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Scootacar, a different microcar

In the post-war period, the economic progression of the United Kingdom created a market gap for new types of cars. An example of this is the Scootacar, a microcar available to the lower classes but that also satisfied those who did not want to waste time looking for parking and, moreover, did not like to get wet when it rained.

In England, three-wheelers became an interesting alternative since the beginning of the XNUMXth century. Its sale price was more accessible and to drive them it was enough with the motorcycle license, which is easier to obtain.

In fact, manufacturers such as Humber, Lagonda or Riley, who later achieved great prestige, began their activity with the production of tricycles.

Tall and narrow. With 1,14 m of front track width and 1,50 m of height, it is difficult to find cars that look like it
Tall and narrow. With 1,14 m front track width and
1,50 m high, it is difficult to find cars that look like it

In their favor was the fact that they paid less taxes and had lower maintenance costs. In addition, thanks to their light weight, they were more agile and faster on the road than other four-wheelers and higher power.

Interestingly, the tricycles that initially contributed to English motorization, around 1910 stopped attracting buyers.

Except for brands like Morgan, which remained faithful to the three wheels, most manufacturers preferred to add one more wheel. Of course, with light bodies of type cyclecar, so that one or, at most, two-cylinder engines would suffice.

However, Forty years later, tricycles were making a comeback in England. And again, to take advantage of its easy card and its low prices to convince customers.

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Morgan persevered on the idea of ​​tricycles

The first postwar tricycles

Among this kind of micro cars, one of those that appeared before was the Bond Minicar. It was launched on the market in 1949 and initially had a 122 cc single-cylinder engine and two-stroke cycle.

In 1953 it gave way to a second series, already equipped with a 197 cc Villiers engine. It kept the soft top and had an electric starter. And since 1954, the possibility of accommodating four people inside the small cabin.

Already in 1953, the AC Petite was born, born in the bosom of a sports car manufacturer. In this way, it expanded its field of action to a sector that was gaining momentum.

A simple two-seater, which had a top speed of 65 km / h. The Bond Minicar appeared in 1949 and weighed only 205 kg
The AC Petite tricycle. Starting in 1952, this type of three-wheeler became popular in the United Kingdom. How different from the AC Cobra!
1- A simple two-seater, which had a maximum speed of 65 km / h. The Bond Minicar appeared in 1949 and weighed only 205 kg
2- The AC Petite tricycle. Starting in 1952, this type of three-wheeler became popular in the United Kingdom. How different from the AC Cobra!

Powered by a 346cc single-cylinder, two-stroke cycle engine, the Petite reached 65mph and had an electric starter. Its price of 225 pounds sterling, added to its agility in the city, kept it in production until 1958.

For its part, the Reliant firm had presented its Regal model at the London Motor Show in 1951. The engine was the four-cylinder 747 cc and side valves of the Austin Seven, with which it reached a top speed of 104 km / h.

It retailed for £ 299 and its convertible body offered space for four people. In addition, its length of 3,25 meters made it already a vehicle too close to that of four-wheelers.

Narrow rear. Under the rear window, the gas tank cap and little more width than the license plate occupies. The spare wheel was optional
Narrow rear. Under the rear window, the fuel tank cap and little
wider than the license plate occupies. The spare wheel was optional

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Scootacar creativity

Hunslet Engine Company was the name of a locomotive manufacturing company, established in the Hunslet district, south of the English city of Leeds.

And according to the story, the wife of one of the managers he wanted a vehicle that was easier to park than his Jaguar XK 120 coupe. Almost immediately, designer Henry Brown went to work on the project, within the subsidiary Scootacar Ltd.

He started from the idea of ​​sitting two people on top of the engine, which was to be a 197cc two-stroke cycle Villiers. That is, a propellant similar to the one our Biscuter had at the time, but without the oil-cooled cylinder head.

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On the engine, the two-seater seat. Access to the passenger compartment is through the single, large door located on the left side
Under the seat, battery, ignition system and Villiers engine. Note the handbrake lever, to the driver's right
1- On the engine, the two-seater seat. Access to the passenger compartment is through the single, large door located on the left side
2- Under the seat, battery, ignition system and Villiers engine. Note the handbrake lever, to the driver's right

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Fiberglass was used to make the body, an ideal material when making short series. The result was a tall vehicle (1,52 m), narrow (1,32 m) and short (2,21 m). And easy to park, as the manager's wife wanted.

As expected, the first Scootacar sold left no one indifferent, neither the drivers of other vehicles nor the pedestrians. And its price of 294 pounds, 9 shillings and a penny was competitive enough.

Nor is it surprising the nickname that the public gave him, phone booth (phone booth). A nickname that had its logic, especially if the specimen seen for the first time was the color red that the protagonist of this article also has.

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Instead of steering wheel, handlebar. Given the lightness of this microcar, a handlebar was more than enough to guide it
Instrumentation, just. A Smiths speedometer graduated to 80 mph and the odometer, in the single dashboard clock
1- Instead of steering wheel, handlebar. Given the lightness of this microcar, a handlebar was more than enough to guide it
2- Instrumentation, just right. A Smiths speedometer graduated to 80 mph and the odometer, in the single dashboard clock

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Inside, the steering is carried out by a handlebar, whose side grips are anatomically shaped. And in the center, there is the circular control of the horn, as if its unmistakable appearance were not enough to warn of its arrival.

And the dashboard has only one dial, that of a Smiths speedometer graduated to 80 miles per hour (128 km / h). Pure optimism in a car whose top speed is 50 mph (80,45 km / h).

Around it, the lights and turn signal switches, three indicator lights and the ignition key housing. No more is needed.

The driver has a storage tray below, which covers the front area. And to its left, it also has a hole formed inside the door. At the time, they even suggested that a third person could travel on the left side.

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A studied door. La bocainterior, a place designed to deposit documentation or other everyday objects
A studied door. La bocainterior, a place designed for
deposit documentation or other objects of daily use

Exterior review

When you first see a Scootacar, you have to go around it completely to get an idea of ​​what it is like. And it is that its body has a configuration quite different from the usual.

Seen from the front, its roundness is striking, as well as that kind of integrated bumper and the progressive narrowing of the body as it goes upwards.

The panoramic windshield provides excellent visibility, in addition to the fact that the driver has no side passenger to obstruct his vision. Of course, if you go with a passenger, to look back your thing is to take advantage of the exterior mirrors.

Aesthetics and rigidity. Thanks to the central rib that runs on both sides of the body, the tricycle gains in structural strength
Aesthetics and rigidity. Thanks to the central nerve that runs through both
sides of the body, the tricycle gains in structural solidity

On the right side, the Scootacar has sliding windows but no door. The reason is that this area is used inside to install the change control, four forward speeds, and the handbrake.

And below, surrounded by a disproportionate wheel arch, one of the tiny 8-inch diameter wheels. But well decorated, with a central wing nut and metal hubcaps.

At the back, under the narrow window is the cap for the fuel tank. It holds 12,5 liters and thanks to gravity it does not require a supply pump. On both sides of the license plate, the two lights are responsible for illuminating the license plate.

No claustrophobia. The breadth of the glass, added to the two sliding windows, makes your stay on board a pleasant one.
No claustrophobia. The breadth of the crystals, added to the
two sliding windows make your stay on board a pleasant one

A very particular driving

In spring, the Scootacar's engine starts with the choke engaged and the dynastart engaged. At the first attempt, the Villiers produces its first explosions but soon after it stops.

On the other hand, the second attempt is more effective and the propeller holds, although with the typical irregular operation of an engine that still needs to take its working temperature. And compared to the Biscuter, you notice a much lower loudness.

Not because the engine is very different, but because the exhaust outlet is much further away in this vehicle, whose body also has better acoustic insulation.

Adequate brakes. Hydraulically controlled front drums have the power to slow down
Adequate brakes. Front drums, with knob
hydraulic, have the power to slow down

Minimum rocking. When tackling curves, the Scootacar's body hardly tilts. If you rush too much, you risk tipping over. The first gear is engaged by moving the gear lever forward, while the remaining three ratios enter consecutively as the control is passed back.

And with such a high center of gravity, plus an unsteady riding stance, invites you to handle it wisely. In second and with the engine quite revved, the speedometer exceeds 20 mph (32 km / h), at which point we go to third.

At that cadence, the Scootacar goes where it is directed, and each thrust of the gas pedal translates into a sudden but not violent push.

Something different. Without a seat belt and sitting on a bench, the driver suffers and enjoys guiding the handlebars
Something different. Without a seat belt and sitting on a
bench, the driver suffers and enjoys guiding the handlebar

Adequate brakes. Hydraulically controlled front drums have the power to slow you down. On a short straight, I shift into fourth gear at 30 mph (50 km / h), a speed at which the engine goes close to 3.000 rpm and in the zone of maximum torque. This is going and with practice it could go faster.

The curve is coming up and all you have to do is release gas. But to test, a touch to the brake pedal, which responds with the expected force and will have to put second.

Driving as distinctive as its outward appearance, it's fun to drive 56 years after its creation. And surely its users were satisfied, especially when they saw motorcyclists and owners of roadsters stall in the rain.

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The Scootacar has a handling as peculiar as its aesthetics

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And the reverse gear?

The Scootacar uses a gearbox of motorcycle origin, which lacks a reverse gear. To compensate for such an absence, on the Scootacar Mk1 The possibility of reversing the rotation of the motor was offered as an option.

With this alternative, the microcar had four forward gears and four reverse.

In fact, this option became standard equipment in the MK2 and MK3 versions, which made its use more manageable.

Instead, the driver of an MK1 without the option had to act with the mind of a motorcyclist, to park his vehicle in the ideal position. Otherwise, you will have to push before you get into a starting position.

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Smiling on board. Mr. Myllius, from Austria and to whom his father transmitted his enthusiasm for microcars
Smiling on board. Mr. Myllius, from Austria and at
that his father transmitted the enthusiasm for microcars

The copy of the images belongs to Mr. Myllius, an Austrian fan. His father, from whom he caught a love for micro-cars, imported it from the UK in 1980.

It is manufactured in 1959 and I had the opportunity to photograph it at the Manresa International Microcar Meeting in 2011.

It is unit number 431, of the around 750 that were manufactured until 1964. Of all of them, about 160 are preserved, as Stephen Boyd of the Scootacar Register confirmed to me two weeks ago, whose website is scootacar.org.uk.

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The first of three versions ...

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MK2 and MK3 variants

Along with the MK1 model in this article, since 1960 the range was expanded with the Scootacar MK2. Of this version, called Scootacar De Luxe, around 200 units were built, until it was discontinued in 1965.

Among the differences, its body was 203 millimeters longer -for the standard spare wheel- and had a lowered height by 50,8 millimeters. Also, the front track was widened to the same length as the wheelbase: 1,372 m.

And in 1961 another alternative emerged, the MK3 or De Luxe Twin, powered by a 324 cc two-cylinder engine. Its maximum power was 16,5 hp at 5.000 rpm and officially reached a top speed of 110 km / h.

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Small but well decorated. Scootacar's wheels are only 8 inches in diameter, although their aesthetics are neat
Small but well decorated. Scootacar wheels only
They are 8 inches in diameter, although their aesthetics are careful

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The three variants of this microcar were only originally sold on the British market. Consequently, the units that are conserved outside the islands were sold by their owners and acquired by people from other countries.

Finally, the percentage of surviving specimens is surprising, since of the almost a thousand Scootacars produced there are currently about two hundred.

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[su_spoiler title = 'TECHNICAL DATA: SCOOT A CAR MK1 FROM 1959 ′ show =' false ']

• Engine: single cylinder, two-stroke cycle.

• Displacement: 197 cc.

• Power: 8,6 CV SAE at 4.500 rpm

• Engine torque: 1,7 kgm at 3.000 rpm.

• Gearbox: Manual, 4-speed.

• Traction: Rear

• Brakes: Drums

• Tires: 4.00-8

• Fuel tank capacity: 12,5 liters

• Length / width / height: 2,210 / 1,321 / 1,524 m

• Front track / Wheelbase: 1,143 / 1,372 m

• Empty weight: 228 kg.

• Maximum speed: 80,4 km / h.

• Average consumption: 4 l / 100 km. [/ su_spoiler]

 

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Ignacio Saenz de Camara

Written by Ignacio Saenz de Camara

From a very young age, I felt attracted to any vehicle, regardless of whether it was my father's Renault 4, my grandfather's DKW 800 S van or Uncle Santos' Lambretta. And of course, the cars that I saw in motor magazines from the age of 11 onwards. I also like to write, which is why after leaving teaching I worked as an editor and tester at Autopista... Read more

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