GTM Spyder
Graham Bell looks at another DIY Elise alternative
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When I last visited GTM for PistonHeads just over 18 months ago, the Spyder prototype was sitting in the showroom nearly – but not quite – complete. Inevitably things have moved on somewhat since then, and not only has the Spyder been completed, GTM has also undergone a change of ownership – one which could see big things happen for the little company over the next few years.
That’s because the new man in charge, Dave Keene, also owns a company called RDM, which is a leading specialist in the design, development and manufacture of electrical and related automotive systems and works with some very big names, including Aston Martin and Jaguar. Dave took the opportunity to buy GTM because he saw it as a full blown automotive manufacturer in miniature. The high standards of styling and engineering would complement and expand his existing business while offering scope for developing the kit car side by utilising RDM’s experience and processes of high volume manufacture.
Since he took over in March this year, various changes have been made to both GTM’s factory and cars, the latter now featuring detail improvements such as stainless mesh grilles for the various apertures plus better door handle push buttons. Small scale stuff admittedly, but it’s still early days and Dave says that ultimately he’s looking to emulate Lotus and TVR, which both grew from kit car roots to become well known and respected names.
Topless Model
OK, enough about company developments, what about the car? Well, although it’s basically a convertible version of the Libra coupe we looked at last time, there was a lot more to its development than just cutting the roof off a coupe bodyshell, with the Spyder having enough structural and stylistic changes to give it its own separate identity.
Structurally, like the Libra, the Spyder uses a composite monocoque body, though the lack of roof meant heavily redesigning the rear bulkhead plus introducing new box sections and increasing material thickness in areas to give it the required stiffness. The result is that the Spyder’s topless tub weighs 130kg as opposed to the Libra’s 98kg and can’t accommodate the KV6, making the K-Series (from 1100 to VVC) the only available engine fitment – for now.
Stylistically, rather than simply modifying the Libra’s back end, stylist Richard Oakes opted for a completely fresh look with a rounded tail featuring grouped lights under perspex fairings, with aesthetic balance dictating a modified front end to match, and the result is one of the best looking original kit car designs ever.
Apart from slightly shorter rear dampers necessitated by the modified rear bulkhead, the Spyder uses exactly the same no-compromise track proven suspension as the Libra. That means a custom designed set-up comprising conventional double wishbones at the front and innovative Y-shaped double trailing arms at the rear, which resemble wishbones turned through 90° and work in conjunction with long coil-over dampers running diagonally from the uprights to brackets high on the bulkhead. All suspension mounting brackets bolt directly to the monocoque, with no steel subframes being used.
Long Legs
What’s fitted inside the monocoque is also much as in the Libra, meaning road racer minimalism and pedals offset towards the centre of the car. There is a slight glitch on the Spyder prototype (sorted for production models) in that the inboard adjusting knobs on those excellent Sabelt seats foul the seat belt anchorages, making it impossible to move the seats forward far enough to suit anyone with short legs. No problem moving them back to suit long legs though, which combined with over 3” of space between the low slung soft top and my Mr Average skull indicates that, like the Libra, the Spyder should comfortably accommodate drivers well over 6’ tall.
Speaking of the soft top, this is inevitably more fiddly to put up or down than mass production items, but no worse than the original Elise’s. It looks tidy and taught when up, and folds neatly into a shelf on the rear bulkhead when down, and though I can’t confirm it, GTM say it’s watertight. There’s also a hardtop due in time for winter.
Another practicality to consider is stowage space. Well, the Spyder’s boot, while quite shallow, is big enough to take a medium sized suitcase, while inside there’s a shelf behind the seats which should take another case or two, plus a glove box that’s big enough for maps etc. but which could usefully do with a lid.
Behind the Wheel
Although I wasn’t able to drive the Libra during my last visit, I’m happy to say that I was able to take the Spyder for a test run, though with Dave having to accompany me, constraints on his time meant this was limited to a quick blast along the roads round GTM’s base, but that was enough to get an idea of the car’s capabilities.
The Spyder prototype is powered by a VVC unit that’s bog standard save for the sports air filter and a custom made stainless exhaust system that produces nice meaty note at low revs. This gives the 790kg roadster an impressive turn of speed when you work it hard, with 0-60 taking just 5.5 seconds and third gear making light work of overtaking cars travelling at normal A road speeds. Regarding use of gears, the gearchange isn’t the slickest, but it’s easily on par with many front wheel drive efforts and enables you to select your chosen ratio in a precise if sometimes clunky fashion.
Although I noted that the Libra had a comfortable, rattle-free low speed ride, the Spyder ’s adjustable suspension was set decidely firm, and the appalling roads through some of the villages near GTM’s base produced a jarring ride that revealed a number of squeaks and rattles. However, you have to make allowances for the fact that this was the development prototype, added to which many of the rattles where clearly down to silly things like the gear lever knob rather than a major fault with the car.
Fortunately, the area round GTM’s base also contains some nice smooth winding roads that are, in the right conditions (i.e. clear of traffic and sunny) perfect sports car territory. Amazingly we had exactly those conditions, and here the Spyder was clearly in its element and an absolute joy to drive, those firm suspension settings coming into their own and the car riding beautifully with minimal roll, no rattles and just the sound of the exhaust as it powered through the turns.
Track Proven Suspension
The Spyder’s track proven suspension and grippy 205/40x17 Goodyear F1s quickly inspired enough confidence to tackle the unfamiliar roads at an ‘enthusiastic’ pace, though at one point powering into some tight S-bends in third gear my enthusiasm got the better of both me and the Goodyears’ grip and the back end let go. However, a slight lift of the throttle combined with some opposite lock stopped things getting too out of shape, indicating that the handling is quite forgiving. Rather less dramatic was that deliberately running slightly wide and then quickly winding more lock on mid-bend revealed that the Spyder turns in keenly, though the use of a Metro rack with 3.7 turns lock to lock means the steering isn’t as quick as I’d like.
The all round disc brakes are also Metro items, and considering that a servo is fitted the pedal needs a surprisingly firm shove to get any great effort from them, at which point they slow you well enough, and the upside is that emergency stops in the dry produce no more wheel lock than an ABS system. If you do want beefier brakes, MGF items are a straight swap, and with a bit of fiddling you can even fit the 305mm front discs and four pot calipers from the Trophy/TF 160, though GTM feel this is excessive with so little weight up front.
What else? Oh yes, with the top down and side windows up, both wind buffeting and noise seemed well within comfortable levels for long distance cruising, during which you should get over 40 miles from every overpriced gallon.
Build a VVC powered Spyder yourself and expect to spend around 200 hours and £11,000+, while if GTM build one for you, it’ll be 0 hours but £17,280+. Either way, you’ll end up with a road and track car that’s as fast as an Elise 111s and probably more practical than a current MR2.
Future Developments
But will kit form GTM’s still be available for much longer? Most certainly, though as mentioned earlier, big things could be happening over the next few years, so don’t be surprised if the company’s expansion plan also sees turnkey GTMs starting to appear in the showrooms of specialist sports car dealers.
A healthy number of international enquiries means that GTM are already looking at establishing a network of overseas agents, which also means they’re having to look at fitting a more universally available engine than the K-Series, with the intention being to offer the option of Honda units, including Type-R versions. There are also plans to introduce motorsport derivatives to cater for the track day and sprint crowd, plus full factory servicing facilities, all of which should help make GTM more attractive to a wider range of customers.
Irrespective of whatever developments take place though, GTM’s aim will always be to offer performance and exclusivity at an affordable price.
© Copyright Graham Bell 2003
Link: www.gtmcars.co.uk
twin40s said:
As far as I know the sale happened because one of the
owners passed away earlier this year.
Sadly Peter Beck did indeed die earlier this year, though don't know if that was reason for sale. Peter's partner in GTM, Paddy Fitch, is still working with GTM part-time to help the new management.
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