Marcos. Although the first model dated from 1960, Marcos Cars as such was formed in 1962 by Jem Marc
British specialist car constructors were hardly conservative as the 1960s opened, but few departed so radically from established prac-tices as Marcos with its 'wooden car'. Although the first model dated from 1960, Marcos Cars as such was formed in 1962 by Jem March and Frank Costin; Marsh was to run the company until it ceased operations, and had an immediate background in the Speedex com-pany, supplying components and body shells to special builders, so he knew the market; Costin had Lister, Lotus and Vanwall body designs to his credit, and it was his idea that efficient car structures could be formed in modern marine plywoods. So the first Marcos was a wooden car, at least in its chassis structure of three primary longerons with stressed floor, and except for some glass fibre detail in its bodywork. Production running gear from Standard-Triumph was used, with the much-favoured Ford 105E engine. It was by no means a handsome device, but it proved Costin's principles; with a fully-tuned Ford engine it was capable of 190kph (120mph), hand-led well and found popularity with club racers (early Marcos drivers at this level included Jackie Stewart). A much sleeker Volvo-engined model came in 1964, with a body design by Dennis Adams which was to last out the life of Marcos. The cockpit was cramped, with its semi-reclining seats fixed in place, the pedal assembly being adjustable. At a fairly high price, it gained a reputation for first-class roadholding, and had a 1969 (Ford-engined version) 187kph (116mph) maximum speed. Variants with four-cylinder Ford engines followed, and there was a side step to the odd-looking Mini Marcos, which survived until 1970 (one was 15th at Le Mans in 1966). In 1969 Marcos modified its main model to accept the 3-litre Ford V-6. Its additional weight brought a bonus in better road-holding, as the tendency for the nose to lift was reduced, and it gave the car a 200kph (125mph) top speed, although as a GT car it still had inadequate luggage space and that difficult of access cockpit. A coil sprung live axle took the place of the telescopic de Dion linkage at the rear in 1969, while the following year the wooden chassis gave way to conventional square steel tubes. Ford 2-litre V-4 and 3-litre V-6 engines were optional, and for overseas markets the Volvo B30 straight-six was introduced. This 145bhp 3-litre unit gave the car virtually the same top speed as the Ford V-6, with fractionally better acceleration, but its main attraction was its full exhaust emission control, which it was felt would make the Marcos acceptable in the USA. The lure of market expansion was the com-pany's undoing, for Marsh' sexpectations were not fulfilled, the new factory was never justified and the company collapsed. In spring 1981, however, Marsh set up a new and much smaller company trading under his own name, offering lit car' versions of the same design.
Specification (1969) Engine: Ford 60-degree V-6; 93.67 x 72.42mm, 2994cc; pushrod ohv; Weber carburettor; 136bhp at 4750rpm. Gearbox: four-speed manual with overdrive. Chassis: wooden, with steel frames; front suspension independent by wishbones, coil springs, dampers and anti-roll bar; rear suspension by live axle, upper and lower links, Panhard rod, coil springs and dampers; disc front/drum rear brakes. Dimensions: wheelbase 227cm/891in; front track 123cm/48-i-in; rear track 130cm/51in.
