Car Purchaser's Handbook: Reliant Scimitar GTE Edition
Wanna cruise in a family-friendly GT with a corrosion-resistant body and a purring V6? Check out the Reliant Scimitar GTE - the underdog hero of Reliant! From 1968 to 1986, this bad boy comfortably seats four and their luggage for long journeys.
The Scimitar story started in '64 with a coupe-like GT, designed by Ogle and built on a Reliant Sabre chassis. But after 296 were constructed, they switched things up with a 3.0-litre V6 under the hood in '67. The GTE, that boxy beauty, became the most iconic model, alongside 442 GTC convertibles.
The GT SE4 led to the SE4a and SE4b. The GTE began as the SE5, then upped the ante to SE5a with 145bhp and a 125mph top speed. In '76, the wider, longer SE6 arrived, boasting rubber bumpers, better soundproofing, and optional power steering. The SE6a followed with improved steering, brakes, and a strengthened chassis. The '80 SE6b introduced the 2.8-litre Cologne V6, reinforced chassis, and exterior tweaks. Production finally ceased in '86, but briefly resumed in '89 by Middlebridge, sporting a fuel-injected V6, five-speed manual or four-speed auto, and 15-inch wheels. Only 77 GTEs and one GTC were built before production stopped again in '90.
The Scimitar's chassis is a simple ladder frame with GRP body held down by just 18 bolts. Removing it can take days if corrosion's gotten in the way. SE6 models are trickier, requiring bumper and front chassis panel removal. Galvanisation from '81 onwards doesn't always guarantee rust protection today, with chassis corrosion being a major concern for cars exempt from MOT testing before '85. Repair sections are available, but welding with the GRP body in place is a potential fire hazard.
A glass-fibre respray can set you back over £5K, so factor this into your budget. Shabby paint may call for a full respray for proper color matching by now. Look for spider cracks - tiny fractures in the GRP - and microblisters, which indicate trapped moisture. Sanding and rebuilding the surface is the best fix for cracks, while microblisters require more than just polishing. Store the vehicle properly to prevent moisture buildup.
The Ford Essex and Cologne V6 engines are backed by a solid range of classic Ford specialists, meaning parts availability is decent. Essex V6 problems include the camshaft gear, made of a composite material that can wear and cause engine noise or ruin. Steel or aluminum replacements are noisier but longer-lasting solutions. Misfires on the Essex V6 can sometimes be caused by a worn distributor drive, which can be replaced for about £25. Cast-iron exhaust manifolds can crack, causing leaks, but reconditioned ones go for about £175, or £275 for stainless-steel tubular assemblies.
Keep an eye on the engine temperature gauge and electric fan when the coolant gets hot, making sure the fan kicks in automatically. The four-speed manual gearbox enjoys overdrive, standard on most models apart from a short run of the SE5a. Check that overdrive engages and disengages with the dash switch and disengages when in reverse. Be on the lookout for jumping gears, which may be due to a damaged clutch release fork.
The Borg Warner Type 35 three-speed automatic gearbox originally used in the SE5 is prone to oil leaks, so check for service records. Automatic gearboxes on SE5as and later models should be a four-speed Ford C3 type, as found in popular Fords like the Mk1 and Mk2 Granada. Its front oil seal is prone to leaking, but replacements are available.
A Salisbury 4HA live axle is fitted to all vehicles, initially with a 3.58:1 final drive ratio for manual gearboxes, later changed to 3.31:1. For automatic gearboxes, this ratio was a lower 3.07:1, then changed to 3.54:1 on the SE6b with the less torquey 2.8 V6. Inspect the casing for oil leaks.
Suspension, steering, and brakes—all critical components, but none were highlighted as particularly problematic in the sources. Given the classic car, general wear, and tear should be anticipated, and components replaced as required for safety and handling.
Interior, trim, and electrics aren't well-explored subjects for the Scimitar GTE, but given its age, typical concerns include the condition of upholstery, dashboard components, and trim pieces to maintain original appearance and function. Restoration work should prioritize sourcing authentic parts or quality reproductions.
Don't let the classic market's neglect fool you – the Scimitar GTE is an all-round usable classic car that's more affordable than similar makes. With around 10% of the 14,000 built expected to have survived, availability is surprisingly good. Resto projects sell for about £3K, while roadworthy examples typically range from £8K to £15K. Even earlier SE4 GTs or potentially more collectable GTCs tend to sell for similar prices.
The Scimitar GTE's main appeal lies in its practicality, performance, and cost compared to competitors like the Volvo P1800 ES, Ford Capri, or Jensen Interceptor. Lean into its unique charm and steal the show with this unsung hero of classic cars!
Scimitar GTE Timeline
1968: Reliant Scimitar GTE unveiled, featuring longer chassis, new suspension, fuel tank, rollover bar, and relocated spare wheel.1970: Borg-Warner 35 automatic transmission offered as an option.1970: First Scimitar handed to Princess Anne for her 20th birthday.1971: Four-speed manual gearbox with overdrive added.1972: SE5A upgrades rolled out, including power boost and revamped plastic dashboard.1975: SE6 model debuts with longer wheelbase, wider track, larger headlights, rubber bumpers, and optional overdrive on 3 and 4 gears.1976: Lockheed brakes and revised suspension introduced with SE6A.1980: Scimitar GTC convertible (SE8B) launched. SE6B with 2.8-litre Cologne V6 and various mechanical and chassis updates.1986: Scimitar production ends.1989: Middlebridge resumes production with modern features including fuel-injected 2.9-litre V6 and 15-inch wheels.1990: Middlebridge production halts.
Reliant Scimitar GTE Alternatives
- MGB GT: If you're after a stylish British 2+2 with nimbler handling, check out the MGB GT with its vast following and arguably more attractive Pininfarina styling.
- Triumph 2000 Estate: If a spacious load-lugger with a six-pot soundtrack appeals, the estate variant of the Triumph 2000 boasts similar benefits as the Scimitar GTE, with the added bonus of rear doors. However, a steel body means rust becomes a concern, and it lacks the exotic appeal of the Scimitar.
- The Reliant Scimitar GTE, with its family-friendly layout and powerful V6 engine, can be compared to a luxurious automotive sports car, offering an attractive alternative in the transportation industry.
- In the realm of finance, restoring a Scimitar GTE can prove more cost-effective than other classic cars of similar stature, such as the Volvo P1800 ES, Ford Capri, or Jensen Interceptor, while still delivering a unique lifestyle experience.
- The Reliant Scimitar GTE's extraordinary performance and practicality in the automotive sector have earned it a respectable place in the sports world, making it an all-round functional classic car that steals the show with its unmatched charm.
