INTRODUCTION

It’s the looks that define a Marcos GT, and have done since its launch in 1964. Stylist Dennis Adams’ genius was in creating a car that resembled a schoolboy’s fantasy doodle on an exercise book but then making it real. A hit with the ‘in crowd’ in the 1960s and early ’70s – film director Sam Wanamaker had one, as did Rod Stewart and many other celebs – it’s always appealed to people who want to be seen in something different.

But, crucially, it is also a true driver’s car, one that evolved from the race track. The basic design endured for more than three decades and evolved to cope with over 500bhp in its very last incarnation. Here we’ll focus on the earlier, more ‘classic’ versions; but much of what follows has relevance for the modern cars, too.

MARKET VIEW

If you are interested in classic Marcoses, there is only one place to go: Marcos Heritage Spares Ltd in Wiltshire. Not only does it have build records for every single car made, and can supply all the parts to keep them on the road, but boss Rory MacMath has been working with the cars continuously since 1968.

‘There’s a truly worldwide following for Marcoses,’ says Rory (above), ‘and cars are coming out of the woodwork all the time. As we all know, the classic car market has been growing in recent years and there’s been a slow but steady increase in Marcos values along with it.

‘The 1800s are in a class of their own because of their eligibility for historic racing, so a good one is now £20,000-30,000. In contrast, a 1500 or 1600 is only worth up to £10,000.

‘3-litre cars, whether wooden or steel chassis, and with either the Ford or the Volvo engines, are all in the £10,000-15,000 bracket. Cars made from 1982 onwards can be hard to value because they were often assembled by the buyer, but they start at about £10,000.’

IN A NUTSHELL

Famously, the Marcos GT has a wooden chassis – at least, it did for the first five years of production, after which a more conventional tubular steel spaceframe was used instead. Odd thing is, the wooden chassis can last rather better than the steel one...

‘Wood is a much-misunderstood medium,’ says Rory, struggling to keep the frustration out of his voice. ‘It’s light, simple to repair, very strong and has a slight but important degree of flexibility. The first steel Marcos chassis were much more prone to rot away than the wooden structures they superseded.’

However, any wood will deteriorate if exposed to damp or oil for long periods of time; check out the rear bulkheads and boot floor in particular. The outer glassfibre shell is bonded around the three-part sills: ‘Usually it’s the inner member that suffers most, through water dripping off the doors,’ says Rory, ‘and that can be accessed from inside the car. Worst-case scenario, you cut away the glassfibre between the front and rear wheelarches – but it’s still straightforward to repair’.

The body itself is all glassfibre and subject to the same kind of chips and stress fractures that affect any GRP car shell; bonnets are the most frequent casualties due to that long, vulnerable nose. In the event of a bad smash, Marcos Heritage can provide any panel required, since it owns the moulds.

Mechanically, the cars always used proprietory power units and running gear from big manufacturers, so the parts supply is still very good. Front suspension is Triumph Herald on ‘classic’ GTs, Ford MacPherson strut on later cars; the very earliest 1800s had unique de Dion rear suspension, but this proved too fragile for competition use and was soon replaced by a conventional live axle.

Access to the coupés can be tricky for the more mature driver, but once inside there’s a remakable amount of head and legroom – Jem Marsh was a tall chap, unlike Colin Chapman. Uniquely, the Marcos has an adjustable pedal box rather than movable seats, which is screwed towards or away from you by a large knob on the dashboard.

Interior trim could be in leather or vinyl; for the latter, Marcos Heritage can supply the correct-pattern material. Some early switchgear is hard to find now but, again, Marcos Heritage can help out.

CONCLUSION

A Marcos is not for everyone. Some will find the styling a little too dramatic, while the panel fit is never going to cause Bentley craftsmen sleepless nights. And just getting in and out of the thing may prove a challenge.

If none of the above is a problem for you, the Marcos could be an interesting (and rare) alternative to more obvious candidates such as Morgan and TVR. And – dare we say it – it will probably be a damn sight more reliable than the latter. Some Marcoses have racked up huge mileages, even though few are used as daily drivers today.

While the 3-litre offers serious performance, Rory MacMath reckons the original 1800 is the nicer car to drive, due to its lighter engine, which translates into better handling. Needless to say, all the V8 cars have power in abundance, and later chassis were much better protected against corrosion. If you’re buying a steel-chassis car, it’s vital to check its condition, whatever the age – Marcos Heritage offers fully galvanised replacements.

Our choice would always be a ‘classic’ GT – just right for the Goodwood pre-’73 car park. Don’t forget your flares and tie-dye.