The Larmar Monocar: Britain’s Narrowest Ride?
Imagine a car so slim it could slip through a doorway. No, not metaphorically—literally. At just 28½ inches wide, the Larmar Monocar may well be the narrowest vehicle Britain ever produced.
Built by the Larmar Engineering Co Ltd of Margaretting, Essex, and launched in the austere post-war year of 1946, this delightfully odd single-seater was originally designed with a noble purpose: mobility for injured or disabled veterans. But it also found a modest niche as a frugal urban runabout, pitched to women as a practical shopping car.
Photo: Phil Parker
Under the tiny hood (well, technically behind the seat), the Larmar is powered by a 249cc BSA single-cylinder side-valve engine—borrowed from the C10 and C11 motorcycles—delivering a lively 8 horsepower. With fan-assisted cooling and a clever single-wheel drive that sidesteps the need for a differential, it was an impressively simple machine. Front sliding-pillar suspension and rear leaf springs ensured that, despite its size, the ride was less punishing than one might expect. Top speed? A respectable 35 mph—quick enough for a pint of milk and back.
More refined than most so-called ‘invalid carriages’ of its era (early mobility vehicles designed for disabled users), the Larmar featured a windscreen, a folding soft-top, and even a solitary headlamp. Later versions upped the ante with a 350cc engine, and a commercial van spin-off known as the Lorret boasted as much as 500cc. Production ran until 1951, and today, these quirky machines are as rare as hen’s teeth.
Take Paul Mellor’s example. Once displayed in a Pembrokeshire museum from the 1970s onward, it eventually joined a private collection and even passed through the hands of Bonhams—repainted a vivid green along the way. Then, three years ago, it popped up on eBay. Paul threw in the £5k starting bid, expecting to be outpaced. He wasn’t. Today, it’s believed to be the only fully roadworthy Larmar Monocar in existence, although as many as 6 may exist in some form.
Technical chassis diagram (non-electric start)
Novel in its conception, in its features of design, and in its construction, the Larmar is both a minicar and a monocar. It is intended to provide comfortable and economical transport for one person, and to be capable of passing through an ordinary gateway. Its overall width being just 28 ½ inches and length of 4ft 9in. Originally designed for disabled veterans, who could specify hand controls if desired.
There are many interesting technical features about its construction, as seen from the above drawing.
A petite driver makes the Larmar appear larger
Paul’s Larmar chassis after restoration
Larmar Technical, Lorret Truck & Company Details
Frame & Front Suspension
The frame is of the channel-girder type and extends behind the rear wheels to carry the engine and transmission. At the front a triangulated tubular framework with vertical members on which slide the steering head and stub axle assemblies between coil springs.. The front wheels are, therefore, independently sprung somewhat on the lines of the Lancia and Morgan of the time.
Rear Suspension
Independent suspension of the rear wheels is on different lines. The stub axles in the ends of tubular torque rods are pivoted on main frame members and suspension is effected by quarter-elliptic leaf springs bolted to a strong cross-member and projecting forward to the stub axle assemblies.
Steering
The steering is ingeniously simple – on the end of the column is mounted a sprocket for a roller chain. The chain also passes over a chain wheel carried by a bracket, and a crank attached to the chain wheel takes the place of the normal drop arm. The steering is geared down suitably and is very free-moving and light. The turning circle is 15 ft. Paul notes that it tends to wander slightly, making gaps interesting and requiring some concentration at speed.
Braking
Internal drum brakes on all four wheels are cable-operated through a simple equalizing mechanism of the floating lever type. They are applied by pedal, and by a pull-out pistol grip hand lever for parking. Paul sums them up with Brakes? – yes (just)
Engine
Power unit and transmission are on motor cycle lines. A BSA 250 c.c. single-cylinder side-valve air-cooled engine is fitted (as used on the C10 and C11 motorcycles. A cast aluminium three-blade fan is carried on ball bearings on the near side of the engine and driven by a V-belt. The air stream from it is directed by a cowling around the finned cylinder barrel and head. Performance is approximately 8 – 10 bhp, 35mph and 65 mpg. A 2-gallon petrol tank is fitted.
Transmission & Clutch
A roller chain, with a jockey sprocket on its upper length to maintain correct tension, runs to the clutch and an Albion three-speed gearbox. A second chain from the gearbox-driven shaft runs forward to a sprocket on a countershaft, which is carried on the near-side main frame member, and from the countershaft the final drive is by a third chain to the near-side rear wheel only. It should be noted that the countershaft is co-axial with the torque rod pivot, and therefore movement of the road wheel does not affect chain tension.
Clutch and Gear Change
The clutch is actuated by an enclosed cable from a conventional clutch pedal, and the gears are controlled by a lever in a simple form of gate. An accelerator pedal is linked to the throttle of the carburettor by a cable control. Engine starting is by a simple hand lever in place of the kick-start. Electric start was added to later models.
Electrics & hood
The engine uses a six-volt Lucas dynamo, chain driven, and the battery is carried beneath the driving seat. A headlamp recessed into the centre of the front panel. Early models carried the headlamp lowdown. Side and tail lamps are also fitted.
A hood is provided for wet weather and fits snugly onto the edge of the fixed screen, which is provided with a Lucas electric wiper.
Wheels
Pressed 8-inch steel wheels carry 16 x 4 in. Dunlop tyres
Model B
It is believed that there was a model B towards the end of production. This was 8 inches (20cm) wider to accommodate a folded wheelchair alongside the driver. This would also have had the 350cc engine.
Larmar Engineering Company
The company began in 1919 as a motor garage under the name The Margaretting Motor Works, fueling cars on the old London Road through Essex. Mr A.W.B Larcombe soon built up an excellent reputation for maintaining Rolls-Royces and Bentleys.
Larmar is a portmanteau of Larcombe and Margaretting. Larcombe was always experimenting and developing ideas, including devices to check spark plug performance under compression, and car wiring testers (adopted by Champion Plug Company). He also developed and manufactured a 490cc small open truck – the Lorret Truck, which was used on large estates and hospital grounds. There are no known surviving examples.
During the war, the company made precision aircraft parts for Mosquito and Wellington bombers. In 1946 the Larmar mini car was launched with approximately 200 built up to 1951. In the 1950s Larmar helped develop and produce blood transfusion pumps and a heart blood pump. By the 1960s the company was totally engaged in sub-contract work for defence, aerospace, electronic and surgical companies. With over 70 employees a second facility was opened in nearby Ingatestone. Mr A.W.B Larcombe passed away in 1972, the company continuing to be family-run with the 3 sons at the helm.
Larmar Engineering closed in 2022.
The Lorret Truck
The Lorret was a light, open-bodied 10cwt lorry (approx 1/2 ton payload) launched in 1937. Powered by a front-mounted JAP 490cc engine with a Burman 4-speed gearbox and chain drive to one of the rear wheels. It was very basic, being intended for use within estate grounds, hospitals, factories, stations, etc. Starting was by kick-start, with no suspension, and no lighting as standard. The price was only £85. Unfortunately, there are no known survivors of this little light commercial vehicle.
Paul’s Car (FMO 106)
Although it was intact when he bought it, there were still things that needed doing, so Paul stripped it back to its individual parts and started again. The engine was largely untouched, but the rest of it took about 300 hours in total. Lots of little jobs he had never done before, like making felt seals. Paul was lucky to find help at a local motorcycle shop (Stewarts Motorcycle Repairs) to assist with this folly. Mill, lathe, presses, etc. and a knowledge of old British bikes were invaluable.
He was incentivised to get it finished because he had entered the Shere Hill Climb (Shere Hill Climb 2025). “I had a few local trips before this but we essentially put it in a van for its first major outing. The hill is about a mile, then it is a 5 mile trip back to the start on normal roads. We did this 4 times without incident so just under 25 miles!”
“Since then it has really just been ‘in use’ making it out maybe 10-15 times a year. I haven’t really taken it to many shows, both because there aren’t many in range and because I’d actually rather be out in it than sitting by it in a camping chair. On that note it is odd, having had some more recognised classics, that it is this car that when I get back to the house, I think I’ll just go out for another 10 minutes, and then disappear off somewhere else! It is an oddity and somehow punches above its weight in the interest it generates.”
3-speed gearbox rebuild
Questions
Do you know of any other Larmar cars?
The only other one I know of is in the Lane Motor Museum (Nashville, Tennessee)
Does the car feel like it will tip over in bends?
No. If you tried you could tip it, but I think you’d have to really try. With bikes, cars, boats, etc you normally get a warning that if you push it further it is going to go bad, I have never got that far with the Larmar. The chassis is quite heavy, the engine and gearbox are both low down, as are the chains, batteries, etc. One thing it does do is wander slightly.
Is it easy to live with?
Yes, the 6v lights are adequate, but no brake lights (hand signals). I use E5 petrol with a lead additive. The brakes are a limiting factor as on many classics – no last-minute braking! On the whole, I feel very lucky to own it as it has been (largely) a great experience.
August 2025
Help needed!
Paul is going to be out of the country for a few years and is looking for a museum to take the Larmar whilst away. The British Motor Museum cannot help (due to lack of space, yes really). If anyone can help Paul find a suitable home for the tiny car please leave a comment or send us an email, and we will pass it on to Paul.
September 2025
Update
Apparently, there is an unrestored example at The Great British Car Journey (Ambergate) – not confirmed yet. Another Larmar is being restored in Scotland by Gary Aitken. At this rate we will have enough for a one-car race series! Storage suggestions are still welcome.
November 2025
Update
We are pleased to report that there is indeed a Larmar at The Great British Car Journey (Ambergate, near Matlock). The car is HVR51, seen above in the article. The car is an early model with low headlamp, and in very ‘unrestored’ condition, but it does run and is drivable! The museum also has a Peel P50, a Berkley, and a Frisky, so it is well worth a visit.
Videos
1946 Pathé News road test
of an earlier model
Larmar in action at the Shere Hill Climb 2019
Return to the start
drive on road
The Lane Museum car in a daft video
Gallery
Ease of entry was an important selling point
Lots of chains – starter not mounted
Optional hand controls
Previous vivid green bodywork
Thanks
Thanks to Paul Mellor for information and photos of his car FMO 106, and to Martin Larcombe for the full history of his family business.
I am in the process of restoring a Larmar in the north of Scotland. the chassis and running gear are completed and running i am now restoring the bodywork which is very rough. also there is a Larmar on display in Un restored condition at the Great British car journey Museum Ambergate DE56 2HE
Hi Gary, that is very interesting to hear! We would love to see the finished project. I will amend the article with the new information. (I think Paul sourced door handles and maybe switches from us).
Hi. Fascinating article about this car. I’m rebuilding (slowly) a 1950 S1 80” landrover so appreciate the simple and often quirky mechanics of this Larmar.
Anyway, I have a perfect suggestion for where to display this car, the Isle of Man Motor Museum. https://www.isleofmanmotormuseum.com/
It’s a fantastic museum and has an amazing collection of ‘alternative’ vehicles including many micro cars and the epic Peel P50! Please reach out to them or get back to me and I can provide owner contact details. I hope to see the Larmar in this museum! Thanks. Ben
Hi Ben, thanks – so glad you enjoyed the article. Yes, can see the attraction of simple utility design! Thanks for the suggestion – I will pass that on to the owner.
Hello, I am the Grandson of the designer and manufacturer of The Larmar Car. If Paul would like to get in touch please pass on my details. Thankyou for the article interesting and accurate on the history of the vehicle.
Hello Martin, Wow – great to hear from you and thank you for the comment. I will drop you an email. Kind Regards, Paul
Hi, I work at the Great British Car Journey. We have an unrestored on and can confirm its here. Its actually the one in your post “HVR 51”. We have afew “microcars” like a Peel P50, Berkley, Frisky and up until recently we had an AC Invacar! Heres a picture on our Facebook – https://tinyurl.com/58k5ky5t – It also runs and drives!
Hi Riley – thanks for your update, that is great to know! I will update the article.