The Marcos GT is fiberglass fabulous, and this one has a steel chassis – a graduation from the first iterations set on plywood underpinnings. Contrived by Jem Marsh (a race driver and developer of performance parts for Austin 7s) and Frank Costin (one of the masterminds behind the de Havilland Mosquito, a wood-framed combat aircraft used in WWII), the Marcos GT was introduced in 1964. Sold in kit form, the car was built to accept the Volvo 1800 four-cylinder engine, and later, Ford Kent fours of various displacements, the Triumph 2.5 liter six, Ford’s Essex V4 and V6, and – as in this example – Volvo’s 3.0 liter B20 in-line six. Tuners were at the ready to improve performance, and many a Marcos saw success on the track. This example is located in the San Francisco Bay area, and it’s advertised here on craigslist. The price is $27,000, and as we’ll see, that’s a challenging number for a ’71 Marcos GT wanting a new home.
The company lurched into 1970 with a host of problems. The first was increasing regulatory oversight in its best market – the US. We didn’t like covered headlights, for one thing, nor the Marcos’ headlight height. US-bound cars were equipped with a Borg-Warner automatic – not a desirable configuration. The US impounded several Marcos GTs for violating import requirements. The company lost money shipping the cars back to England, and converting them to manual gearboxes with RHD for resale. Meanwhile, development costs for its next model and a new VAT tax on kit cars added to the company’s financial challenges. In 1971, when this car was made, Marcos went bankrupt – for the first of a few times. This example’s engine is Volvo’s B30A six, equipped with twin Zenith-Stromberg carburetors and typically putting out 145 hp. The seller notes that one piston “don’t work apparently”. The transmission is a manual, which would likely be the typical four-speed, though occasionally the cars were sold with a five-speed. At the same time this car was made, Marcos also offered a Triumph 2.5 liter six, paired with a four-speed overdrive gearbox. Either of these engines put the wind in the GT’s sails – the cars only weigh about 1700 lbs.
The interior photos leave a lot to the imagination. Here’s a better photo, showing the instrument panel from another car. But the dash is the least interesting bit about the interior of the Marcos – mostly you’ll want to try it on for size. Jem Marsh was 6’4″ tall, and the car was designed for his frame. So it’s not the typical tiny British cockpit foreclosing on interest from tall people – it’s more likely that if you’re short, fit will be a challenge. Ingress requires a couple yoga positions, and the seating aspect is almost inclined. Early cars didn’t have adjustable seats – instead, the pedals adjust forward or aft.
The bodies changed in minute ways over the years. A practiced eye can tell a wood-framed car from a steel chassis, and in the front, the bonnet acquired varying bulges to accommodate whatever motor sat in the engine bay. The Volvo 3-liters have an awkward square bit added over the carburetors. Which brings us to value. With so many variants running around, which are the most valuable? The smaller-engined early cars have some features – like a spectacularly complicated instrument panel – that the market rewards. Early cars are easily accepted to vintage racing – a plus – though as time marches on, later cars are gaining ground. Larger-engined variants sell in the $40k area. Condition counts, too. Only the finest examples will reach mid-five figures. Project cars like our subject car should sell for much less than the current ask.
I can’t speak to the value of the car as I’ve never seen one before. This is a cool looking car, and I have to assume they handle well because they’re built for racing. The “one piston don’t work” could be a problem if it’s sitting in the oil pan. Other than that this looks like a very simple engine so it could be as simple as ignition, burned valve, broken rocker, etc. If it’s fatal you could source another engine from a different model like the 164.
Me thinks the non-working piston is in one of the Z-S carbs. If it were mine, I’d replace the Z-Ss with triple DCOEs or at least 2″ SUs.
I wonder if the injection manifold would fit?
Well, strange days indeed! Going from one car that I have never even heard of, to another one advertised in the same space. I have been heavily involved in the automobile thing for over 60 years and consider myself to be pretty well versed in most types of cars, but this is something completely unknown to me so I couldn’t say one way or another whether or not either of these cars would be worth pursuing, but oh boy howdy do they seem to be rare.
one piston “don’t work apparently”, a rat’s nest behind the radio delete, and is that steering wheel… bent? At a steep discount this could be a really fun car!
I also thought that the wheel was bent but by magnifying the pic of the interior through the rear window it doesn’t appear to be so. It must be an optical illusion.
Darn, now I’m going to have to buy it and see for myself!
Gee, seller has a bunch of magazines too. Sounds real knowledgeable…
and why is the seller holding up the magazine sideways with one hand? Probably busy fixing his piston with the other one
Does the seller include a pair of driving shoes? Imelda Marcos joke…if not to obscure…Buehler, Buehler, anybody? Nice find and write up!
Is this the kind of car that played “the Thorndike Special ” in the original Love Bug ? Doesn’t seem quite right but author mentions styling differences and thus one is close
The Thorndike Special was a 1963 Apollo 3500 GT – an Italian-American Sports Car manufactured from 1962-1964 by International Motor Cars in California. – Don’t be too impressed, I had to look it up.
Thorndyke Special was an Apollo GT
https://www.autoblog.com/features/1965-apollo-gt-thorndyke-special-disney-love-bug-movie-car
How far away is La Hambra from San Fran? I’ll bet that the 2 Marcos owners must know each other.
It’s 406 miles. If they’ve never met I’d bet they’ve spent time on a common forum.
As a side not, if you go to Google and enter any two addresses it will give you distance and directions.
Steve R
Thanks Steve R.
I know how to do it – I use MapQuest several times a week for the same thing since I’ve moved.
The best engine for Marcos GT is a Volvo B23 Turbo (+200 hP) and a manual cearbox. The six banger is too heavy and under powerd
Thre are a couple in Sweden that races them. .
The Thorndyke special was a Apollo 3500 GT that was manufactured in Trofoello Italy by Intermeccanica. International Motor cars was likely the importer.
Intermechannica also made the Italia in later years, along with many other limited edition motorcars.
Haha. Never occurred to me to look it. So further proof your brighter than me
A car, I too, had never heard of until these two on this forum. I love those bodies, but the reality is the owners are acquainted and have decided to give up on these bottomless money-pits! I sure hope somebody falls in love these who knows what they are doing.
P.S.
Both of these need round tail lights.
I would have to start modifying right away.
Couldn’t leave it original, so I shouldn’t have one.😁
If I had the room, if the color was different, (Sorry I just can’t stand yellow), and the red stripe just adds garishness. If it were a ready to run, and the price was a wee bit less, and I were a younger fella, I might. Actually I would. A Marcos has always been on my bucket list.
Now to really light some fires. I have always thought these looked better than a Ferrari! Of course, the Apollo is in a higher niche……
Back in the mid 70’s I had a 66 with the Volvo 1800 and overdrive transmission, the car was one of the most fun cars I’ve ever had, my best friend had a TVR at the time so of course we were always chasing each other everywhere we went….