Inside, though, I’m still smiling. It’s simply impossible not to when driving the Pembleton T24. It is the antithesis of the modern driving experience, not defined by headline-grabbing numbers, but purely by the utter immersion and the absolute joy of interacting with a simple, lightweight vehicle.
It’s a throwback to the cycle cars of the prewar period, which, as the name suggests, were a sort of halfway house between a motorcycle and a motorcar. Back in their heyday in the 1910s and 1920s, they provided inexpensive driving fun and, thanks to Pembleton, that’s still very true today.
The Pembleton Motor Company was established in a shed in rural Worcestershire a little over 25 years ago when founder Phil Gregory designed a Citroën 2CV-based three-wheeler and went on to make it available in self-build form.
These days, with son Guy at the helm, Pembleton only makes complete vehicles. There’s still a three-wheeler, the V-Sport, but the four-wheeled T24 makes up about 90 percent of sales. Phil continues to weld every chassis, while the aluminum body is cut and formed by hand and riveted in place by a team of six craftsmen.
At any one time, there are seven or so cars in build, with the company’s output no more than 20 a year. Each, as you’d expect, is subtly different, with a lengthy list of options from paint, dashboard, and gauge cluster finishes to luggage racks and electric seat warmers.
Popping my head into the workshop, seeing assorted cars on stands, and listening to the sound of hammer on metal is also a joyful experience, and one that customers often get quite absorbed in. As you can imagine, there’s a certain eccentricity to Pembleton buyers; one owner recently asked if a hole could be cut in the rear to make space for his pet pooches—a doggy seat, if you like.
Although Pembletons are currently only certified for road use in the U.K., two cars in the shop are headed for owners in Norway, and one customer lives in the Middle East. The day after my visit, an American prospective buyer is stopping in. “Even though he knows the car isn’t legal in the U.S. and that our insurance means he can’t drive it, he’s still keen,” says Guy.
It’s conceivable that Pembletons could be imported to the U.S. under Show or Display rules, but with a waiting list of around one year, the company isn’t looking actively looking for new markets. Sorry, guys.
Seeing the cars in build also gives me the chance to get a closer look at the Pembleton’s workings, and although there’s not a lot to it, what’s there is very carefully considered.
Most obvious is the V-twin engine mounted right up front. It’s an 850-cc Moto Guzzi motor, tuned for just over 80 horsepower. Doesn’t sound like much, but it’s considerably more than was originally sent through the Citroën 2CV transmission. Pendleton replaces all the internals and also offers different gear sets for acceleration or more relaxed touring.
The idea of covering long distances in such a frill-free machine might sound ambitious, but Pembleton buyers are hardy souls and have taken road trips to Portugal and to Corsica and Sardinia. It helps that there’s a cavernous compartment behind the seats for luggage.
Specs: 2025 Pembleton T24
Price: $46,152
Powertrain: 850-cc V-Twin, front-wheel-drive, four-speed manual transmission
Horsepower: 80 hp
Torque: 59 lb-ft
Layout: Two-seater open cyclecar
Weight: 794 pounds
EPA-rated fuel economy: N/A
Range: 250+ miles
0–60 mph: untested
Competitors: Caterham Seven
Bespoke instruments with brass surrounds to match the car’s nose contribute to a high-quality feel, as does the single-piece aluminum gear selector.
Back to the technical side, there’s independent suspension and disc brakes all ’round (inboard à la 2CV up front), while the dampers are also inboard. Spindly wire wheels wear skinny Longstone tires. The twin exhausts run the full length of the car and are described by Guy as “hand warmers.” They’re wrapped in heat-resistant material so you can touch them without frying your fingers.
Adjusting the driving position requires an Allen key, but it’s something most drivers will obviously only need to do once. The suspension can also be altered to taste.
In Pembleton’s ruby red demonstrator, it’s been set to be quite soft, and, as I head out down the weather-beaten lane from the factory, it immediately seems well-judged. As the V-twin warms up, it’s a little hesitant at times, but soon settles down. It’s suitably torquey and happy to putter along, parping from the exhaust as it goes.
I’ve previously owned (and even raced) a 2CV, so the push-pull transmission popping out of the machined dashboard is familiar. It’s more precise than I remember and, having cleared the village and found myself on a more open road, is quick to shift when revving the twin to its 7500-rpm limit.
Although the T24 is front-driven, it only gives the game away by a slightly ponderous turning radius and the occasional spot of wheelspin. There’s no noticeable torque steer, although the tall tires do follow every camber change in the road, so I’m constantly adjusting the steering. There’s a level of grip that belies the extent of rubber meeting road and, when the front end does feel like it’s about to let go, a quick throttle lift sends the weight balance forward and brings the rear end into play.
The combination of twin-pot cacophony and a full-face assault from the wind is far more exhilarating than any drive in recent memory—and it’s not so long since I was behind the wheel of a Porsche Carrera GT. That Pembleton can produce a million-dollar grin for as little as £35,000 plus taxes ($46,152) is extraordinary.
My drive is cut a little short by the weather and a lack of preparation for lumps of ice to the forehead, but if I’d had more suitable headgear, Greg would have had to pry the keys from my hands.
2025 Pembleton T24
Highs: Big smiles in a tiny package. One of the most immersive driving experiences imaginable.
Lows: No weather protection. Not available in the U.S.
Takeaway: A tiny time machine that takes you back to the glory days of motoring.
Report by Nik Berg for hagerty.com
