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(Last Update, 7/13/15)
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Plase Note: This is the totally and completely un-official history based on what is now 40+ years of ownership
and following of this little car from Marbelhead, MA. Just a pile of what I've heard, found and seen over the
years as an owner or fan. - Bob Elliott - 2002-2016
The Start (1967-69)
Ray Caldwell's Autodynamic's Corp. was already an established racing company when in 1967 they got into the dune buggy business
with Alex Dearborn introduced the Series 1 Deserter. The Series 1 dune buggy sold briskly for two years while and helped fund the
Autodynamic's racing effort, racing always requires more cash. Credit for the basic shape or design of the Deserter GT must go to
the designer Mel Keys who created the first swoopy shaped buggy or Bounty Hunter shape. Mel's original design was modified by his
partner Brian Dries who later adapted the concept for market and the Bounty Hunter was born. The result was an impressive and
very unique car with demand for this body resulting in the founding of Glass Enterprises of Burbank California by Dries. The number
of Bounty Hunter bodies produced is unknown to me, but the company folded in 1971,along with most other buggy manufacturers.
The Hay Days (1969-1972)
These times are pretty well covered in Alex Dearborn's - The Deserter Book - but no longer available. But to summarize a bit and
add some distinction between the Bounty Hunter vs. Deserter GT or even the Marauder GT's, here's a bit to go on. Somewhere
around 1969 the Autodynamics Deserter S1 had a face-lift with the Bounty Hunter front end grafted to the familiar Deserter
84-inch wheelbase. The Deserter GT buggy as it was called was not an exact copy of the Bounty Hunter, but a fully licensed and
modified version. The resulting GT met the Massachusetts DMV regulations of the time and the race car culture of the folks at
Autodynamics. Using the inner tub of the Series 1 Deserter, with the nose and lines of the Bounty Hunter, but s-t-r-e-t-c-h-i-n-g
them after the windshield posts in the seat area, to some actually improved on the original looks of the Bounty Hunter!
Other modifications or changes from the Bounty Hunter included a larger rear apron that did a pretty good job of covering more of
the VW engine and most of the Corvair engine helped keep the Massachusetts DMV and local police happy. A newer version of
windshield posts were developed with a flat flange that served as a stop for the doors of the soft and hard tops.
Autodynamic's was a pretty good size operation at the time and in addition to the very successful race car business, they offered
many options specific to the GT that really set them apart from the average buggy suppliers. It was easy to personalize your car
and build anything from a basic street car, to an off-road or a real track racer using the mid-engine GS chassis kit right out of the
The documented (Best Guess) total production quantities of Deserters made by either Autodynamics and/or Dearborn are as follows.
Total Deserter S1 or Mk1 Manx clone bodies = estimated at 802.
Total Deserter GT or Mk2 bodies = estimated at 410.
Total Deserter GS chassis kits = estimated at 138.
* Production numbers as quoted in "the dynamics of autodynamics" article by David Kaplan in Dec72 SCCA Sports Car magazine.
The Lazy Days (1972-1988)
The Dune Buggy fad fell flat enough for a company the size of Autodynamic's to sell off all of the molds to the Deserter GT/GS
cars. In the States, the original molds provided small scale production into the mid to late 80's by a man by the name of Gary Card
on the GT/GS cars. In Europe, Basle, Germany had a licensed manufacturer and built molds from parts shipped to them. In all, the
actual quantities produced by either are totally unknown by me, but believed to be relatively small.
The S1 (Manx clone) molds were probably just lost or destroyed along the way. I've never seen or heard anything of them. Down in
New Jersey, an ex-Autodynamic's employee made full wheelbase (stretched) versions of the S1 Manx body and called it a Jackal .
The idea of no cutting and no welding required and a body that you could simply bolt to your chassis was appealing to some. It did
nothing for the overall looks of the original lines Bruce Meyers had artfully created in his first Manx buggy design.
I believe this is also the time frame that the Marauder GT came on the scene. To the best of my knowledge and as confirmed by
original photos of the original Marauder buck and sales data sheets, it was a Deserter GT modified with added front winglets and
possibly other changes? So, it shares the traditional 84 in wheelbase of the Deserter GT minus the front emblem recess but the
rest appears the same to my eyes. I have never seen one of these in person and believe that there are probaby less than ten copies
The Dark Days (1988-2002)
From the late 80's until the year 2002, all of the GT/GS molding and construction jigs sat unused and outdoors in the next owners
hands, Bill Bramley of Ohio. For a dozen plus years, they sat waiting for the new owner to find the time and energy to put them to
use. Well, like many projects and good intentions, it never happened. The real credit to Bill is the fact that they were not
destroyed (OK a little weather damaged) but every fiberglass mold piece, the windshield post molds and all of the GS chassis jigs
stayed together :-) and that is great news!
The Recent Days (2002-?)
Although I've provided support to the Deserter Buggy hobby for more than 20 years and provided fiberglass replacement parts and
other small pieces that filled an enthusiastic Deserter fan base on a limited level. It was never a full time thing for me and I never
provided the complete package. I simply decided the world did not need another set of molds and hoped tat the originals might come
back into play once again. Sadly, as of 2016, this still has not happened and for that I am sorry for the hobby.
Back in 2002 all of the GT/GT molds and fixtures once again changed hands and moved to Southern California with David Bares who
hopes to restore them. Hopefully new parts will be available someday be available, but once again another dozen years have passed
with no success towards producing parts. If it was easy everyone would do it, but legal issues, scarcity of original VW pans have
changed the playing field making it much more difficult than it was back in the 60's.
With the strong interest in the Deserter GT and GS cars, I don't think the story dies here!
The Deserter Owners Group
A Brief History on Deserters