ERNIE UNGER STORY
switching from drop to sliding windows
and did some re-engineering as testing
had thrown up a few teething problems.”
The problems were mostly minor but it
was the lack of cooling that caused brows
to furrow the most. The standard Mini
radiator, rear-mounted, buried deep in
the bowels of the car, certainly had the
required volume, but inadequate ventingresulted in the A-series becoming all hot
and bothered. The solution proved to be
as innovative as it was unusual. The team
devised a very effective combined heater/
radiator matrix that could be positioned
neatly in the nose of the car, directly in
the airflow.START TO FINISH
Nonetheless, as a result of the
development delays, the first customer
Unipower GT didn’t actually leave the
factory until late 1966. Cost was £950 for
a Cooper 998-engined version, climbing
to £1150 if the buyer opted for 1275
Cooper S power. Plus for various reasons,
the build process proved to be labour-
intensive and hence, slow. Consequently,
UPD’s interest waned and late in 1968
Piers Weld-Forrester, an aspiring racing
driver, took over the helm, by which time
it’s thought that around 40 Unipowers
had been produced. Val, whose
contribution was significant, left soon
after to pursue other projects and the
new company UWF (Unger, Weld
Forrester) set up in nearby Park Royal.
Specialised Mouldings put the body/
chassis together and delivered them to
Park Royal. Having learnt important
lessons at UPD, the UWF facility, whichwas home to the paint shop, assembly
line and parts department, was well
planned, cleverly integrated and smooth-
f lowing. A revised car was shown at the
1969 Racing Car Show and a race car had
been built for Group 6 events. A very
good practice session for the 1969 Targa
Florio boded well. Unfortunately, early
the following day, a mechanic crashed
the car! Still, this was an unforeseen
problem; the Unipower was undoubtedly
a quality car with huge potential.
Unfortunately, as often happens with
emergent small-scale specialist
companies, the wheels began to fall off
the business.
Weld-Forrester planned to race a
Unipower he’d acquired. Alas, his high-
octane aspirations hit the company
where it hurt most - in the balance
sheets! Ernie, who was juggling his day
job, racing team commitments and his
directorship of UWF, was caught
unawares. “Piers’ racing desires took
over,” rues Ernie. “Working life became
sidetracked and the unapproved drain on
company resources brought UWF down.
We simply didn’t have the resources to
continue. Regrettably, production ceased
in December 1969 and the company was
wound up in January 1970... the month
we were due to show our demonstrator at
the Racing Car Show.”
Records show that just 72 Unipowers
were made, of which around 40 have
survived, the majority residing overseas.
Good examples fetch significant prices,
which ref lects the Unipower’s specialist
car stature, if not its actual size. For
many, the diminutive, deliciously-styled
and very competent Unipower GT, a car
that drives as sublimely as it looks, and
encapsulates the free-spirited ‘swinging
sixties’, is truly the jewel in the ‘Mini-
alternative’ crown.Janspeed bought and prepared this car in 1967.
It was later acquired by Piers Weld-Forrester.The Unipower not only looked
great, the low frontal area made
it extremely aerodynamic.ERNIE UNGER STORY
switching from drop to sliding windows
and did some re-engineering as testing
had thrown up a few teething problems.”
The problems were mostly minor but it
was the lack of cooling that caused brows
to furrow the most. The standard Mini
radiator, rear-mounted, buried deep in
the bowels of the car, certainly had the
required volume, but inadequate venting
resultedintheA-seriesbecomingallhot
and bothered. The solution proved to be
as innovative as it was unusual. The team
devised a very effective combined heater/
radiator matrix that could be positioned
neatly in the nose of the car, directly in
the airflow.START TO FINISH
Nonetheless, as a result of the
development delays, the first customer
Unipower GT didn’t actually leave the
factory until late 1966. Cost was £950 for
a Cooper 998-engined version, climbing
to £1150 if the buyer opted for 1275
Cooper S power. Plus for various reasons,
the build process proved to be labour-
intensive and hence, slow. Consequently,
UPD’s interest waned and late in 1968
Piers Weld-Forrester, an aspiring racing
driver, took over the helm, by which time
it’s thought that around 40 Unipowers
had been produced. Val, whose
contribution was significant, left soon
after to pursue other projects and the
new company UWF (Unger, Weld
Forrester) set up in nearby Park Royal.
Specialised Mouldings put the body/
chassis together and delivered them to
Park Royal. Having learnt important
lessons at UPD, the UWF facility, whichwashometothepaintshop,assembly
line and parts department, was well
planned, cleverly integrated and smooth-
f lowing. A revised car was shown at the
1969 Racing Car Show and a race car had
been built for Group 6 events. A very
good practice session for the 1969 Targa
Florio boded well. Unfortunately, early
the following day, a mechanic crashed
the car! Still, this was an unforeseen
problem; the Unipower was undoubtedly
a quality car with huge potential.
Unfortunately, as often happens with
emergent small-scale specialist
companies, the wheels began to fall off
the business.
Weld-Forrester planned to race a
Unipower he’d acquired. Alas, his high-
octane aspirations hit the company
where it hurt most - in the balance
sheets! Ernie, who was juggling his day
job, racing team commitments and his
directorship of UWF, was caught
unawares. “Piers’ racing desires took
over,” rues Ernie. “Working life became
sidetracked and the unapproved drain on
company resources brought UWF down.
We simply didn’t have the resources to
continue. Regrettably, production ceased
in December 1969 and the company was
wound up in January 1970... the month
we were due to show our demonstrator at
the Racing Car Show.”
Records show that just 72 Unipowers
were made, of which around 40 have
survived, the majority residing overseas.
Good examples fetch significant prices,
which ref lects the Unipower’s specialist
car stature, if not its actual size. For
many, the diminutive, deliciously-styled
and very competent Unipower GT, a car
that drives as sublimely as it looks, and
encapsulates the free-spirited ‘swinging
sixties’, is truly the jewel in the ‘Mini-
alternative’ crown.Janspeed bought and prepared this car in 1967.
It was later acquired by Piers Weld-Forrester.The Unipower not only looked
great, the low frontal area made
it extremely aerodynamic.