Tuesday 16th July 2019,

Warwick GT 1960 – 1962

After Peerless Cars closed their doors in 1960 Bernie Rodger continued to develop his design, the Peerless GT, now re-named  `Warwick GT`. The car appeared little-changed at first glance. In fact the car had received two major revisions and one minor one. The space-frame had been reinforced, the dash-panel revised and a tilt-forward, one-piece nose replaced the old bonnet and wings. This remarkable innovation pre-dated the `E type` Jaguar by a year.


The chassis of the Warwick GT was identical to the Peerless except for the reinforcement. The running-gear was also identical, all Triumph TR3 except for the de Dion rear suspension. The braking was supplied by front discs and rear drums. Wire-wheels were an option. The only body change from the Peerless GT was the tilt-forward, one-piece, glass-fibre nose.


The engine and gearbox had not changed either. The 2 litre TR3 unit with twin SU carburettors, 5-bearing crankshaft and 8.5 to 1 compression ratio. The Triumph 4-speed gear-box with overdrive was also unchanged. In 1961 Triumph made their 2.1 litre TR engine available and Warwick fitted it.


The Warwick GT used the same 2 litre TR3 motor as the Peerless with almost the same ratings if it weren’t for the difference in weight; 100 bhp, 118 ft/lbs torque, top-speed 105 mph and 0-60 in 12 seconds. The 1961 change to the 2.1 litre TR made only a small difference put still there was an improvement: 105 bhp, 127 ft/lbs torque, top-speed 107 mph and 0-60 in 11 seconds.

We weren’t able to find some nice detailed pictures so we hope that this video will serve it’s purpose.


Rodger built a prototype, the 305 GT, using the Buick, all-alloy 3.5 litre V8 that Rover later adopted. The car did not go into production unfortunately. The factory closed in 1962 after only 40 cars had been built. There is a statistic that explains the demise of Warwick Cars and Peerless before them. The Warwick GT cost new £1,666 including taxes, the Peerless would not have been much cheaper. In 1962 an `E type` Jaguar cost £2000. Point made.

Warwick GT 1960-1962
Body Type2+2 seater Fixhead coupe
Engine PlacementFront
Drive TypeRear wheel drive
Cargo VolumeEnough for 4 people to go on a trip
Engine2.0 OHV Triumph TR3 (1960-1961)
Cylindersstraight 4
Displacement1991 cc121.5 cui
Power75 Kw100 bhp5000 RPM
Torque160 Nm118 ft. lb3000 RPM
Power/weight98 bhp/t
Top Speed169 km/h105 mph
Acceleration0-100 km/h - 0-60 mph12 s
Fuel consumptionl/100 kmImperial mpg
Gearbox4 speed manual+overdrive
Weight1016 kg2240 lb
Engine2.0 OHV Triumph TR3 (1960-1961)
Cylindersstraight 4
Displacement2138 cc130.5 cui
Power78 Kw105 bhp4600 RPM
Torque172 Nm127 ft. lb3300 RPM
Power/weight103 bhp/t
Top Speed172 km/h107 mph
Acceleration0-100 km/h - 0-60 mph11 s
Fuel consumptionl/100 kmImperial mpg
Gearbox4 speed manual+overdrive
Weight1016 kg2240 lb

We’re looking for pictures!

GD Star Rating
Warwick GT 1960 - 1962, 10.0 out of 10 based on 2 ratings
Share on FacebookShare on Google+Tweet about this on TwitterPin on PinterestShare on LinkedInShare on TumblrShare on StumbleUponShare on RedditEmail this to someone

About Bev Roberts

Speed, the smell of hot oil, the roar of a straight-through exhaust and the scream of an engine at max revolutions. They have all been a large part of my life for almost 50 years. It is time to share my experiences with you, dear reader. Do you want to know more? Read on through my `Full Bio` and many articles.

View All Posts

I was born in Hereford UK in 1948 and brought up in Gloucester UK. I played Rugby football internationally as a schoolboy. At the age of 17, a new and wet driving license in my paw, I entered motor racing. I was supported and financed by my parents and so my journey began.

In 1965 I bought a 1293cc Mini-Cooper `S` and campaigned it for a season. Having quickly made some good friends in the racing fraternity, several interesting opportunities came my way. I joined a sports-car team and raced in the Le Mans 24 hours in 1968 and 1969 in a Lola T70. Mechanical failure defeated both efforts. During that period I owned and raced a `D type` Jaguar and an AC Cobra. In those days cars like that were available and not too expensive, now they reside in museums and private collections. I had a chain of interesting cars through my youth including Jaguars, Minis, Mustangs and Lotus-Cortinas.

As a young driver I had my share of accidents too. Often the car would only be worth scrap-metal value by the time I got it home! I worked for an Aston-Martin/Jaguar dealership for a while, which enhanced my experience and gave me the opportunity to sample some very exotic machines, Ferrari, Facel-Vega, Iso and Maserati to recall a few of them.

At the end of 1969 I moved to South Africa to work on my uncle`s farm but the S.A. government had other ideas and drafted me into the army. After five years had passed I was thanked and released from the service. While I was there I bought a beige Cadillac Eldorado, previously the property of Marilyn Monroe. While I was away on a patrol my girlfriend had it re-sprayed pink! I was unimpressed by both the joke and the bill for the work!

When I returned to UK in 1974 I left it behind. On my return I found that the once-mighty British motor industry was in decline and was headed for oblivion. Motor racing was now very expensive so I turned to commercial transport. Driving large trucks gave me freedom and a chance to see some of the world. I don`t remember ever making a career choice but for the next thirty years a truck was my home. For about ten years in that period I owned two trucks of my own.

I also owned a famous MGB-GT, known as `Lucky`. If you`d like to read `The Story of Lucky` there is an article in Inopian`s archive. I finally retired, due to ill-health, in 2008. Since I had varied knowledge and many experiences on our subject I decided to share the stories of the cars I enjoyed (and hated) with the new generation.

Enjoy Inopian… it is constructed and written for you.

Leave A Response