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Turner Mark III - rare, compact, lightweight and pretty sporty

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Created on November 3, 2019

Text:

Bruno von Rotz

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Bruno von Rotz

44

Classic Car Connection

11

Archiv

9

Bruno von Rotz

44

Classic Car Connection

11

Archiv

9

Turner Mark III (1964) - at first glance, you can't tell that it has a plastic body

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Turner Mark III (1964) - few would be able to name this sports car correctly

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Turner Mark III (1964) - only about 100 of this version were built, most of them went to the USA

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Turner Mark III (1964) - can be driven easily and without fuss

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Turner Mark III (1964) - it was certified at over 140 km/h at the time

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Turner Mark III (1964) - most fun on the open road

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Turner Mark III (1964) - you sit completely in the fresh air

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Turner Mark III (1964) - hardly noticeable on the road

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Turner Mark III (1964) - not tiring to drive

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Turner Mark III (1964) - extremely compact dimensions

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Turner Mark III (1964) - actually looks bigger than its compact dimensions would suggest

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Turner Mark III (1964) - the air intake on the hood identifies the third edition

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Turner Mark III (1964) - front and rear design were slightly modified again and again

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Turner Mark III (1964) - wheelbase 204.5 cm

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Turner Mark III (1964) - the rust is only in the background here

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Turner Mark III (1964) - the body is made of plastic, but the doors are also aluminum-plated

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Turner Mark III (1964) - functional design

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Turner Mark III (1964) - compact sports car

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Turner Mark III (1964) - only 105 cm high

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Turner Mark III (1964) - only 137 cm wide

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Turner Mark III (1964) - fully orchestrated

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Turner Mark III (1964) - sporty cockpit

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Turner Mark III (1964) - bucket seats with good lateral support

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Turner Mark III (1964) - ready to go

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Turner Mark III (1964) - Additional instruments for water temperature, oil pressure, charging current and fuel level

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Turner Mark III (1964) - the control unit for the Wingard heating system

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Turner Mark III (1964) - no frills - everything the driver needs is there

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Turner Mark III (1964) - enough space for two people

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Turner Mark III (1964) - Ford four-cylinder positioned as far back as possible

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Turner Mark III (1964) - the in-line four-cylinder engine from the Ford Industrial Division is strikingly painted

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Turner Mark III (1964) - the 1.5-liter engine should produce around 85 hp

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Turner Mark III (1964) - the Ford engine dates back to the pre-Crossflow era

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Turner Mark III (1964) - the air filter housing had to be painstakingly rebuilt during restoration

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Turner Mark III (1964) - obtaining the heater was a challenge, most gymnasts no longer have it

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Turner Mark III (1964) - flat air filter housing

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Turner Mark III (1964) - original stickers and lettering

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Turner Mark III (1964) - with contemporary auxiliary headlights

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Turner Mark III (1964) - narrow tires

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Turner Mark III (1964) - the air intake on the hood

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Turner Mark III (1964) - side exhaust under the driver's door

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Turner Mark III (1964) - beautiful spoked wheels, not chromed of course

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Turner Mark III (1964) - the opener for the trunk

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Turner 803 (1956) - G. Wilkins drives a Turner for AR at Goodwood

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Turner Sports (1958) - with Austin technology and plastic bodywork

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Turner 803 (1958) - during test drives at Goodwood in 1958

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Turner Sports (1959) - racing on the road

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Turner Mk II (1960) - Chassis construction

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Turner Mk II (1960) - the Alexander Querstrom cylinder head for the Austin engine

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Turner Mk II (1960) - at Goodwood Test Day with Alexander engine

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Turner Sports (1960) - with plastic body and large-scale production mechanics

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Turner Mk II (1963) - with Alexander engine

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Turner Mark III (1964) - pictures from the restoration (2018-2019), which started with a very good base

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Summary

Hardly anyone would recognize a Turner Mk III on the road, most would probably mistake it for an MG Midget or Austin-Healey Sprite. However, it was vastly superior to these in its day. However, it was also significantly more expensive, which is why it remained a rarity. This driving report is about one of the few Turner Mark IIIs with a Ford engine on the road in this country and shows it in many current and historical pictures. The history of the brand, brochures and a sound sample are also included.

This article contains the following chapters

From the Special to the (small) series
No own engines
Continuous evolution
Hybrid - racing and everyday car
A hand grenade
The last throw
What more do you need?
Extensive restoration
Further information

Estimated reading time: 7min

Preview (beginning of the article)

Jack Turner (1916-2011) had gasoline in his blood. In the 1940s, he drove a heavily modified MG K3 with some success, then switched to his own special in 1951. Others became aware of him and ordered chassis and suspension elements. Turner perfected his ladder-frame chassis and recognized new niches in the market. In 1955, Turner presented the A30 Sports. The chassis was lightweight and consisted of two thick longitudinal and two thick transverse tubes as well as mountings for chassis parts, drivetrain and body. The body was made of plastic and the suspension, including the four-cylinder engine and gearbox, came from the Austin A30. This meant that Turner was even ahead of the Austin-Healey Sprite and the British Motor Company saw it as a competitor, which is why the parts had to be procured at great expense from Austin dealers, making the small sports car expensive.

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