Ok I’m kidding about the “racer” part. While several brave souls raced Berkeley cars, including Pat Moss (1958 Liège-Brescia-Liège Rally), mostly Berks preferred to throw their chains, overheat, slam their pistons around or simply refuse to ascend the Alps in other than reverse. But they looked good! Today, few of these diminutive, motorcycle-engined fiberglass sports cars survive, especially in the US. Here’s one listed on facebook Marketplace, described as a “late 1950s two stroke”. The optimistic asking price is $15,000. Retrieve it from Waterford, Michigan.
Berkeley rode the wave of micro-car popularity starting in the mid 1950s. Originally a caravan company, it began making cars when Lawrie Bond came calling on Charles Panter in Biggleswade, Bedfordshire. The market was ready for cheap, economical runabouts, and Berkeley was keen to develop a new line of business to fill the seasonal gaps in its sales. With Bond’s design sensibilities and Berkeley’s fiberglass expertise, it was a match made in heaven. The company’s first car arrived in 1956, powered by a 322 cc Anzani two-stroke, backed by a column shift manual sending power to the front wheels. Strong early sales – generated ahead of performance and reliability disappointments – encouraged further production. After fewer than 200 of these early cars were made, Berkeley appeased its buyers by switching to the nearly ubiquitous Excelsior Talisman 328 – another two-stroke, but good for 18 hp! The 700 lb car could finally attain 60 mph in only half a minute. Larger engines were available as Berkeley’s models evolved, topping out at 692 ccs (a Royal Enfield four-stroke).
Interiors are not as rudimentary as one would expect. At least you’re not sitting on wicker! But seat construction is a few straps tied onto a metal frame, clothed in vinyl. Finding a complete car means side curtains, the top and its bows, even a spare tire. I admit to being a Berkeley owner: I managed to find a factory jack, laughably extraneous since me ‘n a buddy can lift the car anywhere we want to put it. There’s no boot lid – you’re bugeye-sprite-ing it, ie, shoving your travel gear behind the seats into the rear cavity.
Driving a Berk means oscillating between disbelief that such a contraption can actually be transportation, then wonderment and exhilaration, interspersed by stabs of fear as new noises and smells arise – so not unlike your average 1950s Ferrari ride but at a fraction of the price. Speaking of price, project Berks should sell for less than $10k – someone was a little frisky when the bidding was underway on this example, so despite its tattered appearance and non-running condition, the seller managed a sales price of almost $11k. Meanwhile, the best Berkeley in the world won’t cost much more than a project, but you’ll spend a lot of time and money chasing parts for these rare microcars. Today’s barn find is too expensive unless it can be brought to running order posthaste. Have you ever been tempted to own a microcar?
You’ve done it again, Michelle!
Berkeleys are thin on the ground, especially in the States, and this one comes close to “Nicest One Left?” status. Most I’ve seen — and these have held a strange fascination for me since the early 1960s — were thrashed, crashed or trashed. After 1965 or so, I never came across one that was even in good enough shape to drag home and work on.
Was there not a three-wheeler as well? I’m pretty sure I’ve seen photos of one….
Yes! That is the T60, allowed buyers a tax break because it qualified as a motorcycle. Still with the 328 Talisman….
This is a neat little car. And I also enjoyed Michelles personal experience with Berkeley cars as well. This one looks really nice all things considered, and hopefully someone can get it on the road again.
Tempted? Why yes, so my first new car was a Honda AN600 which I still own. Set aside for a redo sometime in the future. That 600 was big compared to the Berkeley. At 6 ft 3 inches tall, I imagined modifying one of these and putting the steering wheel right in the middle to allow for locating the seat further back into that rear well. Optimized for comfort and a 50/50 weight distribution with me in it. Not this one though, a bit too nice and pricey.
Very cool, that first car, and fabulous that you still have it!
Yes, and contrary to the Honda reputation for reliability today it was not particularly reliable, and yet I learned so much about working on cars from that experience. I even rebuilt the roller/pressed together crankshaft at around 70K miles. Replacement parts not available from Honda so I salvaged the good parts from two other used crankshafts to make one good one.