Caterham 21 vs AC Ace Brooklands vs Ginetta G33 vs Jensen S-V8: the forgotten generation

By Simon Charlesworth

| 2 Aug 2024

Classic & Sports Car – Caterham vs AC vs Ginetta vs Jensen: the forgotten generation

There aren’t many similarities between the car industry and comedy.

The importance of good timing, however, is where both of these disparate businesses share a parallel in order to achieve success.

Imagine the Mini without the egalitarianism of the 1960s, the T-type MG Midget without all of those overpaid GIs over here, or the DB5 without ‘Cubby’ Broccoli, and where would these undisputed classics be today?

Languishing in the doldrums of obscurity, having missed the prevailing sou’westerly of good fortune.

The AC Ace Brooklands impresses through bends with its keen turn-in and strong grip

Not one of the sports cars you see here is lacklustre, yet for some reason they either just didn’t catch on, or they didn’t even get the chance.

Every one of these machines failed to hit the roads in any serious volume, so instead they live on only in the hands of serious enthusiasts.

The British Motor Show provided a rich seam of low-volume British sports cars during the ’90s.

Some were old names with new models, others old names with new backers motivated by the unprecedented values being achieved by classics during the boom, together with the MX-5’s revival of the sports car marketplace.

Just 50 AC Ace Brooklands cars were built at the factory in Weybridge, Surrey

Autokraft’s Brian Angliss had acquired the AC brand from the Hurlock family in 1986, setting it up as a joint venture with Ford.

Recognising the need to increase AC’s appeal beyond that of the Cobra, he introduced the Ace.

The first ‘new Ace’ was unveiled at the 1986 British International Motor Show.

This four-wheel-drive 2+2 coupé was designed around a Cosworth YB or ‘Cologne’ V6, and resembled a more muscular FC Mazda RX-7 with a removable roof panel.

The AC Ace Brooklands’ old-school 5-litre Ford V8 engine

Despite that car having had considerable input from Ford’s European design group, the company’s parts bin and Len Bailey, it never made it into production.

Instead it evolved into a two-seater sports car, the ‘Brooklands’ Ace – the name a nod to Autokraft’s Weybridge base.

It was developed while Ford still owned 50.96% of AC and without it knowing about the project, after Angliss had been irked by an apparent measurement error by Ghia.

The car was initially powered by Ford’s 2986cc SHO V6, mounted in an aluminium monocoque tub by Bailey, with aluminium panels, all-round double-wishbone suspension, four-wheel drive and styling by IAD.

‘Past 4000rpm the V8 gets loud, raunchy and almost Can-Am-like in its bellow’

Once Ford had sold its remaining stock to Angliss, the final production specification of the Ace included an IAD-engineered chassis, a 5-litre HO Ford V8, fixed headlamps, rear-wheel drive and an improved interior.

Unfortunately, the development and build costs had taken their financial toll and in 1996 the receivers were called in.

AC was sold to Alan Lubinsky, whose attempts to revive the Ace with supercharged Ford – and later twin-turbo Lotus – power faltered, and just 50 cars had been built when production ended.

The Ace’s styling can either be viewed as generic and staid, or mature, perfectly proportioned and Q-car subtle.

The AC Ace Brooklands has a comfortable and beautifully finished interior

Inside, the wood, leather, suede and VDO-clocked cabin is not the most memorable place to inhabit, but it is without doubt the best-assembled car here.

The pedals, offset to the right, are nicely weighted and the five-speed gearbox is beyond criticism – mechanical in feel, longish in throw and fluid across the gate.

Open the throttle, get the revs past 2000rpm and the mild-mannered tourer is transformed.

The 5-litre V8 gets loud and really rather raunchy, and at 4000rpm it’s almost Can-Am-like in its bellow – like a flatulent hippo bathing in a vat of molten chocolate.

The 1994 AC Ace Brooklands is like a grown-up Mazda MX-5 in profile

So far as expected, but then the Ace surprises you with turn-in so keen and cornering so deft that it shames Mercedes-Benz SLs and Jaguar XK8s.

The damping is particularly well resolved and subtle, there’s plenty of grip, and body control is good.

The steering is nicely calibrated but lacking in feel – much like an Aston Martin DB7. It’s a shame that AC only managed to build 50.

The G33 was a return to its lightweight, high-performance sports car roots for Ginetta, after the slightly disappointing G32.

It came courtesy of new boss Martin Phaff and a sketch on a pizzeria tablecloth.

This Ginetta G33 has had significant development since it left the factory

The work of Mark Walklett and former TVR man Noel Palmer, its formula was wonderfully simple: squeeze a 205bhp, 3.9-litre Rover V8 engine into the front of the pretty G27, where you would normally expect to find a Ford Pinto.

The body and chassis needed to be widened by a few inches, while the rose-jointed suspension was adjustable and went fully independent at the rear, via Ginetta-fabricated double wishbones.

The limited-slip diff came from the Ford Sierra Cosworth and the five-speed ’box was the BL LT77 unit.

Unfortunately, however, following the Type Approval of the G32 there wasn’t enough cash to put the G33 through the same process so it was sold officially as a partially assembled car.

New owners were supposed to build the front suspension, but in reality most cars were sold fully built via a newly set up dealer network.

The Ginetta G33’s handling was criticised in period tests

Favourable press highlighted the G33’s TVR-baiting performance and the demand was overpowering.

Ginetta rushed the underdeveloped car into production, much to the dismay of Walklett, who returned from holiday to find his prototype in build.

A mere 98 cars were made, with the G33 undergoing constant improvements to the moulds and the chassis during production.

The demise of the G33 was complicated and drawn-out.

Hit by the collapse of the Japanese economy, Ginetta went under in 1993.

In its original form, the Ginetta G33’s 3.9-litre V8 engine had Range Rover mapping

The firm was rescued, but concentrated on G27 kits and the new G20 race series, and no longer had the funding to buy the engines and gearboxes needed to make complete road cars.

The brief foray into full production had also shown how much higher the build costs were to make a finished road car, against the more basic requirements of a racer.

A Mk2 G33 was developed, with faired-in headlights, before production briefly went to Gin1 in Sweden (one being etta in Swedish).

With help from Volvo the car evolved into the G34, then returned to the UK where the G34 was renamed the G40 to mark 40 years of Ginetta history.

This Ginetta’s snug interior was rebuilt with additional strengthening

As with all of Ginetta’s better efforts, the G33 is a pretty car from the outside.

Unfortunately, the interior is a tight fit for anyone approaching – let alone over – 6ft.

There’s lots of shoulder room, but the wheel is in my chest, my legs resemble complex origami in the footwell, and the menacing header rail is having a staring contest with my forehead.

Thankfully, the pedals are well spaced, but the gearstick is rather too far back on the transmission tunnel, making the gearchange more curmudgeonly.

There is a touch of the Chevrolet Corvette about the G33.

The Ginetta G33 can be a handful

The V8 does a fine impression of a muscle car, the chassis is a little bit wobbly, the ride is firm and the light steering is positive, but a little uncommunicative.

The wide tyres, meanwhile, are prone to tramlining.

Given that I am totally out of scale with the G33’s cabin, I’m not going to provoke it.

Instead I make the most of its grip in the bends, then point and squirt along the straights, as the V8’s song rises, burbles and pops.

It might not be dynamically brilliant, but it does have lashings of visceral charm, which can be addictive.

A famous name, briefly revived for the Jensen S-V8 sports car

Unlikely as this may seem, the Jensen S-V8 owes its creation indirectly to Chrysler’s Plymouth Prowler hot-rod tribute.

In 1996, Creative Manufacturing Systems, based in Redditch, was subcontracted by Chrysler to produce the tooling for the new Prowler.

Buoyed by this success, the firm was inspired to produce its own sports car.

The Healey name was considered for the project, but negotiations fell through and thoughts turned to Jensen.

The Jensen S-V8’s styling borrows from the Big Healeys

By that stage, however, the initial concept, which bore strong Austin-Healey cues, had been designed by Howard Guy and Gary Doy.

Dubbed ‘Project Rio’, the car was to be a traditional British sports car, a steel monocoque skinned with aluminium panels and powered by GM’s 208bhp X30XE V6.

Following customer clinics and a demand for more grunt, the car was renamed ‘Project Vulcan’ and adopted the Triton 4.6-litre V8 from Ford’s Mustang Cobra.

The quality of the Jensen S-V8’s cabin finish is hugely variable

After stunning the crowds at the 1998 British International Motor Show, and again at Earls Court in 1999, Jensen Motors Ltd soon had more than 300 orders.

A new factory was established in Speke, the C-V8 coupé concept was revealed at the 2000 Motor Show, and the S-V8 was officially launched in summer 2001.

Mid-way through the following year, just as the plant reached its break-even point of three cars per week, the investors got cold feet.

Fed up with the continual financial demands, they pulled out after just 23 S-V8s had been built.

The Jensen S-V8’s quad-cam, all-alloy V8 engine makes an impressive 325bhp

The remaining parts stock was sold to SV Automotive, which completed around 10 more cars.

In the end, the combination of ineffective leadership, terrible quality problems and an unskilled workforce proved just too much.

I’ve always appreciated the S-V8 for its individuality – this roadster would not look out of place on today’s roads, with its stylish interior and edgy, retro cues.

The 4.6-litre engine rumbles away with great restraint, serving up a soothing off-beat lullaby.

The Jensen’s riveted fuel-filler cap is a ubiquitous detail

It has far more decorum than would normally be associated with an American V8, and does without the Ace’s excitable whoopin’ and hollerin’.

There’s plenty of torque, and little need to explore the 6750rpm redline – 70mph is achieved in top at just 2200rpm.

Yes, the S-V8 is much more a cruiser than a sportster.

The driving position is the best here, it’s a lot quieter than the Ace, the ride is softer and the gearbox is lighter – as is the slightly slower steering.

The Jensen S-V8 was first revealed in 1998, but it didn’t go on sale until 2001

Hustle it into a bend, though, and it will corner perfectly well, albeit with more roll than the Ace – not helped by the steel panelling of this later car raising its centre of gravity.

If there had been time to fix all of the problems, I have no doubt that this car would have been a success.

Picture it as something in the mould of the Mercedes SL, but better dressed, with plenty of bonhomie plus the odd squeak and twitter.

The Caterham 21 is incredibly agile

The Caterham 21 was conceived to mark the firm’s 21st anniversary.

Graham Nearn, long-time owner of Caterham Cars, and technical director Jez Coates wanted to build a more practical vehicle.

In essence, the new model would be a modern Lotus Eleven.

The 21, however, would eventually change – as a result of commercial pressures – to being based on a stiffened Seven chassis, with a wider track and glassfibre rather than costly hand-formed aluminium bodywork.

The Caterham 21 was available with various engine tunes, all offering searing pace

Designed by Autocar illustrator Iain Roberts and initially developed around the Vauxhall 2-litre HPC engine, the new Caterham was first shown at the 1994 British International Motor Show.

Like the Seven, it evolved with a range of 1588cc and 1795cc Rover K-series ‘fours’, but its manufacturer soon realised that it had underestimated what would be involved in productionising its first all-new model.

Funds were provided by the sale of the aluminium-bodied show car to a Japanese buyer, and Caterham personnel devoted weeks of their own time to the project, but the 21 was hit by delays, mounting costs, unfocused marketing and customers being lured away by the brilliant new Lotus Elise.

Management became disillusioned and just 48 cars were built before the 21 was axed, despite the development of the highly effective fixed-head GTO racer.

The Caterham 21 was created to mark the firm’s 21st birthday

The 21 looks narrow, but represents an exciting concept: a practical Caterham.

I clamber over the wide sill and, after a mental promise to cull my calorific intake, I’m in and installed as snugly as an egg in an egg-cup.

Ahead is the attractive, nicely resolved C2 Corvette-style dual-cowl dash.

The footwell is a squeeze, but for once I am behind the wheel of a Caterham rather than looking down on it.

The engine barks into life.

The Caterham 21’s cabin is well crafted and attractive, if snug

The six-speed gearbox has the throw of a toggle switch, so it’s easy to keep the engine on the boil and over 5000rpm the K-series loses its rag as the rugged landscape softens into a frenzied abstract.

The chassis is alert, nervy, while stopping power is vast and effective.

Past 6000rpm, the air is heavy with the demonic twin-cam’s serrated song.

The 21 darts, skips and weaves over poor road surfaces, but concentrate hard and soon a large grin sprouts and grows.

The meaty steering is fizzing – forget all that nonsense about feel, this is more like taste, and running your tongue along the road.

Hand-crafted aluminium cap reflects the Caterham’s low-volume ethos

Turn-in is electric, if not quite as high-voltage as a Seven, and once up to temperature the sticky tyres just grip and grip.

This is a true sports car, one that serves up pure driving thrills.

Yes, you do have to work to achieve them, but the 21 is far more raw than a contemporary Elise.

Both the G33 and the S-V8 are fables about the drawbacks of launching a low-volume car but, where others would see faults, I am drawn to their charisma, style and individuality.

Then there’s the Ace Brooklands, an incredibly accomplished sporting GT that is superbly put together, faster and more talented than an Jaguar XK8, yet a more leftfield choice than a DB7.

This Caterham 21 has the VHPD (Very High Performance Derivative) 190bhp K-series engine

As good as these 1990s classics are, however, it’s the Caterham 21 that has proved to be a personal revelation.

Its practicality appeals, and I don’t care that it’s not quite as papercut- sharp as a Seven, because for the first time in a Caterham I could get behind the wheel, connect with it and enjoy myself.

Given their broad range of talents, there is a very real possibility that at least one of these cars would appeal to you, but they are so rare that chances are you’ll never find out.

They survive as a familiar tale: that of unfortunate missed opportunities for the British motor industry.

Images: Tony Baker

Thanks to: g33.co.uk; Jensen Owners’ Club; AC Owners’ Club; Caterham 21 Owners’ Club; John Abel; Keith Anderson; Rejen Sales

This was first in our June 2010 magazine; all information was correct at the date of original publication

Factfiles

Caterham 21

Sold/number built 1996-2001/48
Construction steel chassis, glassfibre body
Engine all-alloy, dohc 1795cc 16v ‘four’, MEMS multi-point fuel injection
Max power 190bhp @ 7000rpm (VHPD)
Max torque 150lb ft @ 5000rpm
Transmission six-speed manual, RWD via a limited-slip diff
Suspension: front independent, by adjustable double wishbones, coil springs, anti-roll bar rear de Dion axle, progressive-rate coil springs, adjustable anti-roll bar; Bilstein dampers with adjustable platforms f/r
Steering rack and pinion
Brakes vented front, solid rear discs
Length 11ft 1in (3380mm)
Width 5ft 2in (1575mm)
Height 3ft 5¼in (1045mm)
Wheelbase 7ft 3¼in (2225mm)
Weight 1466lb (665kg)
Mpg 29.3
0-60mph 4.5 secs
Top speed 135mph
Price new £22,995

AC Ace Brooklands

Sold/number built 1993-2000/50
Construction aluminium body over Chromweld aluminium chassis
Engine iron-block, alloy-head, ohv 4942cc V8, electronic fuel injection
Max power 260bhp @ 5250rpm
Max torque 320lb ft @ 3250rpm
Transmission five-speed manual, RWD
Suspension independent, by unequal-length wishbones, coil springs, telescopic dampers
Steering power-assisted rack and pinion
Brakes vented discs, with servo and ABS
Length 14ft 6in (4420mm)
Width 6ft 1½in (1870mm)
Height 4ft 3¼in (1300mm)
Wheelbase 8ft 1¼in (2472mm)
Weight 3175lb (1440kg)
Mpg 23
0-60mph 5.9 secs
Top speed 144mph
Price new £49,995

Ginetta G33

Sold/number built 1990-’93/98
Construction steel chassis, glassfibre body
Engine all-alloy, ohv 3947cc V8, Lucas electronic multi-point fuel injection
Max power 205bhp @ 5280rpm
Max torque 220lb ft @ 3500rpm
Transmission five-speed manual, RWD via a limited-slip differential
Suspension independent, by adjustable double wishbones, coil springs, telescopic dampers
Steering rack and pinion
Brakes vented discs
Length 12ft 6½in (3832mm)
Width 5ft 4in (1626mm)
Height 3ft 5in (1041mm)
Wheelbase 7ft 3½in (2225mm)
Weight 1927lb (874kg)
Mpg 18.7
0-60mph 5.3 secs
Top speed 137mph
Price new £19,965

Jensen S-V8

Sold/number built 2001-’06/23 (40 including development cars)
Construction steel monocoque, steel and aluminium panels
Engine all-alloy, dohc-per-bank 4601cc 32v V8, with multi-point fuel injection
Max power 325bhp @ 6000rpm
Max torque 320lb ft @ 4800rpm
Transmission five-speed manual, RWD via a limited-slip differential
Suspension independent, by wishbones, coil springs, telescopic dampers, anti-roll bar f/r
Steering power-assisted rack and pinion
Brakes vented discs, with servo
Length 13ft 8in (4163mm)
Width 5ft 9¼in (1757mm)
Height 4ft 2¼in (1278mm)
Wheelbase 7ft 10½in (2400mm)
Weight 2976lb (1350kg)
Mpg n/a
0-60mph 5 secs
Top speed 160mph
Price new £42,650