Marcos GT

[4] In 1964 the glassfibre-bodied Marcos 1800 GT was introduced, using the cast-iron four-cylinder Volvo 1778 cc B18 unit with overdrive gearbox and De Dion rear axle.

[7] The extremely low Marcos required a nearly supine driving position and fixed seats, mounted lower than the floor of the car.

The original Marcos 1800 had a two-spoke steering wheel and a novel dash with a prominent centre console, a rather expensive design which did not survive onto the Ford-engined cars.

[9] Successful in competition, the rather expensive 1800 sold very slowly, and after the first 33 cars the de Dion rear suspension was replaced by a live Ford axle.

[13] In 1966 the GT was changed to a pushrod inline-four Ford Kent engine of 1500 cc, in order to lower costs as the 1800 had been rather too expensive to market.

To hide the fact that a common Ford engine was used, Marsh replaced the rocker covers with Marcos ones and switched from Weber to Stromberg carburettors.

Also in 1969 (June), the plywood chassis was gradually replaced by a square section steel one, which shortened production time and saved on cost.

These steel framed cars required a lower sill panel and have reshaped rear bumpers, as well as some subtle interior differences.

The V4 received most of the same standard and optional equipment (except the overdrive) and the same central bonnet bulge as did the V6 models; very few of the Marcos 2 litres still have their V4 engines, as a V6 swap is a rather quick job and makes for a much faster car than the original's 85 hp (63 kW).

Built to provide a low-priced entry level version, these were rather spartan, with stripped down interiors, no bumpers, steel wheels, and no headlight covers.

[22] Max power is 140 bhp (104 kW) and aside from the badging, this car is most easily recognized by the large, central bonnet bulge necessary to clear the larger engine.

[10] The Ford V6 version achieved over 120 mph (190 km/h) on test and the Volvo-engined model was not far behind it, but the heavy cast-iron engines increased nose-heaviness in comparison to the four-cylinder variants.

[24] Cars for the North Americas market had Volvo's inline-six cylinder, 3 litre engines with a standard Borg-Warner Type 35 automatic transmissions.

[25] They sit on tubular steel space frames, have a higher ride height, and no headlight covers - all of this was in order to get US road certification.

Air conditioning was also listed as an option by New York-based importers Marcos International Inc.[26] Delays and problems with the federalized cars were beginning to mount.

In 1970, 27 exported cars were impounded by US Customs for supposedly not meeting federal law, causing Marcos to withdraw entirely from the US market.

[5] The first 33 Marcos (some say the first 52) have a de Dion rear suspension; later cars use a more conventional and cheaper live axle of Ford provenance.

[29] Jem Marsh resurrected the Marcos brand in 1981 (having bought the moulds in 1976), offering the previous GT cars as kits only.

1966 Marcos 1500GT, still with the early doorhandle design
The distinct rear of a 1967 Marcos 1600, modified for competition (USA)
Circa 1970 Marcos 3 litre (Ford V6-engined), with Viva headlamps
A 1984–1989 Marcos GT with the 2.8 litre Ford V6