensive one-donor policy. Everywhere you look
there's another bit of Metro and, with Rover's involvement, that's
not something to worry about.
Everything that isn't included in the donor car is supplied in the
kit, down to the last nut and bolt. There is a Starter Kit
available at £3200 + VAT which will allow builders to get the ball
rolling, but GTM aims to push the Complete Kit package at £4250
+VAT which has the lot. This, if my slightly suspect maths
ability is correct, leaves around £ 1 000 to get a suitable donor
car. If it's the all singing and dancing GTi you're after,
then a written-off version may set you back as much as £ 1 700,
but GTAs and lesser models should fall into the former price
bracket. Remember, with no costly wheels, tyres or paint
job, the kit really will supply the lot. Budgeting has never
been so clear cut.
Whilst there have only been a few new cars to enter the kit scene
this year, the GTM K3 joins an increasing number of well-designed,
thoughtfully developed, modernly packaged component cars that can
only enhance the industry's image. When the first production
K3 hits the roads later this year, Which Kit? will be there for
the final analysis. We wait with baited breath.
THE QUESTION AS TO WHETHER
the GTM Libra will be a commercial success has been emphatically
answered by the 30 people who have already placed firm
orders. It's enough to enforce a nine month waiting list if
you were to put your deposit down tomorrow, although that will
soon get reduced as kit production gets into full swing.
Even then, at full speed the company can manage just one kit a
week, such is the complexity of the construction process. So
what is it about the car that has sold it to customers, some who
have never even been out for a test drive?
That complexity of construction is certainly one of the Libra's
many appealing features. The fibreglass monocoque and fancy
suspension are a real tour de force of technical innovation rarely
witnessed to such a standard within the kit car industry (or
indeed any other automotive scene). For those who appreciate
the engineering aspect of car design, the Libra is simply
outstanding.
Clearly, the dramatic external styling of the new car is another
major area that has brought in the deposits at this comparatively
early stage in the car's life. Richard Oakes, who has been
responsible for many of the models already available within the
GTW Midas range, is a man with a wonderful eye for detail.
One only has to look at his own Blackjack Avion to appreciate
that, but by comparison to the Rossa K3, Midas Coupe or Gold
Convertible, the new Libra has an altogether more purposeful
feel. If the others are a little safe, the new Libra is out
to party.
But what about driving the n
car? Surely that's an important feature, too? Of
course it is, and b far the majority of customers finals begin
writing that cheque after a brief run out in the car, but one
suspects that if GTM said it wasn't going to give any test drives,
that the orders would still come in. More than anything
else, the new Libra has ' desirability written all over it.
Despite all of the above, what we here at Which Kit? really like
to do with any new car is get behind the wheel and give it a damn
good thrashing! There are still some unbelievably ugly cars
in this industry, but because they drive like an angel on acid
they hold a special place in our heart - in much the same way that
if a kit with bodywork of a goddess drives like an old garden shed
it's next to useless. So you can imagine the way in which
we've been positively panting to get behind the wheel of the new
Libra. Hardly a week has gone past since the car's launch in
May that we haven't 'phoned GTM to try and book ourselves in for a
spin.
Having held us off with a big stick for several months whilst it
tried to sort out a few last details on the car, GTM almost
begrudging relented and invited us up to its Nottinghamshire base
for a provisional road test. Even then there were still some
finishing touches to be done to this, the first
demonstrator/prototype, in terms of inner wheel arch moulds, final
interior detailing and minor suspension fettling as the company
searches for the ultimate set-up. There's a real
determination at the factory that the car should be perfect.
So much hard work and effort has been put into the Libra over the
last three years of development, that GTM is loath to stumble at
the last hurdle.
But we've arrived and the Libra is parked up outside, looking
better than ever. Complete with number plates and other
external finishing touches, the car has moved on a long way since
our last visit, when it was little more than a rolling
shell. The trimmed doors now swing open to reveal a
completed interior. Getting in is easy enough and the view
from the driving seat is pleasingly uncluttered. The red
centre console won't be in the production kits and the dash has
been subtlety tweaked from this prototype version to include a
glove box, eyeball vents and a slightly revised dash pod to house
the Metro sourced instruments.
As it stands, this interior is pretty close to the final version
in terms of overall shape and layout and it works well. The
inner door panels continue the theme for simplicity, with just the
manual window winders and door release pull cord breaking what is
otherwise a largely flat surface. A neat little recessed
edge at the bottom, just below the door release, acts as the pull
to close the doors once in and it's a natty little feature.
The Corbeau seats are unlikely to remain in production kits
they're just too big, bulky and fussy for the Libra, despite the
fact that they are surprisingly comfortable. Even with them
in place, there's generous space in the seemingly small cockpit
and the
driving position is immediately familiar, despite the pedals being
slightly offset to the centre. Visibility through the two
wing mirrors is excellent, which is just as well, because the
centrally mounted mirror struggles to give an adequate image back
through the perspex rear engine cover.
The steeply raked screen adds to the sports car feel of the rest
of this special interior and the removable roof panel is neatly
held
in place by four plastic knurled knobs which can be released by
hand. With the roof in place you are almost unaware that it
can be removed and the Libra is most definitely a small
coupe. However, such is the size of the removable section
that with it removed there is a genuine feeling of openness not
normally associated with a glorified sunroof. What's more,
the roof section is easily stored behind the seats, although which
ever seats you opt for will either need a tilting back or super
smooth runners to help them slide forward. Indeed, this area
behind the occupants is surprisingly generous, even when adjusted
for a six foot driver.
The prototype is powered by a
140Occ Rover K-series engine from the donor Metro although as
160Occ and 180Occ versions become increasingly available it seems
extremely likely we'll see them coming into play. Certainly,
GTM has designed the rear engine cage with these units in
mind. A nice touch on the Libra is making the heart of the
car still visible to the outside world through the rear
screen. The K-series engine is a good looking little unit,
although you'll want to keep it clean to maintain the full effect.
Behind the engine in the rear bodywork, is a more than respectable
boot. Capable of carrying a set of golf clubs (a
prerequisite for any GTM model), it should easily cope with a
couple of weekend bags. Up front the bodywork opens up to
reveal the spare wheel and other less inspiring paraphernalia, but
it's all so well packaged that even this otherwise dull area is a
visual pleasure.
Those who followed the GTM Libra's launch will remember that both
front and rear bodywork are held in place by a number of
motorbike-style panel fasteners the idea being that once
everything is finished, you'll have little need to dive into the
engine bay, such is the reliability of the modern twincam
engine. Not only do these fasteners add to the car's hi-tech
image, but they also work well and, with practice, can be removed
in pretty short order should you need to do some roadside
maintenance.
As it stands, this donor engine is running like a dream, starting
up instantly and settling into a regular tick-over. At idle
the stainless steel exhaust system is wonderfully subdued, while
on the run it crisps up nicely before hitting an all time high
when the revs really come on song over 400Orpm. What's also
particularly pleasing is how quiet the set-up is when you're
motorway cruising, with wind noise becoming more of a feature than
any engine drone.
Once on the move it's clear that the steering is right on the
button, with no discernible bump steer and quick, positive
responses to the driver's input. If there's some suspension
work still to be done, then it must be pretty subtle stuff,
because in just about every normal road situation the ride and
handling seem well up to the mark. The result is an
impressively stable performance, with no jinking across the humps
and bumps like you can sometimes get on lightweight roadsters.
If we're being pernickety then we'd be looking for a fractionally
more compliant ride over the back roads, but the overall driving
impressions in this first prototype aren't helped by the car's
hasty construction in order to meet the show season. Put
these to one side and it's easy to see that the important areas of
the car's design are working beautifully..
The monocoque chassis doesn't flinch at the worst potholes, more
than backing up GTM's claim that the structure is more rigid than
Lotus' acclaimed aluminium monocoque in the Elise. Getting
this main structure right is vital in allowing all the suspension
to work in the desired manner. Constructed from a wide
variety of composite materials, with the addition of more than 20
fibreglass box sections bonded in around the main tub, it's a
quite astonishing fabrication.
And the suspension is no less impressive. While the front
end sees familiar double wishbones with coil-over dampers, the
rear witnesses an altogether more innovative approach. The
Metro upright is located off two trailing wishbones which are
mounted on the rear bulkhead of the main monocoque. An
inverted coil-over damper locates off the top wishbone up into the
upper section of the monocoque. The benefits of such a
set-up are no complex subframes, a more desirable suspension
geometry and decent suspension travel. If nothing else,
fitting a more conventional wishbone set-up around a midmounted
engine and gearbox is intrinsically fraught with problems. 1 As my
familiarity with the car grows 1 can begin pushing on a little
harder and the Libra soaks up the punishment with aplomb.
The gear change is better than any previous mid-engined GTM we've
come across. It's still not on a par with the industry
leaders (Dax Kamala, CC Cyclone and Noble M 1 0) but it's not far
short and further subtle tweaking could easily see any vagueness
in the gate banished for ever.
Gearing through the standard Rover 5-speed 'box is made slightly
taller thanks to the sexy 1 6 " wheels and tyres. Whilst
this doesn't particularly help the rev happy K-series, it
certainly makes for an impressive top speed and more relaxed
cruising ability. But it's revs which make the K-series
tick. Hold on to the throttle and resist the temptation to
change up early and you soon find yourself in another performance
plain as the rev counter nods past 400Orpm and heads on up to the
engine's 7300 rev limit.
Weighing in at a trim 700kgs,
the Libra makes the most of every one of the twin-cam's standard
103bhp. But however impressive the 140Occ unit may be,
there's little doubting that both the 160Occ and 180Occ versions
of the same engine would really sing, as well as providing an
invaluable hike in torque.
With discs all round the Libra pulls up just as impressively, and
GTM has done away with its own in-house handbrake modification
seen in the Rossa by using the calliper from the Rover 220 or 400
which already comes with a handbrake installation.
Even GTM admits it's a vast improvement.
The more one drives the car, the more one picks up on the smaller
features that become significant when running your own car - the
Libra has a terrific turning circle, forward visibility is
excellent thanks to the sharply dipping bonnet, the windows look
to seal encouragingly well against the rubber although they don't
retract down completely into the door, there's also no arm rest in
the prototype and the lack of interior ventilation on this first
car means the windows must be open when the roof is in
place. But these are minor grumbles compared to the other
overwhelmingly impressive attributes of GTM's latest launch.
Back at base, there's a chance to consider the cost implications
of a Libra build. Every one of the 30 current orders is for
the company's comprehensive kit package at some £8800. This
figure should enable the home builder to realistically hit the
road for around £ 1 0, 500. With the advent of Single
Vehicle Approval, GTM has also taken the opportunity to offer
customers the chance of a factory built car from a little over
£15,500 something we'd expect an increasing number of purchasers
to opt for.
So the Libra is almost certainly GTM's most expensive kit model to
date, although one might also argue that it offers the best value
for money. This car is sensationally styled, has huge
engineering integrity and, best of all, it backs up both these
features with a driving experience that's unlikely to
disappoint. What more could you want?
For the Libra information pack contact GTM Cars, Trowell Lane,
Sutton Bonnington,
Loughborough, Leicestershire
