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The Gordon Keeble GK1 was built to go head-to-head against models from luxury brands such as Mercedes-Benz and Jaguar.

Forgotten luxury GT carmaker, Gordon-Keeble briefly burst on to the scene with its sole model the GK1 in 1964, a fully fledged rival to Ferrari, Jaguar, and Mercedes, only to disappear three years later with production barely reaching triple digits.

What went wrong? The GK1s early development phase should have been a sign of things to come, even the show car almost didn't happen thanks to supplier issues, engineering and design partner Bertone rescuing the carmakers efforts puling off the near impossible with a functioning show car in under a month. Production hurdles aside, it would be financial difficulties that ultimately spelled the end for Gordon-Keeble, gearheads old enough to remember the GK1 reminisce of what could have been, those too young are blissfully unaware it ever existed.

Fifty plus years later the GK1 is alive and kicking, the vast majority of production cars are still in existence, fully documented, and well maintained. Looking back at what could have been, the GK1 is a classic car deserving more recognition.

The chances are most gearheads won't have heard of Gordon-Keeble, and that's fine, often the least known cars turn out to be the best of machinery, the GK1 is no exception. Britain, best known for high-performance GTs with their share of quaint foibles, led the automotive world during the 50s and 60s, a boutique marketplace for gearheads wanting something unique.

A chance collaboration project with somewhat nomadic origins, Gordon-Keeble production originated in the London suburb of Slough, later relocating to Eastleigh and finally Southampton, the lengthy development period dating back to 1959 with the coming together of John Gordon and Jeff Keeble.

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Naturally, to compete with the finest machinery on the planet at the time, styling would need to be a bit more Italian chic rather than British old-school. Standing out from the crowds would need an artisan, a man who would become one of the most prolific and famous car designers, period.

Enter Bertone, or more specifically Giorgetto Giugiaro, famed and well respected for dozens of classics, Maserati, Alfa Romeo, Lamborghini, and Lotus, in all 200+ cars bear the Italian's creative stamp. The GK1 first appeared at the 1960 Geneva Motor Show, hastily assembled in 27 days due to delays in component delivery. Post show, the GK1 prototype underwent a rigorous testing schedule before shipping to the US.

Naturally, specification changes were to be expected prior to the final production GK1s began, it was the arrival in Detroit that transformed Giugiaro's gorgeous coupe in to a serious high performance GT. In show form, a Chevrolet-sourced 4.6-liter V8 was married to a box steel tubular chassis clad in steel panels.

Demonstrating the GK1s potential won over Chevrolets executives, rubber-stamping a deal to supply bigger 5.4-liter V8s rated at 300 hp which combined with a move to fiberglass bodies gave Gordon-Keeble a welcome boost in performance, the GK1 closing in on 150 mph.

Old-school white on black dials, rows of toggle switches and a cockpit finished in period diamond stitched quilted aircraft PVC, the GK1 has a feel of first generation jets to its interior. Whether it's on par with premium brands of the time is a matter of personal taste, it does look the part.

By design or not, perhaps Gordon-Keeble opted for the GK1s aviation feel in a nod to the brand's first client. In 1959, going by the name of Gordon GT, built specifically for US pilot.

The brand's naming is easy to understands, (John) Gordon + (Jeff) Keeble, both adoring the side of every GK1 produced, even the post takeover, miniscule run of two cars made under ownership of Howard Smith/Geoffrey West as Keeble Cars wore the founders' scripted names.

However, bearing a somewhat peculiar choice of hood badge featuring a tortoise is in direct reflection of Gordon-Keebles performance GT aspirations, the legendary shelled pet isn't known for its turn of speed. In reality, a chance photo-bomb by a stray pet at the GK1s first photo shoot inspired the carmaker to adopt the tortoise. For the record, the GK1 was much quicker, topping out at 147 mph, needing six seconds to reach 60 mph.

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There is no mistaking the GK1's twin slanted headlight arrangement, a configuration normally found only on the finest and most exotic machinery of the period, Lancia, Lagonda, and Rolls-Royce placing Gordon-Keeble's offering in good stead.

Round the back, more high-end influences are to be found, the near mandatory twin-exhausts protrude from under the bumper. Cast your gaze over the sloping trunk line and a pair of exquisite chrome finished fuel filler caps, one per side at the rear screen's lower corners, led to separate fuel tanks. More is better? Or a case of internal space, it's a nice touch.

Alloy wheels are all the rage, you'd be hard pushed to find any production car on sale today without them, and yet they go back a lot further than most gearheads realize, alloys first making an appearance in the 1920s. However, wire wheels and solid steel wheels were the more common choices, Gordon Keeble despite equipping the GK1 with a fiberglass body for weight saving specced heavier steel items.

Fresh from the factory, 15" steel items wrapped in Avon Turbospeed rubber held in place by Centerlock nuts, a practice adopted from the world of racing. The GK1, despite US and German moves to ban the use of Centerlock nuts on safety grounds during the late 60s, continued the design until Gordon Keeble's collapse.

A high performance luxury GT that sadly never achieved the success it deserved, produced between 1964-67 with 100 cars completed before the company closed up shop due to financial difficulties. Today, the Gordon Keeble owners club claim an impressive 90 GK1s still exist, most with collectors who appreciate this rare GTs enduring charms.

Price played a big part in Gordon Keeble's (later Keeble Cars) demise, at its launch listing for an unrealistic £2798 in a market flooded with both faster and prettier cars, Jaguar offering the XKE for £2250. Today, at auction, prices for well cared for examples reach $90-120,000.

The advantages of small production runs become evident in keeping tabs on the car's locations, the Gordon Keeble Owners Club not only production details of the car's history and production change but also where each survivor can be found regardless of location.

A quick run through of owners cars and chassis numbers reveals despite being solely assembled in the UK GK1s can be found as far afield as America, Australia and other nations, the club going so far as to record cars lost or destroyed in accidents.

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Official productions numbers state 100 GK1s were produced by the end of 1967 including the eight cars manufactured under Keeble Cars.

A brief resurrection occurred in 1968, the carmakers remnants purchased by US businessman John de Bruyne, the ensuing run of two cars adopting de Bruyne branding making the New York Motor Show. Beyond this, Gordon-Keeble has long since ceased to exist.

Raised in a car-obsessed environment from an early age ensured a keen interest in anything car-related. first and foremost an F1 fan, but also an avid follower of other motorsports. Professional background working closely with a well established UK based Supercar manufacturer in recent years.