Ian Hyne tries to identify the attractions of three wheelers and wonders whether they will ever be more than fun cars.

One of my earliest kit car assignments was a visit to Triking and, after the experience of a blast, and I mean blast, round the lanes with Tony Divey at the wheel I have been an ardent fan ever since. The ability of this car is amazing as is that of the Buckland B3 and I well remember Dick Buckland embarrassing all the muscle car drivers by belting round the inside of them on the corners of Castle Combe circuit at one of the Action Days. They just couldn't believe it!

Both these cars have their origins in their designer's involvement with Morgan's and though the styling is more evident in the Triking, the Morgan has influenced nearly all the other production kits and one offs.

However, it has not been austerity that has prompted this blossoming sector of the market but the sheer fun these cars can impart to the driver. On the practical front they are light, cheap (in some cases), use small engines and give excellent performance and economy but they can hardly be described as the ultimate design for everyday convenience and application.

The above qualities are sufficient to attract the enthusiasts but these same qualities have influenced the thinking behind some rather more ambitious projects the best known of which to appear in recent years being the VW Scooter.

This little chariot was designed to be a town car. Using the two at the front, one at the rear layout and VW Polo 14OO cc power, the car boasted all the comfort and convenience of the modern saloon but at the same time, did not neglect the fun aspects of tripeds. The gullwing doors were removeable as was the roof panel and within a couple of minutes you had a drop top in which to enjoy the summer. The very sleek, modern good looks of the car were real attention grabbers and I think it could have a great future.

Another modern design is the Lean Machine. This one uses the Reliant lay out of a single front wheel and motor cycle power, the design objective being to overcome the roll often present in tripeds. The rear houses one or two passengers while the front section leans into the corners a la bike. There have been quite a few other three wheeled designs while one designer who is a firm fan is Richard Oakes one of the country's leading independent designers.

Unlike the kit designers who come down firmly in favour of the two front wheel configuaration, Oakes says it doesn't really matter which end the single wheel is at as long as the weight is correctly distributed. He has done a few three wheeler designs incorporating both the practical and fun aspects of the breed and believes that their time will come again.

Whatever the future may hold, one front wheel, one rear wheel, motor cycle power or car power, fun car or practical solution to a motoring problem one thing is certain; the three wheelers available in kit form are great fun and very underrated performers. Many bobble hatters are well aware of this and many more have yet to discover it.

THREE-WHEELER KIT CARS

by Chris Rees

No doubt about it, machines with only three wheels have had a very bad press. Ask most motorists their opinion of tripeds and you'll be greeted by guffaws, derisory comments and wry jibes. Considering that the sole British standard bearer for this unusual breed has been the Reliant Robin (or, worse, invalid carriages), such reactions are quite understandable. These lurching, pedestrian relics from war time tax and licensing regulations are as relevant to today's motoring scene as O'Riley's patent steam-powered klaxon.

Many readers may find it difficult to believe that there is a flip side to the three wheeler coin. How about the fact that a three wheeler holds the (unofficial) world land speed record at over 700 mph? Or that another road going example was put on sale with a claimed top speed of 2OO mph? Or that another was greeted by journalists as one of the best handling cars they'd tried?

Three wheeled cars have a distinguished beginning: the very first petrol engined car, the Benz of 1885, only had three wheels. While manufacturers were quick to take to four for their tall and heavy machines, smaller vehicles continued to use three. There were several advantages: weight could be kept down, they were much more manoeuvrable and, when UK regulations began limiting the use of vehicles, they could be driven by anyone over 16 with a motorbike licence. This also meant cheaper road tax, an anomaly which continues even today, provided the total weight of the vehicle is less than 8cwt.

Perhaps the very first kit cars were three wheeled. A number of producers of 'cycle cars', very light weight machines with spindly wheels, offered their products in build it yourself form. Many of these cars, produced mostly after the First World War, had only three wheels. These were the descendants of one of the most celebrated three wheelers of all time, the pre-war Morgan. 

Although it was not made in kit form, the Morgan is worth a mention for demonstrating the way a three wheeler should be built. Its most important feature was its layout: two wheels at the front with the engine slung well forward between them. This provided stability around corners, as the forces applied themselves directly on to the road, instead of an imaginary point either side of the single front wheel of, say, a Reliant. Result: road abilities which surpassed some of the finest sports-cars around, on the track as well as on public roads.

It's ironic that this format gave way in popularity to the (admittedly more practical from the point of view of spaciousness) Reliant's engine over the front wheel system, and the Bond's rearengined layout. By the late 'fifties, these had been joined by another triple legged breed, the bubble car. The austerity of the postwar years spawned a glut of miniature machines, not one of which could in any way be described as a technical triumph. The zenith of the three wheeler occurred because it was a cheap and simple means of transportation.

This was the layout of the AB1. Designed by Alexander Fraser, it used a wooden body, an exposed engine and frogeye headlamps in a design which Motor called a wardrobe on wheels. They also named the production version, called the AF Spider, as the most fun vehicle they'd driven for ten years. Together with its replacement, the AF Grand Prix — still in the same style as before — only a tiny handful of cars, perhaps twelve, were ever made, between 197O and about 1980.

Another very similar route was taken by the manufacturers of the ABC Tricar, also a product of the early seventies. From the front, this actually looked like a Mini, but used an open glass fibre rear half which covered its single rear wheel. Again, very few cars were sold during a short production life.

Probably the most successful of the Mini based cars was the Ranger Cub. Produced between 1974 and 1976, the pretty Cub was all fibre-glass with a single trailing arm at the rear. There was even a small boot! Ranger Automotive claimed that a total of 2OO were built.

There were other abortive attempts at Mini based three wheelers. The Mosquito was an attractive and diminutive fibreglass car built in the late sixties; only six were made. The AC Donington was a swoopy alloy bodied affair shown in 1983. Replicas were offered at around £2,000 but it is believed no more were built.

Despite the obvious mileage in building trikes on a Reliant chassis, which is separable from its body, there has only been one serious attempt to market an example. This was the Gilcolt of 1974, a strange looking, supposedly sporting, carriage using Regal mechanicals. Only a tiny handful were ever made. Of course, the Bond Bug was one of the classic three wheeler designs, but was never offered in kit form — until now, that is. WMC, who also make a four wheeled version of the Bug, can now supply complete kits for an 850cc Robin/Rialto based Bug at around £2,000.

In 1984, an unlikely machine was shown by its designer, Nigel Whall. Based on a Citroen 2CV chassis, converted to a single rear arm set up, this pretty little fibreglass two seater quickly won friends. Initially, it used two rear wheels placed close together (like early Isetta bubble cars), but changed to a single wheel to take advantage of the tax regulations. With its semi-exposed twin cylinder engine and uncompromisingly open bodywork, it has sold in the hundreds to determined bobble hatters and is currently still available from works near Birmingham.

It was followed by another 2CV based design from Peter Bird's Falcon. In style, this marine ply and aluminium bodied car resembles a Lotus 7, except for one important feature — yup, it's also available with just three wheels. This model is also still on sale, both as a kit and as a plans set.

Some more adventurous designers have attempted different drive systems. The Triking is probably one of the best known three wheelers in the specialist world. In general feel it undoubtedly takes its inspiration from the old Morgan's. Its tiny body sits behind a V twin engine taken from a Moto Guzzi motorbike; it also uses a bike five speed gearbox and spindly wire wheels. Small numbers of these superbly made cars emerge from their Norfolk birthplace where their designer, Tony Divey, lives. They are not cheap, however!

Similarly ingenious was the Buckland B3 which used a Ford Escort engine driving its single rear wheel. Again, this was beautifully Grafted and cleverly designed so that the entire rear section of the car could be hinged up for maintenance access. It is unknown whether the Buckland is still available. (Sort of! - Ed.)

Another old guard is the Mumford Musketeer, a curious long nosed device using Vauxhall Viva mechanicals. This first appeared in the early seventies but was revived in 1983 by its creator, Brian Mumford, and can still be bought today.

Another three wheeled kit, although barely describable as a car, was the DG Phoenix, made in the early eighties. This followed an American practice for combining the Easy Rider touch of chopper handlebars with twin fat rear wheels driven by a VW Beetle engine. It worked in the States but not in the British climate.

The Americans are also responsible for conceiving the idea of mating the rear half of a motorcycle to the front half of a car. The Turbo Phantom for instance, was a fantastic vehicle using turbocharged Kawasaki power at the back. Under its space vehicle exterior lay the steering gear from a Beetle and a hand Grafted chassis. Unfortunately, it never reached the UK.

Another design nearly did. It was the Badsey Bullet made in South Africa by Bill Badsey. Again, it used a hefty bike engine mated to a racy GRP front end. Badsey claimed it would reach 2OO mph believe it if you will and Alan Arnold's UVA concern looked set to build it in the UK, but sadly the plan came to nothing.

It is true that most of the modern attempts at three wheelers have moved in the direction of fantasy, but at least two giants have considered the virtues of having fewer wheels: Ford showed the Ghia Cockpit early in the eighties and Volkswagen made great play of their commuter Scooter just a couple of years ago . . .

So might there be a future for three wheelers? Will they head in the direction of cheap, basic transport as they began (and, incidentally, there have been a couple of recent attempts, the 1983 Bamby and the 1987 Cursor). Or will they become stylish performance machines like the Bullet?

For the kit car industry, which is still the greatest proponent of the three wheeler after Reliant, three wheels means fun and individuality, the things which brought kit cars into existence. As long as there are people out there bureaucrats permitting -who like smiling while they pootle about and enjoy standing out from the crowd, there will always be a place for the tripeds of the motoring world.

Many people have the same reaction to the 2CV as the uninitiated have to three wheelers; they laugh. But if you've never driven a 2CV, you've missed out. Citroen have always been engineering innovators and, despite its ugly duckling appearance, the 2 CV has a great deal to offer the driver. True, it's no super sports car, but there are other parameters governing the design of a car but, for the kit car designer, the 2CV is an excellent package from which both Lomax and Falcon have made cars to delight their customers.

For the kit car designer and builder, the 2CV has the same advantage as the VW Beetle; it has a body which is easily removed to reveal a flat chassis ideal for the mounting of alternative bodies. Both the Lomax and retain the complete chassis but the fundamental difference between them is in the manner of achieving the single rear wheel. The Lomax started life by reversing the rear trailing arms and having two rear wheels sufficiently close together to qualify as one but this has been superceded by a single wheel. The 2CV suspension runs along each side of the chassis and links the front leading arms to the rear trailing arms. In the Lomax, the suspension is tied off on the offside of the car and the modification to the single trailing arm carried out on the nearside. On the Falcon, the two sides of the suspension are linked and the trailing arm is hung on a new rear beam. Falcon claim their system to be superior and in logical terms, I suppose it is but on the road, the Lomax displays no shortcomings in the rear suspension and I have driven it hard for a good many miles, to Paris and back in fact!

The only other modifications concern the fuel tank which is sited ahead of the rear wheel and the gear change. You can retain the quirky dash mounted arrangement which maintains a surprising amount of room in the cockpit or you can modify it to a floor mounted change for a more conventional look.

The engine for both cars is the Citroen 6O2 cc flat twin OHV engine giving 32 bhp @ 5750 rpm and 32 ft lbs of torque at 4000. It is an air cooled unit, air being ducted over the cylinders by a system of cowls fitted over the motor and fed by a central fan. On the Falcon with its enclosed engine bay, the cooling cowls are necessarily retained but on the Lomax with its exposed engine, the cooling ducts are removed and again, it seems, with no ill effects other than when caught in stationary traffic for long periods but you can always switch off.

Bodywise, the Lomax is unashamedly Morgan inspired while the Falcon owes its styling inspiration to another motoring institution, the Lotus 7. A Lotus 7 inspired 3 wheeler? Yep, and they do a four wheeler as well but that's another story.

The other difference in the bodies is the method of construction. The Lomax uses a GRP tub while the Falcon uses a mixture of aluminium clad exterior grade plywood and GRP for the boot, nose and wing sections.

Both are simplicity itself in terms of design and construction and both are very similarly priced. In addition, it should come as no surprise to learn that performance is also in the same bracket.

The Falcon I last drove had a standard engine and was built to a standard spec so customers could be in no doubt as to the finished result if they bought a kit while my most recent encounter with a Lomax found me sitting behind a tuned 65O cc engine that gave a very noticeable increase in power.

The first and abiding impression from behind the wheel is the sheer comfort of the ride, an aspect of the 2CV that is not lost in the conversion of either car. They just glide over every bump and even when you tense yourself for the crash as a large pothole looms, (they are almost impossible to avoid in a three wheeler as you can't straddle them), the expected jarring never materialises. The long travel suspension just soaks it up leaving other cars hopping about in its wake. The other noticeable property is the willingness and guts of the engine. It's not shattering by any means but with only 475 Kg to pull, it achieves decent performance and reasonable acceleration to 70 mph and beyond, performance that it can maintain till the cows come home and still deliver around 50 mpg!

The unnerving bit for beginners comes when you pitch into the bends as these cars roll. That aside, you have to learn to trust the car since its levels of handling and road holding are remarkably high. When confidence comes, you find yourself driving from the waist and really hanging over the low side as you pitch the car into the bends. To rectify this aspect of the car's handling, Lomax are shortly to introduce a front anti roll bar kit which will fit across the rear of the front leading arms in much the same manner as employed on the Ami range of Citroen cars.

In truth, these cars don't have the power to create vices on the road unless you are foolish. Even fast approach speeds will find the front staying true to the dictated course and applying the power on the exit, even if you summon all the 32 bhp, it is difficult to induce the expected oversteer so you really can enjoy yourself round the lanes.

When it comes to the 650 cc powered Lomax, things change. Very spirited acceleration, a real calico ripping exhaust note, increased appetite for revs, mild understeer on pushing into the bends with the pin sharp turn in and bags of feel and the ability to slide the back end as you come out. Top speed is enhanced but chiefly it's the acceleration up to 8O mph and beyond that excite.

Brakes can be either inboard front drums or discs depending on the donor while the rear wheel is drum braked. Where a choice exists, discs are usually preferable but again the low power and low weight of the cars means the drum system operates well within its limits and both cars display a reassuring ability to scrub off speed.

Gear change? Well most people are unfamiliar with the distinctive dash change and consequently opt for a floor mounted conversion but, having used both, I can't find a great deal of difference.

If anything, I prefer the dash change as it seems to be more positive but that's a choice for the builder. The only thing I would say is try a dash change before you decide.

Overall, both these 2CV based offer cheap cars with a great deal of driver enjoyment. You can build them with aero screens for the real open car look or you can fit the optional screens and weather equipment both companies offer. Falcon are also going to offer a hard top as well as a stainless steel body.

Prices for both kits start at around the £5OO mark and a full list of extras and options is available as are the engineering operations required to effect the single rear wheel.

As a post script, Citroen have recently announced that 2CV production has ceased at the last manufacturing plant in Mangualde, Portugal. The reasons given are that it is no longer economically viable and that the air cooled twin will not meet the new emission regulations. Many people the world over will mourn its passing after 42 years in production but, if you are worried that donor car supplies will dry up, fear not as 3,868,630 examples have been built and though the last one off the production line will go into a museum, there are still plenty about for kit builders.

PARIS IN THE SPRINGTIME