Robert Mandry, working out of his premises in Ottershaw, successfully launched the Mk1 Scamp. This continued in production for 8 years, until 1977. Unfortunately production figures are not available for these early years, but certainly the highest rates of production were to be witnessed: annual build figures of 200 plus were certainly achieved. Like all subsequent models of the Scamp, jigs were used to ensure chassis accuracy in order to make the fitting of Mini mechanics as straightforward as possible. In the case of the Mk1 both front and rear subframes were employed.

The first change in the Scamp design came in this year, when a whole new chassis was developed. This reflected better the style of the period as well as a call for a more robust chassis and higher headlamp positioning. This new platform obviated the need for a good rear subframe by mounting the trailing arms directly onto the chassis. A late development by Robert Mandry was the introduction of optional Gull-Wing doors. In 1987, ownership of the Scamp Motor Company passed to it's second proprietor, and long-time Scamp fanatic, Andrew MacLean.

With a new owner, the Scamp project got a new lease of life. Andrew MacLean had already owned a few Mk2s and was anxious to incorporate a few of his own ideas in order to improve the chassis' longevity in the hands of an ever more demanding ownership. Although the chassis remained visually similar to the earlier Mk2, significant changes were incorporated to improve the rear suspension mountings and wheel clearances. 12 inch diameter wheels could now be fitted, giving a useful increase in ground clearance.

Now it was Andrew's opportunity to put his stamp on Scamp design. The product was again in the ascendancy and, with annual sales the highest for many years, time was ripe for a whole new image. The Mk3 heralded a new era of Scamps: the kits were available in a choice of wheelbases, various soft-top options, saloon or work-horse variants and with a civilised Cab-Kit for greater practicality. Over the years the model was developed to enable Metros to be employed as donor vehicles. A well built Mk3 can be parked in the company car park and come dangerously close to blending in! Concentration on the four wheel drive models, together with the requirements of SVA, led to the withdrawal of Mini based kits at the end of 1999. However, if you own a much loved, but tired, Mk3 then it is still possible for us to supply everything you need to restore it to its former glory.

By this time, the Mk2 was looking a bit long in the tooth, so a cheaper partner for the Mk3 was drafted. This shared the design cues of its sister, but due to chassis simplicity could be offered at a slightly reduced price. The GT3 had arrived, setting new standards for cheap transport. Regrettably, the GT3 could not be modified to satisfy the safety requirements of the SVA Regulations, so was withdrawn in early 1999.

This marked the most significant change in design up to this time. Whilst the Mk4, generally known quite appropriately as the Mk4x4, retains the characteristic Mk3 outline, everything under the skin changed. Out went the Mini running gear, to be replaced by a choice of Four Wheel Drive chassis. The GT4x4 shown here was the first prototype: the styling was later amended from that of the GT of 1993 to the more practical door aperture of the Mk3.

If the adoption of 4 wheel drive represented the most radical change to the Scamp pedigree, by changing the dirty bits from Mini to Suzuki, then the latest Mk4, The Rowfant, certainly caused a few raised eyebrows regarding the body design! We like to think that the Scamp heritage has been retained - simply visually altered to change its appeal. The off-road capabilities are retained, employing four wheel drive, but appearances have been designed to fool the less well informed. Here the prototype, all set for off-road adventures.