The genesis of the Riley Special can be attributed to Parry Thomas, a man more famous for being killed in his aero-engined land speed car Babs during his 1927 record attempt than the invention of the sporting Riley. He spotted the car’s potential and, with Reid Railton, took a Riley 9, lightened and lowered it, and tuned it to more than 50bhp – enough to lap Brooklands at over 80mph. The Brooklands Riley was born, spawning copycats whose popularity and performance increased every year.

Riley’s financial collapse and subsequent purchase by Lord Nuffield in the late ’30s was precipitated by its bewildering range of models and engines, although this now means a huge diversity for the specials builder. A high survival rate of cars and parts, terrific performance, and a healthy rash of professionals to build, maintain 

and improve them has guaranteed their enduring popularity. 

Riley specials are hot property, with a huge international following – the German market is particularly hungry. They were never a factory model so values depend on which bits they are built of, how well they are put together, their eligibility for events rather than originality and, most importantly, what they look like. Riley’s own bodies were the prettiest, so anything resembling an Imp, MPH, Sprite or Brooklands will command the best prices.

Thankfully, most of the ugly Riley specials that abounded a few years ago have been reinvented – gone are the days when a VSCC paddock was full of Dexion and plywood attached to Riley chassis. 

A crisp 9 Brooklands lookalike sold recently for £35,000, while a very well engineered and developed 12/4 made over £50,000. It’s not unusual to see a good Big 4 with a tag of over £80,000; strong money justified by very rapid performance.

Check you can fit in it – sounds silly, but most specials have had the chassis shortened, and/or had the body literally built around the maker of the car. The works sports models are no good if you are over 5ft 8in, and many specials are worse, so sit in it and make sure your feet can work the pedals.

As many a special took shape in too small a shed they can look pretty awful. Make sure the proportions look right, or at least analyse what is wrong about the car– it may just be the wings or the tail, which can be relatively easily sorted. Ian adds that ‘The use of period instruments, switches, electrical components, 18in wheels and leather upholstery all help to provide that period feel.’

You should also look at the weight of the thing. Standard Riley components are heavy and this can have a big impact on performance although, as Ian says, ‘You don’t have to have a particularly fast one to frighten yourself rigid.’

If you are into racing or trials you will need to understand what bits it’s got in it, or the eligibility police will stop your fun. Some cars were fitted with Sherpa axles in the ’80s to lighten them and these won’t do today. Also, the Big 4 engine carried on post-war and, while the differences are few and far between, they can be identified and will stop you entering pre-war events if one has been fitted.

Six-cylinder engines offer no more power than a good 12/4 but with more complication. Few were produced and some had a water-cooled centre main bearing – the downfall of many on a frosty night. Consequently the four-cylinders are the most popular. All are very strong, however, and virtually all necessary parts are available. A 9 should have a new crank: either a new pattern part from the Riley Register, or better still a stronger Phoenix crank and rod set. The 12/4 has three main bearings and is more robust, but for any serious work a modern crank and rods are essential too. 

There aren’t that many pre-war Riley specials around – certainly well under a thousand – so finding one will be as much about talking to the right people as waiting for a car to appear. Wanted ads never do any harm and can bring out cars that ‘aren’t really on the market’. The VSCC website is always worth a look too.

They come in so many shapes and sizes that you’re not only looking for a well-engineered car, but also one that you like. When you’ve found the car that you can fit in, that’s nice and light, that you like the look of, and is made of enough Riley parts to tick the boxes, you will have a fast, low-slung, reliable machine well able to hold its own on today’s roads. Parry Thomas knew what he was doing when he made the first Riley special, and there can be few cars that can compete in such a wide range of disciplines, from circuits to hillclimbs, trials to auto tests. This is what makes them so sought after, and what makes a Riley special such a good all-rounder. You won’t be disappointed.