Competition GT versions - 1966 -70

Unipower GT's have taken part in many National and International races across Continents over the years, since its launch at the Racing Car Show in 1966. Designed as a road-car, based on the design of Val Dare-Bryan’s Attila Mk 5, there were initially no factory designated 'Works' competition cars, as it had never been intended to go racing. However, in 1968 following a successful development collaboration with an early customer, who in January 1966 had commissioned a Unipower GT Competition version (# 766.2), the factory entered that car in some UK National races. Then in 1969 Piers Weld-Forester announced that they would enter the World Sports Car Championship with one and sometimes two cars, to campaign the International Endurance races in Group 4. Results were mixed, caused in the main by often inadequate levels of preparation/testing, impacted on by the very tight International race schedule and the understandable technical issues encountered by what was a very amateur team, competing at World Sports Car Championship level. The sheer dedication and driver talent though, with drivers like Andrew Hedges (MG Works driver), Robert Hurst and Piers Weld-Forester, mixed with the occasional pay-drive seat, was a real David & Goliath struggle against the established racing teams of that period.

​That they took on the best at races like the Targa Florio (Qualified 2nd behind a Porsche 908), Le Mans (One driver failed to qualify), Nürburgring 500kms (9th), Barcelona 12hrs (DNF after 9hrs) and other such Endurance races, with often very encouraging initial results, was remarkable and testimony to the cars inherently good design as a road car. (see The History of the Unipower GT)

​Only six cars were ever built and supplied by the Factory as Unipower Competition GT cars as true 'Competition' cars. These were individually built with a specially stiffened chassis having additional diagonal bracing, widened wheel arches, Front Air-Dam (sometimes), fully rose-jointed suspension, Disc-brakes front & rear, a Bag-tank fuel cell (mostly), anti-roll bars front & rear, a Roll-over protection, specially modified driver’s seat, full-harness seat belts, stiffer coil-springs with adjustable dampers and Lightweight ( later cars had 12" diameter ) Minilite magnesium wheels together with competition tyres. Importantly it is interesting here that ALL the three 'Factory' entered cars had standard shaped bodies other than the fitment of wider wheel arches (and often different in shape). They were not fitted with the wider rear bodywork/sills, supplied as an unofficial option having been developed on Chassis #766.2 in 1966/67 for its owner and often subsequently fitted to customer cars, thought possibly to comply with Homologation regulations, as the wider rear bodywork was never homologated. 

​Of note here, there was one car imported into Spain by the importer, designated as 'Comp GT'. This was however a road-spec car and was given this nomenclature to comply with the Import regulations, where import tax was due when more than one specific model was being imported. 

The six Competition GT versions detailed below were called 'Lightweight Competition GT's'. However the only real weight reduction, was the removal of all 'road-car' components, such as the Boot, Carpets, Interior trim etc...., with the bodies still being made with the same fibreglass 'lay-up' weight. Occasionally Road-spec cars were sold with adjustable Armstrong dampers along with some limited rose-jointed suspension. A number of cars after being sold, were retro-fitted with a non-factory produced wider bodied rear section as seen at many events and races. All Unipower GT Competition chassis were the same, with the single exception of Chassis # 766.2 which was specially modified during construction, to enable a special engine to be fitted.


The ONLY chassis that was truly 'Lightweight' was Chassis # UWF1007, a very special car built by UWF with bodywork supplied by Specialised Mouldings using a very flimsy thin lay-up of fibreglass, stiffened by the application of a latticework of carbon-fibre strands, a very innovative development at the time. This was the car that would be used for the abortive attempt a Le Mans in June 1969 and destroyed later in 1970 at the Nürburgring.  

It is indeed testimony in addition to the Competition GT's below, that Unipower GT's are still being entered in competitive events around the World, mostly in the UK, USA and Switzerland.

             Factory 'Works' entered cars

             Chassis  #             Built                          History                                              

             766.2                     April 1966                Survives today in UK

             UWF1XXX             February 1969         Written off at Targa Florio 1969

             UWF1007              March 1969             Written off at Nürburgring 1970

​             Privateer Teams 

             Chassis #              Built                           History                                              

             1266.9                   December 1966       Survives today in UK

             867.23                   July 1967                  Survives today in the USA

             768.42                   July 1968                  Survives today in the USA

Other non-factory cars were raced by a number of talented privateer entrants in the UK, Europe and the USA, many of which used modified 'road spec' cars rather than 'Comp GT spec' cars, again to good effect.

Whilst the following table of events over the years 1967 – 1970, by both true Competition GT chassis (see above) and Road-spec cars modified for competition, the Club has references to many other events in this period and thereafter, which it is researching for definitive and collaborative confirmation. Considerable detail of subsequent competitive participation through to today, is also held and will be the subject of further releases on this website.

​If anyone has any details of any other races not listed or can provide any more detail to those listed, then the Club would welcome any verified corrections. Please communicate any such through the Contact Page on this website.

 © Gerry Hulford

DNA  -  Did not Arrive

DNF  -  Did not Finish

DNQ  -  Did not Qualify

 © Gerry Hulford

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