Dellow

Dellow was a small British sports-car marque active principally from 1949 to 1956. Its cars were built at a factory owned by Delsons, a Birmingham-area manufacturer associated with nuts and bolts, at Alvechurch south of Birmingham. The company was established by Ken Delingpole and Ron Lowe to create road-usable competition cars for enthusiasts taking part in trials, rallies, driving tests and hill-climbs. The resulting vehicles combined simple Ford mechanical components with an unusually light, purpose-built chassis and compact aluminium coachwork. The project developed from Lowe's special and from a series of early prototypes, some of which used Austin Seven chassis. As Austin Seven components became harder to obtain, Dellow moved toward an A-frame chassis powered by the 1,172 cc Ford 10 engine. The structure used light tubular steel, including surplus chrome-molybdenum rocket tubing left over from the Second World War. This construction helped keep weight low and gave the cars a rear-biased balance that suited trials competition. Early bodies were particularly austere, with some cars lacking doors, while later versions gained more developed bodywork and optional or standardised practical features. Dellow's engineering was deliberately straightforward and accessible. Most cars used Ford beam axles, Ford drum brakes, shortened Ford torque tubes and three-speed Ford gearboxes. Engines were commonly mildly tuned, with twin SU carburettors available on a Dellow alloy manifold. A Wade-Ventor supercharger installation was also offered as an option. Later models adopted more sophisticated suspension, including rear coil springs, telescopic dampers and Panhard rods. The Mk V incorporated front coil springs while retaining a one-piece Ford beam axle. A small number of cars were fitted with four-speed Morris 10M gearboxes, including the lightweight car developed for speed events by Tony Marsh. The marque earned a strong reputation in British club motorsport. Dellow drivers achieved notable results in trials, driving tests, hill-climbs and rallies, including overall honours in the Motor Cycling Club's Daily Express National Rally and the Circuit of Ireland Rally. Tony Marsh, who competed in a Dellow before becoming a highly successful hill-climb driver, later won the RAC Hill Climb Championship six times. Another Dellow-associated driver, Peter Collins, subsequently competed for HWM, BRM, Vanwall and Ferrari. The cars' competition success was central to the brand's identity and helped distinguish Dellow from more conventional small sports cars. Styling was developed by Lionel Evans through his Radpanels coachbuilding business in Kidderminster. The range progressed through Mk I to Mk V variants, including a 2+2 model and a one-off Ford Consul-engined Mk IV. Approximately 300 Dellows are believed to have been constructed at Alvechurch. Completed cars were sold through selected dealers in Britain and exported, mainly to the United States. Some rolling chassis were also supplied to customers who intended to construct their own bodies. After the original Alvechurch production ended, a separate business called Dellow Engineering, based near Oldbury, Birmingham, produced a small number of Mk VI cars. The Mk VI used a ladder chassis and independent front suspension and continued the marque's use of aluminium body panels, despite later descriptions sometimes incorrectly identifying its body as fibreglass. Production was very limited. Dellow is now primarily known as a historic British competition-sports-car marque, with surviving cars valued for their rarity, light construction and association with post-war amateur motorsport.

Dellow's origins lay in the post-war British enthusiasm for trials and other forms of grassroots motorsport. Ron Lowe had developed a special based on an Austin Seven chassis, and this experience contributed to the creation of Dellow Motors with Ken Delingpole. The partners sought to produce a car that could be driven on public roads but also adapted to demanding amateur competition. Production was established at Alvechurch in a factory owned by Delsons, whose industrial background provided a manufacturing setting for the small-scale enterprise. The earliest prototypes included several Austin Seven-based cars. Because usable Austin Seven chassis were increasingly scarce, the production design adopted the 1,172 cc Ford 10 engine in a lightweight A-frame chassis. The frame was reinforced with tubular steel, including surplus chrome-molybdenum rocket tubes, and covered with aluminium panels. The resulting car was compact, simple and light, with a rearward weight distribution that was advantageous in trials. Early examples generally had minimal accommodation and some were built without doors. The first regular model, the Mk I, appeared in 1949. It retained a basic Ford-based layout, with a Ford beam front axle, transverse leaf spring, rear quarter-elliptic springs, cable-and-rod drum brakes and friction dampers. Most cars used a three-speed Ford gearbox. Engine tuning remained relatively modest, although twin SU carburettors and a Dellow manifold were available, as was a Wade-Ventor supercharger system for customers seeking greater performance. The Mk II, introduced in 1951, brought a stronger rear chassis section with coil springs, separate telescopic dampers and a Panhard rod. The improved structure allowed doors to be offered as an option. The Mk III followed in 1952 as a 2+2 version, extending the car's usefulness beyond strictly competitive applications. A Ford Consul-engined Mk IV was produced as a special one-off around 1954. The Mk V, also associated with 1954, developed ideas from the lightweight Dellow prepared by Tony Marsh for speed events. It introduced front coil springs working with telescopic dampers while retaining a single Ford beam axle. Competition success was a major part of Dellow's identity. Dellows performed strongly in trials, driving tests, hill-climbs and rallies during the early 1950s. They took overall honours in the Motor Cycling Club's Daily Express National Rally and the Circuit of Ireland Rally. Tony Marsh used a Dellow as part of his early competition career before becoming an RAC Hill Climb Champion six times. Peter Collins also progressed from Dellow competition driving to later careers with HWM, BRM, Vanwall and Ferrari. These results demonstrated that the cars could compete effectively despite their small engines and simple construction. Dellow bodies were styled and constructed through Lionel Evans's Radpanels business in Kidderminster. Cars were sold through selected British dealers, and some were exported, particularly to the United States. The company also supplied rolling chassis for individual body construction. The cars were used not only in competition but also as ordinary enthusiast transport; documented uses included family touring with a caravan and commercial use by agricultural engineers. The original Alvechurch operation produced roughly 300 cars in total before ending in the mid-1950s. A successor business, Dellow Engineering of Oldbury near Birmingham, produced the Mk VI around 1957. This model used a ladder chassis and independent front suspension and remained aluminium-panelled rather than adopting the fibreglass body sometimes attributed to it. Only a very small number were made. A few replicas were built after the factory closed, but Dellow ceased to be a continuing volume manufacturer. Its surviving cars are now historic British sports and competition vehicles, preserved and used by collectors and vintage-motorsport participants.

• 1957

  Mk VI produced by Dellow Engineering

  [1]Dellowen.wikipedia.org

  The successor business Dellow Engineering produces a limited number of Mk VI cars with a ladder chassis and independent front suspension.

• 1956

  Original production ends

  [1]Dellowen.wikipedia.org

  The main Dellow production operation at Alvechurch ends after approximately 300 cars are believed to have been constructed.

• 1954

  Mk V and lightweight competition development

  [1]Dellowen.wikipedia.org

  The Mk V develops the lightweight Dellow prepared by Tony Marsh and adds front coil springs with telescopic dampers.

• 1952

  Mk III introduced

  [1]Dellowen.wikipedia.org

  Dellow expands the range with the Mk III 2+2 model.

• 1951

  Mk II introduced

  [1]Dellowen.wikipedia.org

  The Mk II gains a stronger rear structure, coil springs, telescopic dampers and a Panhard rod; doors become available as an option.

• 1950

  Ford 10 powertrain adopted

  [1]Dellowen.wikipedia.org

  With Austin Seven chassis in short supply, the company moves to a 1,172 cc Ford 10 engine in its lightweight A-frame chassis.

• 1949

  Dellow production begins

  [1]Dellowen.wikipedia.org

  Dellow Motors begins producing lightweight Ford-powered sports cars at the Delsons factory in Alvechurch.

• 1947

  Early Dellow prototypes

  [1]Dellowen.wikipedia.org

  The earliest prototypes were developed from Austin Seven-based specials, including Ron Lowe's earlier competition car.

A specialist British enthusiast marque focused on lightweight, affordable and competition-capable sports cars for trials, rallies, hill-climbs and road use.

• Prototype sports cars · 1947

  Dellow Prototypes

  The earliest Dellow prototypes were based on Austin Seven chassis and developed from Ron Lowe's special. They served as the engineering and competition foundation for the production cars that followed. Several individual prototype vehicles are identified in historic records, reflecting the marque's small-scale, experimental beginnings.

• Two-seat sports car · 1949

  Dellow Mk I

  Introduced in 1949, the Mk I was a basic lightweight two-seat sports car powered by the 1,172 cc Ford 10 engine. It used an A-frame chassis, aluminium body panels, Ford running gear and drum brakes. Early examples were especially austere and could lack doors, reflecting the model's emphasis on trials and low weight.

• Two-seat sports car · 1951

  Dellow Mk II

  The Mk II introduced a more robust rear chassis section with coil springs, separate telescopic shock absorbers and a Panhard rod. These changes improved control and structural stiffness while allowing doors to be specified. It retained the Ford-based mechanical layout and remained suitable for both road use and amateur competition.

• 2+2 sports car · 1952

  Dellow Mk III

  The Mk III was a 2+2 development of the Dellow concept. It broadened the car's appeal by providing limited additional seating while preserving the lightweight construction and Ford-derived mechanical components that defined the marque.

• Special sports car · 1954

  Dellow Mk IV

  The Mk IV was a rare 2+2 variant associated with approximately 1954 and was built as a one-off with a Ford Consul engine. It represents an experimental expansion of the Dellow formula rather than a widely produced series model.

• Competition sports car · 1954

  Dellow Mk V

  The Mk V drew on the lightweight Dellow developed by Tony Marsh for speed events. It introduced coil springs at the front over telescopic dampers while retaining a one-piece Ford beam axle. Most examples continued to use the three-speed Ford gearbox, although special cars could receive a four-speed Morris unit.

• Sports car · 1957

  Dellow Mk VI

  Produced in small numbers by Dellow Engineering after the original factory operation, the Mk VI used a ladder chassis and independent front suspension. Its body continued to use aluminium panels, despite occasional descriptions that incorrectly classify it as a fibreglass-bodied car.

• 1957

  Development of the Mk VIGeneration change

  Background

  Following the end of the original Alvechurch production, a successor operation continued limited development under the Dellow Engineering name.

  Action taken

  Dellow Engineering produced the Mk VI with a ladder chassis and independent front suspension.

  Aftermath

  Only very few Mk VI cars were made, and Dellow did not return to sustained volume production.

  Source

• 1951

  Introduction of the Mk II chassis revisionGeneration change

  Background

  The original rear suspension and chassis arrangement was developed for greater strength and control.

  Action taken

  The Mk II received a stronger rear chassis section, coil springs, telescopic dampers and a Panhard rod.

  Aftermath

  The stiffer design also allowed doors to become an optional feature, making the car more usable beyond competition events.

  Source

• 1950

  Shift from Austin Seven chassis to Ford-based productionStrategy

  Background

  Austin Seven chassis used by the earliest prototypes became difficult to source in sufficient numbers.

  Action taken

  Dellow adopted the 1,172 cc Ford 10 engine and a lightweight A-frame chassis for its main production cars.

  Aftermath

  The Ford-based layout became the technical foundation of the Mk I through Mk V range and supported the marque's competition-oriented positioning.

  Source

1. 1Dellowen.wikipedia.org