Ventilation improved but still not ideal. This is what Autocar said about the new 3 litre Scimitar GT on 12 January 1967: "At a Glance - High performance 2+2 coupe. Good gear change, but rather wide ratios. It was first displayed in 1964. Inspect for evidence of frequent lubrication. Princess Anne famously loves GTEs: she bought the last Reliant-made car and still owns a Middlebridge Scimitar, her eighth. It was powered by a 2.6 L Ford straight six from the Ford Zephyr / Ford Zodiac. Try to find one that has not been neglected, and cherish it. Behind all of that, the car’s true character shone through and a surprisingly high proportion of the 18 years of Reliant-built GTEs are still with us, showing the Scimitar’s durability and appeal. Production of the standard Scimitar GT continued until November 1970. *All prices correct at date of original publication, 1965 Triplex Ogle GTS shown at London & Turin, 1971 Oct: SE5a; detail trim changes, electric windows, new rear light clusters (5105), 1975 SE6: wider, longer, larger doors, better cabin/soundproofing, 20-gallon tank, stronger auto, optional power steering (543), 1976 SE6a: stronger scuttle, smaller discs, larger drums, better power steering (3877), 1980 SE6b (437 built) and GTC soft-top (442): Köln 2.8 V6, new chassis scuttle hoop, improved cooling, side rubbing strip, bigger front spoiler, 1987 Middlebridge buys rights to GTE & GTC and commences production in ’89: 2.9 injected V6, 15in wheels, 5-speed man or 4-speed auto, 1990 Middlebridge fails; 77 GTEs, 1 GTC made. I think it’s fair to say that I have a level of tolerance with the Scimitar – there are only a certain number of things that aren’t as I’d like them to be – … The cost of parts, especially axle and engine rebuilds, outweighs their values.”. Reliant's first Scimitar was a coupé based upon the styling of a Daimler SP250 prototype (renamed the SX250) and the chassis of a Reliant Sabre. The engine differed from the one fitted on the Ford Zephyr 6 in that the Reliant engine came with an alternator whereas Ford buyers had to be content with a dynamo. Front suspension is a weak spot: TR6-derived parts are overloaded, notably with wider wheels/tyres. Introduced when the P1800 shape was a decade old, so an anachronism with a cramped rear – yet it outsold the GTE over its short run. They are very affordable, with basic mechanicals, easy to maintain and reliable if you keep on top of the suspension. Narrow-body SE5/5a Scimitars feel lively, gutsy and nimble; their long legs are shared by the softer, more touring SE6a, though the 2.8 SE6b is more revvy. 32 at Prescott hill climb on 6th October 2019. Costly insurance disappeared when classic policies were born. As the Essex engine was shorter, it was mounted further back in the bulkhead to help improve weight distribution. In 1966 the SE4A was replaced by the SE4B, with a V6 3.0 L Ford "Essex" engine. Stiff steering, rattles and uneven tyre wear at the front signify worn suspension and/or excessively wide tyres – 195/70x14 is the sensible maximum. Approximately 118 of the 2.5 litre Scimitar GTs were sold before this version was withdrawn. Sold 1971-’73 • No. It was first displayed in 1964. The Reliant’s brakes should be reassuringly effective. Even a neglected cabin or worn running gear will cost more than the car is worth to renew. Rot is the main enemy; mechanicals are reliable if sorted. 2553 cc I-6 (1964 - 1966) 2495 cc V-6 1967 - 1970 2994 cc V-6 (1966 - 1970). Chrome surrounds have been added on this SE5. A year later, in September 1967 the cheaper SE4C was introduced with a 2.5 L version of the same engine and a reduction of £105 on the 'recommended retail price'. 1968 Reliant Scimitar Coupe JCM833F No. For today’s buyer, the GTE offers exclusivity, durability, practicality and a great sporting feel. Reliant's first Scimitar was a coupé based upon the styling of a Daimler SP250 prototype (renamed the SX250) and the chassis of a Reliant Sabre. Reliant lintroduced their third and final version of the V6 Scimitar GT in late 1967. Daimler didn't use the design, so Reliant approached Ogle and asked to buy the rights for it. At first the manual final-drive ratio was 3.58:1, later raised to 3.31:1, while the auto was 3.07:1. 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