• PARTS FOR ALL SEVEN MODELS - 1957 TO DATE • RAPID MAIL ORDER SERVICE, ^s? EXPORT ORDERS WELCOME • ENGINE BUILDING, TUNING, NEW & EXCHANGE UNITS • TRANSMISSION, NEW & RECONDITIONED • SERVICING, REPAIRS & RESTORATIONS • ACCIDENT REPAIRS
We are Agents or Stockists of most leading brands including: WEBER, K&N, SPAX, KENT Cams, VANDERVELL BEARINGS, MINILITE Wheels, WILLANS Seat Belts, NGK, TOP TEK HELMETS, O/E LOTUS & CATERHAM Parts, MOTORCRAFT, LUCAS, Plus our range of REDLINE Accessories. For Spares, Repairs, Servicing or Free Advice Telephone or Visit our premises in Caterham. Only minutes from Junction 6, M25, Short walk from BR Station.
HISTORIC SEVEN PARTS SUPPLIERS FACTORY APPOINTED PARTS & SERVICE CENTRE REDLINE COMPONENTS TEL: (01883) 346515 FAX: (01883) 341604 LTD TIMBER HALL, 19 TIMBER LANE, CATERHAM, SURREY CR3 6LZ ENGLAND
Enthusiastic family business Parts and accessories available Old and new models maintained Lotus and Caterham 7 specialists Menu servicing or bespoke for your car Modifications or upgrades for road & track
Caterham Approved Service Centre ^jy \Home of the Caterham Firebladt www.jameswhiting.com
Appletree Works, 26-30 Glenfield Rd, Ashford, Middx TWI5 IJL t)+44 (0) 1784 241466 0 +44 (0)1784 250915 Lowflying is published by the
Lotus Seven Club We support the Leukaemia Research Fund Annual membership is £37-50 (UK and Overseas) see Membership Secretary details below or visit the web site
www. to tus 7 dub. co. uk this month:
The team:
Chairman Competition Secretary Picture gallery 2 Andrew Walker* Graham LyaLL* 44 Park View, Pinner, 139 Rumbusfi Lane, Middlesex Dicken's Heath, News and events 5 HA5 4LN Solihull B90 1RB t: 020 8421 2133 t: 01564 703 134 (daytime) A member's tale [email protected] f: 01564 703 241 (work) [email protected] getting the big boys to solve your problems General Secretary Paul Davis Club Brand Manager Nuke-the-Leuk t: 01428 652 493 m: 07790 904159 Felix KLauser [email protected] t: 02392 412945 more fundraising news 10 m: 07970 990 474 Company Treasurer Electrickery, part 4-2 12 Ray Hutchings James Whiting Sylvanna, Llanvair Close, South Ascot, f: 01784 250915 Berkshire SL5 9HX [email protected] m: 07808 943474 Caterham Archivist [email protected] John Passmore t: 01491 641566 f: 01491 642366 Lowflying IT and webmaster 1 [email protected] Barry Sweeney* an PO Box 777, Haywards Heath RH16 2YA t: 01444 443902 Honorary Vice-Chairmen [email protected] Dave MiryLees for Lotus and Caterham Seven enthusiasts Nick Richens t: 01420 564347 Membership Secretary Roger Swift t: 01283 791877 Keith Pickin Keith Jecks PO Box 77, Undy, Magor, Caldicot, Monmouthshire NP26 3EJ t: 07000 572582 (07000 L7CLUB) [email protected] Lowflying: Trust me, I'm a scientist
Project Manager data acquisition as a driving aid 15 AO Coordinator and LRF Coordinator Graham Lyall Steve Winterberg* t: 01564 703 134 (daytime) South Lodge Cottage, Rogers Lane, Lotus Components [email protected] Findon, W Sussex BN14 ORE reviewing the Series 1 - the car that started it all 18 t: 01903 873007 m: 07855 846963 Trade Advertising contact [email protected] David Elkerton Excess all areas t: 01564 703 134 (daytime) Lotus Seven Historian [email protected] more cylinders, more cams and valves, more power... 22 John Watson Lotus Seven Register, Flitcroft, Editor and Designer Hear this! 13 Astons Rd, Moor Park, Northwood, Tony Pashley Middx HA6 2LE t: 020 8771 8337 rants, reflections, ruminations 24 t: 01923 824376 f: 01923 836637 [email protected] [email protected] for submissions by post, The vee-angles send to: The Editor Track day Coordinator talking to Russell Savoury of RST 25 c/o 2 Oak Lodge, 130 Auckland Rd, Geoff Pickin Clementeita, Vinegar Hill, Undy, London SE19 2RQ Newport, Monmouthshire NP26 3EJ Area antics t: 01633 881837 *Club Directors news from the regions 30 [email protected]
Regalia management Area directory 32 Lowflying is printed by but not for sates, please Ruth Whiting* Warwick Printing Company Classified advertisements 34 Appletree Works, Limited 26-30 Glenfield Road, Caswell Rd, Leamington Spa, Ashford, Middx TW15 1JL Warwickshire CV31 1QD Diary 36 f: 01784 250915 t: 01926 883355 [email protected] www.warwickprinting.co.uk
Regalia Sales The Lotus Seven Club is the trading name of Seven Club Limited, Company registration no.3880568, Contact: Please note: Registered office: Devonshire House, Irene Watson, Views expressed herein are not necessarily those of Seven Club timited ('the Club') merely the views 1 Devonshire Street, London W1W 5DR at Dowlis Group Limited and experiences of individual writers. Opinions (whether technical or otherwise) should not be t: 01932 791400 A copy of the Company's constitution construed as precise authoritative advice. The Club recommends that readers take specific professional f: 01932 342224 and rules is available on written advice and that technical and/or mechanical work is only undertaken by suitable gualified individuals. an order form can be downloaded request to the Company Secretary at The Club does not accept any liability for any loss or damage suffered by any reader after reading this from the Club web site (see above) the address shown above. publication. Editorial coverage or advertising in Lowflying does not imply endorsement.
1— — 1
•—1 1 rtirRJ ~ /A\D^Ll DESIGN FOR RACING
WINTER 2004
More from Caterham Parts and Aftersales to help you get the most from your Seven...
COMPOSITE RACE SEATS Designed exclusively for Caterham by leading manufacturer Tillett, our popular race seat is available in black composite (4kg) or Kevlar (2kg) construction. These will fit directly in place of the cloth/leather type seats (older cars may require some additional fixings, not included in the below price). The race seat offers a significant increase in the driver's support, giving the driver more control over the car. If you enjoy trackdays, these seats are essential... Composite (black) £299.98 inc VAT each Kevlar £470.00 inc VAT each
FOAM RACE SEAT Although the standard race seats continue to be the seat of choice for many Caterham racing champions, some people simply aren't 'race seat sized' and others just prefer to have a more tailored seating position. The answer is to have a custom made foam seat. Made of two-part expanding foam, the seat is formed around the driver's body whilst they sit in position. Covered in de-rigour black tape, aesthetics are secondary, but most racers will tell you it is the most comfortable and supportive seat you will ever sit in. Made and fitted £200.00 inc VAT.
LOWERED FLOOR Recognising that some people are taller than Colin Chapman, we have in the past offered tall FIA rollover bars and rollcages. However, these are considered to be unattractive and won't fit under the hood. Therefore, to coincide with introduction of our new range of cages, we now offer a replacement floor (available for both sides) to drop the seating position by approximately 40mm. For taller drivers, this offers a more comfortable position, with a view through the centre of the windscreen, rather than the top of it - in addition to it's primary safety function to give additional clearance between the top of the rollover bar and the driver's helmet. SIM: Supply only £235.00 inc VAT Fitted £411.25 inc VAT SV: Supply only £250.00 inc VAT Fitted £426.25 inc VAT
CATERHAM MOTORSPORT OIL Rather than settle for an off-the-shelf product, we have worked with our lubricants partner to develop and blend an oil exclusively for the Caterham application. We set out the criteria for this oil to ensure it is of the highest quality and gives the best protection even when driven hard and fast from cold. 5 litres £32.00 inc VAT
CLASSIC DISCOUNT Owners of Live-Axle Classic models will be delighted to hear that Caterham Aftersales have introduced a special Classic discount of 20% off the standard labour rate.
MOTORSPORT DISCOUNT Competitors in Academy, Graduate Club, Roadsport, R400 and Eurocup can benefit from special labour rates and upgrade parts packages available from the Factory. Please contact us for details.
Caterham Parts Direct Tel: 01322 625801 [email protected] Caterham Aftersales Tel: 01322 625804 [email protected] Caterham Midlands Tel: 01455 841616 [email protected]
CATERHAM SOUTH CATERHAM MIDLANDS CATERHAM PARTS CATERHAM AFTERSALES Station Avenue Leicester Road, Earl Shilton Kennet Road, Kennet Road, Caterham, Surrey CR3 6LB Leicestershire LE9 7TJ Dartford, Kent DA1 4QN Dartford, Kent DA1 4QN Tel: 01883 333700 Tel: 01455 841616 Tel: 01322 625801 Tel: 01322 625804 Fax: 01883 333707 Fax: 01455 844299 Fax: 01322 625810 Fax: 01322 625810 [email protected] [email protected] [email protected] [email protected] www.caterham.co.uk Events and news
news events
A HAPPY NEW YEAR to every one of you. I hope you all had the fun/rest/peace/ Thursday 28th April 2005 presents even, you wished for - and that you enjoyed any Lotus Seven Club festivities you took part in. Quaife factory tour
Hopefully, the dust will have settled on the titanic Surrey Christmas party and I will have We'll be attending a guided factory tour at regained some sense of equilibrium by the time you read this... the legendary gearbox manufacturer in April. The tour will start at 6.30pm sharp Thank you to all those who sent cards and their good wishes. It's good to know that you and will last for approximately 2V2 hours. enjoy what we are doing. It looks like being another busy year - with loads events being We are unfortunately restricted to 30 people discussed, planned and scheduled; and our own Speed Championship is looking bigger during the tour. and better than ever. We'll bring you more details of coming events as they are
settled; we're planning a bigger and more regularly updated diary column this year. Quaife are based near Sevenoaks, in Kent.
In this month's issue you find the usual diet of fast cars, members' (mis)adventures, Entries will be accepted on a first come, first
technical matters, area news and a little silliness. As ever, thanks to all the contributors! served basis.
I do hope to meet yet more of you during the year ahead and come along to more of Entry fee of £5 per person - all proceeds will
your events and gatherings. Best wishes for a great 2005. be donated to NtL.
TONY Please make cheques payable to "Carrotland
Thanks to Chris Roberts for the matching 'green and yellow car and field' Sevens". Entries close on 22/4/05. used in the montage on the front cover. To book a place on this tour, please send a
cheque for the correct amount and your
contact details to: Sunday 9th January 2005 Saturday 2nd April 2005 Ernie Panks, 71 Quidenham Road,
Kenninghall, Norfolk NRI6 2EF. The Herts Area Clay pigeon shooting Telephone 01953 888738 New Year The Surrey Social Clay Shoot - in Sussex! Mulled Wine Walk Participants will be contacted prior to the Half-day, 50-bird shoot in the very pleasant tour with directions and final instructions. Assemble nam Dikko's house. Roast surroundings of Lower Lodge Shooting dinner about £10 (optional). Ground. Ideal for first-timers or novices but 30th April/lst May 2005 Contact. more experienced shots welcome too: very [email protected] or 01920 871153. much a relaxed event, but in safe hands! Herts blast to Portmeirion Cost will be £39.95 per person, including A bracing amble (with a hot stop) across Herts run to the Prisoner village of use of guns and instructors (specially-priced boootiful countryside, through snow, Portmeirion, North Wales. deal organised by the Club) plus cartridges hail or even sunshine to a warm pub for Please register your interest at: (£5 payable on the day). Open to all mem• simple roast dinner in the company of [email protected] or 01920 871153. bers and family or guests, including kids if hail fellows, well met etc... All welcome. Starts, Herts Saturday morning; aged 12 or over. The venue is attractive Return transport arranged. meet for lunch at Car Collection in Cotwolds; and would provide some interest for non- meet again for meal and B&B at or near R & J Dixon, Herts Area. shooting partners. We plan to have teas, Portmeirion; return via Stoneleigh Kit Show http://freespace.virgin.net/herts.lotus coffees, bacon rolls etc (not included) and a Seven Stand, Sunday afternoon. pub lunch nearby for those so inclined.
Email contact: [email protected]
Details and booking forms to follow.
Lowflying January 2005 5 Visit our web site for further details ROAD www.roadandsun.co.uk ^- Join us or ™ and enjoy the amazing Spanish roads and the great Mediterranean sun Road and Sun is a club dedicated to providing high quality, value for money, motoring holidays in Spain for driving enthusiasts Following our growing success over the past four years, we have prepared three routes for 2005 Included in the trip: • return ferry crossing from England to Bilbao in outside cabin • Ruta Al Andalus 30th May - 9th of June, 2005 • all nights in luxury Spanish hotels (Paradores)
• Ruta del Maestrazgo • breakfast and dinner 20th - 27th of June, 2005 • detailed route books with tips and advice
• Ruta de los Pireneos • support and guidance from organisers who travel with participants 11th-18th of July, 2005 w
Chris Wheeler pictured here testing the all new single seater R6.00
"Thepure driving experience is sublime; every corner opens up before you like a new challenge. When you finally make it round the corner you couldn't wish for more power as you open her up"
If the R6.00 is a little too much for your tastes then you could try a new V8 engine.
Special copper gaskets now in for the Crossflow. £21.56 + VAT
The 7 Workshop also provides the following - Servicing SVA and MOT All types of repairs - road or race Engine rebuilding and upgrades Track day preparation Racing services Brake upgrades Exhausts upgrades and polishing Unleaded conversions transmission engine components specialist machining
Telephone or Fax - 01992 470480 Via email - infoffl 7workshop.com Browse our website - www.7workshop.com Or pop by for a cuppa at unit b woodside industrial units, brewery road, hoddesdon, herts, enl 1 8hf A member's tale
How a small mechanical failure, with the potential to spoil a great holiday, turned into a tale to remember with a warm glow. Steve Mell recounts an encounter with racing's famous and finding the 'Seven spirit' there too. That sinking feeling
THIS IS NOT a disastrous tale - it just felt like it at the time... Secondly, the adaptor into which the new There we were at Camping Bleu, myself, Adrian Elkin (my passenger for the trip) and another rose-joint screws would have to be removed 130-ish Sevens and their inhabitants. Having enjoyed a superb blat from Blighty to Le Mans and from the wishbone and this was no easy task pitched tents in a searing 36°c, we were at last able to cool off with a vast supply of ice-cold beer without the correct precision extractor - to and look forward to a unique race weekend and assorted Sevener-type entertainment. wit, one pair of vicious jaws that can generally be found on an 18" pipe wrench! The next few days were spent putting faces subject of our spectator's attention. He looked As is always the case with this wonderful to names previously known only through up and said "I hope you don't mind, but I was club, there was a variance of opinion as to BlatChat and Lowflying; long sunny blats looking at your shock absorbers (whatever whether I should take a risk and make the through the picturesque countryside on won• turns you on I suppose!) as I was thinking of journey home. The advice ranged from, derful French departmental ('D') roads, blast• upgrading mine". (sharp intake of breath) "I wouldn't risk it if I ing through Indianapolis (in both directions - "Oh-" I says, but before I could contribute were you" to "Yeah, just take it steady on the several times!); playing air guitar with a camp• more to the conversation our man says "By the N138 back to Le Havre - there will be loads of site full of complete lunatics and watching way, is that steering joint supposed to be bent people to stop and help if it does collapse!" what is undoubtedly the most famous motor like that?" Reassured? No, not really! race in the world from all manner of magnifi• He pointed to the upper ball-joint that was cent vantage points (thanks to Nemesis for his now actually a rose-joint following a recent Anyone got a joint? top viewing tips). upgrade. As my eyes followed his pointing fin• I had three choices. Get the car repatriated The race over, we had the delights of Sunday ger, I'm thinking, "What's he on about?" But back to the UK; fix the problem; or take a risk evening yet to come. Highlights of the Fl then, my gaze settled on my newly fitted sus• and drive it home. Further inspection of the qualifying from Montreal followed by the race pension joint which seemed to be set at an joint revealed no apparent fracture, yet! So, in itself and then, oh joy! (loosely disguised sar• alarmingly drunken angle. "How the f*** did light of all the red tape involved in getting the casm) the football encounter between that get like that?" car home on the back of a trailer my thoughts England and our current hosts, France. You know that sinking feeling you get when were leaning toward the 'gentle' drive home Predictably, we again managed to snatch it dawns on you that you are up that famously and praying that the whole thing hung defeat from the jaws of victory but as I was named creek without a paddling thing? Well, together. shortly to discover (yes, it's a split infinitive!) a that was the sensation that now attached itself Meanwhile, Adrian, God bless him, had cruel parallel was also in store for me. firmly to my stomach and other lower anato• been mulling over our problem and said to my. me, "Wait here, I'm off up the pit lane to see if An unwelcome discovery Here I was, 140 miles south of the English any of the teams can help". With the campsite That evening, the football having come to Channel and another 70 miles beyond that to being only a brisk 15-minute walk from the Le its pitifully predictable conclusion, Adrian had the haven that is my garage and I have, not Mans start/finish straight, it did seem worth a planned a reconnaissance blat of the local only one apparently knackered top ball-joint try, albeit a bit of a long shot. The evening was hotels for a future visit to the area. We wan• but one apparently knackered, unique top drawing in but hopefully some of the teams dered out of the 'tented village' toward the ball-joint. Where on the Earth that was Le would still be there clearing up after the race. parking area with the intention of removing Mans was I going to find a replacement 7/i6" A short while later Adrian reported in via and uncovering the Seven and for me to UNF rose-joint? Not the sort of thing you pick mobile phone that his efforts so far had met instruct Adrian on the intricacies of its start• up at your local petrol station or Monsieur with much sympathy but little success. ing procedure. Before we reached the car park Bricolage. Apparently, many of the teams had retired we spotted someone taking a particular inter• Why not just replace it with a standard to their hotels for the night and would return est around the frontal area of my car. As we one? I hear you cry. Well, two reasons. Firstly, the following morning to finish packing up. approached, I could see that it was the front despite the trip organiser's extensive spares Monday - another glorious day - was to nearside suspension that seemed to be the collection, there was not one to be found. commence with the group photograph. >
Lowflying January 2005 7 ••••••••\fn flux insurance HOT•* insurance
INDEPENDENT LOTUS & CATERHAM SEVEN SPECIALISTS We buy and sell new and secondhand Sevens. We also offer a kit build facility, plus any help you may require. Please contact Stuart Wylie on 01737 645213 Beechwood, Gatton Bottom, Merstham, Surrey RH1 3BH www.woodcotesportscars.com That sinking feeling
> We had strict instructions from Arnie to 'I know that face'. He was a big guy top is inclined to move forward. Now, (stay meet at the entrance to the Porsche Curves by with wild looking hair, dressed in a with me!) where the strength of the upper and 9:30 sharp. So, along with another ninety or scruffy tee shirt, shorts and sandals. lower suspension joints are equal (which they so Sevens, we assembled at the campsite exit He enquired as to the problem and should be), these forces will be distributed ready for the short drive toward Arnage and I recounted my sorry tale. evenly. In my case, however, the new top rose- thence onto the circuit. joint was not as strong as the standard bottom
Unbeknown to most of us, Arnie had a spherical joint with the result that a greater change of mind that morning and instead of greeted by chief RML race engineer, Lee Penn. load had been transmitted through the upper the Porsche Curves it transpired that he had He asked me for the exact spec of the rose- joint and it had distorted as a result. discovered an entrance to the circuit just joint and disappeared into the truck. I thanked our onlooker for the explanation before the start/finish straight. Meanwhile, Adrian informed me that Lee had and held out my hand introducing myself.
I can tell you, the sight of all those Sevens offered to fit the part and re-set up the suspen• "Steve Mell" I said. "Gary Anderson"* he said. I snaking around the final chicane of the Le sion for me. Top man! knew that I knew that face! Mans 24-Hour circuit was something to (^Creator of the Anson F3 cars; Jordan Grand Prix behold. Not, however, as brilliant as the site of A professional diagnosis technical director; etc. etc. A racer at heart. Ed.) 90 Sevens lined up in neat rows across the Lee reappeared with a small cellophane A smiling Lee Penn rejoined our small track underneath the famous clock. packet and handed it to me to examine. This group. "You are one lucky man!" he said. And However, I digress. After the group photo• was one extremely well-made, very high class with that he presented me with another cello• graph, our gathering disbanded with most looking spherical joint. It looked spot on. phane packet containing another top quality heading back to the campsite but a small What a result! Then as quickly as my excite• rose-joint. "Yes!" A 7/i6" UNF right hand thread number deciding to investigate other parts of ment had arrived, that awful sinking returned. rose-joint (sad all this, isn't it?). the circuit. It was a left-hand thread! "So it is" said Lee, "I'll go and see if its brother is in the truck". I'm all right (now). Jack? Thanks for nothing, Monsieur! Moments later, Lee returned empty handed. What a top result! Not only did I have a While I parked up at the side of the circuit, How cruel? So near and yet so bloody far! Still replacement part in my sticky little hand, but I Adrian revisited the pit lane in search of a pos• it was damn nice of them to even try to help. had had one of the top Fl designers of recent sible replacement part for my deranged sus• Lee seemed even more disappointed than me, times diagnosing what had caused the failure. pension. Moments later my mobile phone if that were possible, and disappeared again Lee's promise of fitting the new part was rang. It was Adrian's triumphal voice, "come muttering something about being certain they quickly scuppered due to the fact that the RML up to the RML (Ray Mallock) pit, they may be had a pair somewhere. team did not have a trolley jack! able to help us out!" While we waited, someone else emerged What kind of race team was this? Turned out "Result." I thought. 1 jumped back into the from the rear of the garage and approached us. that all their lifting capability was restricted to Seven and went to drive up the pit lane to the "I know that face", I thought. He was a big guy air-jacks built into their cars - doh! So after RML garage, about two thirds of the way up. As with wild looking hair, dressed in a scruffy tee another 15 minutes or so of discussions about I swung into the pit lane entrance, a French shirt, shorts and sandals. He enquired as to the Fl, Gary's good friends Bernie and Max and all ACO official, whom I can only assume was problem and I recounted my sorry tale. things oily and quick, we made our thanks and somehow related to my suspension (totally Since discovering the failure, it had bugged farewells and returned to Camping Bleu. deranged), stood in front of me flailing his me as to how it might have come about. As the No more than 15 minutes later, my Seven arms and shouting at me. I gathered from his joint was bent in a forward direction the only had a new upper rose-joint and one very protestations and my pretty abysmal French logical conclusion was that the wheel had been relieved owner (and passenger). that I had two chances of driving into the Le impacted from behind. The trouble with this The return trip was a joy, despite the odd Mans pits - and 'Slim' was out of town! theory is that my expensive carbon wing nervous glance at the front suspension just to
No matter how much I pleaded, and pointed would have also have been destroyed. So at this ensure it hadn't decided to go AWOL again. at my bent rose-joint and said that RML had stage I really was none the wiser. Once home, I contacted the original sup• invited me to their pit etc, "Non! Non! Non!" The man examined my suspension with plier of the suspension upgrade who immedi• came the response. "Well, cheers mate," I great interest and declared, "That happened ately volunteered to replace the rose-joint on thought, "next time you're on fire...". My only under braking!" I was confused. My faulty the other side with one of the same make sup• alternative was to drive off the circuit and try understanding of physics had discounted this plied by RML. When I called Lee to settle up the access road that ran up behind the pits. I theory since if the mass of the car was wanting with them for their contribution, I was told called Adrian to explain; he said he would to push past the front wheels, (as in braking), "Have it on us". What stars! meet me at the rear of the pit. I cruised up the then surely the joint would be bent in a back• There's a moral to this story somewhere, but narrow slip road, lined with famous-named ward direction? Just goes to show what I knew! I'm buggered if I know what it is - I'm just so team transporters, until I caught sight of As he explained, under braking loads, the rota• glad that what could have turned into a bit of a Adrian waving like he was guiding in a 747. tional forces of the wheel want to push the nightmare, ended so well. I pulled up next to a huge team truck to be bottom of the suspension backward while the See you next year! •
Lowflying January 2005 9 Latest Nuke-the-Leuk contributions:
Custom titanium sleeved silencers Monthly standing order from a shy, team sparring partner of old... 25.00 made to order for all Sevens David Edmunds: thanks to Graeme and Duncan for the video
Quality construction inside and out. Re-packable. footage from the Brighton Speed Trial 20.00
6.25" and 7.25" diameters with 2.25" and 2.5" bore as Caterham Cars Ltd: donation for the sale of Festival programmes 248.00 standard. Other sizes also available. Car and motor Nifty's Radical CD's, Mike Rowland £10, Charles Odell £10, cycle engines catered for. Highest flow, lighter and Stuart Pritchard £10, Graham Torbett £10, Ernie Panks £10, quieter than all other aftermarket brands. Geof Carleton-Smith £10, Nick Addison £10 70.00 6.25" titanium only 4 kilos. 2.5 kilos lighter than {Brings total to £170.00) standard Caterham 5" silencer. Mark 'Boonie' Miller, Blatchat 'Guess the ETA of baby Daniel' 90.00
The best Seven silencer money can buy. Richard Ince, Nurburgring CD's 20.00 From £375.00 + VAT. {Brings total to £819.56)
Trevor Gilby donation 'for a good cause' 40.00 Tuned zetec 175 bhp engines. £2,500.00 + VAT. 195 bhp engines £2,900.00 + VAT. Luke Beaumont gave a Haynes manual to Dave Miller 10.00
Outright purchase, no exchange. Hugo Williamson brokered the sale of some wheels and tyres 25.00
Duratec 2.0 and 2.3 litre engines. Freestyle wouldn't take payment for a flat floor setup of 'Dirty' Den Hick's Seven at Silverstone 20.00 Available brand new from £1,300.00 + VAT 220 bhp and 250 bhp tuned engines also available. Peter 'bat flattery' Critchley sold some Avons to Please enquire. Phillip 'Sumo' Ambrose £60
Nifty supplied an old mobile phone to Stuart Forshaw 10.00 Tel 01394 383499 Mobile 07860 494064 Geoff Pickin: Seven Club passenger rides at www.raceco.com Mallory and Silverstone trackdays 320.00 8 Ash Close, Woodbridge, Suffolk, IP12 4BP Richard Nicholson organised a floor tile bulk buy and lent the edges to Jerry Pike for a donation 50.00
Antonella Muscat for help given on BlatChat by Matthew Aves 20.00 PAH*** Andrew Knowles bought some oil filters from Giles Turner 10.00 Dave Hollington: London to Brighton 2004 'Sossige' BBQ 500.33 Barbara Swift, Curborough DVD: Nifty £10 10.00 {Brings total to £1345.00)
LOTUS and CATERHAM 7 SPECIALISTS Joan and Tony Stead for Mummy's little soldier 15.00
All Seven work undertaken Alan Henderson supplied a door mirror to Jonathan Law 10.00
including kit builds, accident Robert Margel for various sprinting 'failures' and repairs, repaints and restorations. BlatChat contributions 25.00
Julian Thompson organised a 'Garmin Quest GPS' mini bulk • ROAD and RACE ENGINES - buy via Blatchat; the savings are so good, he kindly suggested REBUILDS, UPGRADES etc. a fiver donation to NtL on each purchase: Graham Ford and • SUSPENSION SET UP for ROAD Stuart Golding open proceedings... 10.00 and TRACK. Shaun Elwell sold a windscreen to Steve Robinson 5.00 SEVEN SERVICING Jan Smit's Netherlands to Santiago de Compestella cycle marathon 1582.28 SERVICE X/FLOW COSWORTH VAUXHALL {Brings total to a fantastic £2518.66) 3000 £45.00 £40.00 £40.00 Arnie and Fiona Webb sold a settee to make way 6000 £120.00 £120.00 £120.00 for a trophy stand! 50.00 12000 £150.00 £150.00 £150.00
ALL PRICES SUBJECT TO VAT.
Telephone for more details This month's total: £3,245.61
01279 647261 (workshop) 2004 total so far £36,289.36 0860 443704 (home) Total, year 2004 to date: £39,534.97 We are situated 5 minutes from junc. 8 Mil Plus fundraising history: 1991 to 2003: £166,738.53 3 PARSONAGE EST., STANSTED, ESSEX Total to date: £206,273.50
10 Lowflying Jc Nuke-the-Leuk Donations please to NtL coordinator:
Steve Winterberg
South Lodge Cottage,
Rogers Lane, Findon
West Sussex, BN14 ORE Plymouth to Dakar Challenge
tel/fax: 01903 873007 Matt Norris is to drive a £100 old banger from
Nuke-the-Leuk ^^^^^ m: 07855 846963 Plymouth to Dakar to help some charitable causes in Senegal and The Gambia. For more information 2004: Lap 11 nuketheleuk@lotus7 club, co.uk and to download a sponsor form, go to our on-going support of the Leukaemia Research Fund www.strangelybrown.co.uk
Jan, outside the Bigslim: cathedral in Santiago de Compostela, Norman Verona and Chris Matthews do battle in Spain > a sponsored skinny. Let fundraising commence! www.blatchat.com/t. asp?id=63434&pn Santiago =2&ps=15&c= for details de Compostela...
Jan Smit raises a super £2,519 for
LRF bringing his cycling efforts so Nifty's parts courier service: far to £3,246! He planned his www.blatchat.com/t. asp?Id=61584 arrival in Spain for the week before or [email protected] a big religious ceremony so managed to get a photo without any of the 100,000 or so expected visitors on Trackday photos: the cathedral forecourt! by Paul Davis, at £2.00 each from his website:
Silverstone: www.blatchat.com/'t.asp?Id=61689
Brands Hatch: www.blatchat.com/t.asp?Id=61914 Banana Army recruits required for 2005... Brands Hatch 20th Sept & The Big Blat: www. blatchat.com/'t.asp?id=64327 Energetic volunteers required across the UK throughout 2005 to assist LRF with their cycling, marathon and triathlon efforts. Last year the Banana Army raised over a £1 million for research - so if any of the runners and cyclists in the
Seven Club are interested please drop me an email for an events/contacts diary. BlatChat grins!
Contact Barbara Swift for
'BlatChat' Smiley Stickers, New Seven racing DVDs... email enquiries to: Roadsports B, 2004: [email protected] Profits to NtL. Contact Mike Blackadder for Caterham 'Roadsports B' 2004 race series footage on DVD, email: [email protected] or go to http://homepages.nildram.co.uk/~blackadm/dvd for the full info. Getting Radical Academy Race Series, 2004: Nifty has produced a DVD of some Radical footage.
For Christopher Rome's Caterham Academy Race Series 2004 DVD, Please contact Nifty on [email protected] contact [email protected] or go to www.romehome.net/academy2004/dvd for a preview and order form. Year in the Club
For Nick Addison's "Year in the Club 2004" DVD, Contributions and Gift Aid: contact [email protected]
Please send cheques payable to'Leukaemia Research Fund' (there's no Ntt account) to address shown above or to fund- raiser. Please, include a completed Gift Aid form downloaded from www.lotus7ctub.co.uk/lrf/default.htm - the taxman will then give another 28p on every £ you donate.
Don't forget - no receipt unless you ask for one; and if you do, please include your email address as the taxman will accept an email receipt as proof of donation. Lowflying January 200: 11 Vehicle electrics
Following on from last month's look at electric motors, Chris Wyles' now considers a related component - one that can be a source of much consternation when things are not functioning properly - the alternator electrickery 4-2
4. Simple alternator theory three coils arranged at 120 degrees to each The function of the alternator is to provide all of the Seven's electrical other. The lighter centre coil (with conse• requirements once the engine is running and to recharge the battery after quently much lighter bearings), which is the the battery has powered the starter motor. 'magnet', rotates and is hence known as the It's an often missed point that, once the engine is started, the battery itself 'rotor'. So the whole device is much has no supply function unless the total amount of electrical current used lighter than an equivalent dynamo. by the headlights, wipers etc becomes more than the alternator can supply. Sounds good, yes? But how do we get power This is unlikely in practice as most alternators will supply at least 45 amps. to the centre coil (the rotor or 'field coil') so that it can act as a magnet? And, if we have to As mentioned earlier in this article (part 4.1 mechanical device, which can be run at much supply power to the field coil, doesn't that last month), a generator of electricity can be higher speeds without damage and, therefore, mean that we are going against the principle made by simply using a standard motor and can still generate perfect output at low engine that we are trying to generate power? turning it mechanically from the engine, with revs through suitable gearing. Both dynamos Something sounds screwy doesn't it? a drive belt and pulley. This results in electrical and alternators have an output which, to a first Well, power is fed to the field coil through power being developed at its output terminals. approximation, is proportional to the speed at simple brushes and 'slip rings' which are con• In essence, this is the principle of the car or which they rotate. Therefore, as the engine nected permanently to the coil ends. There is bicycle 'dynamo'. The commutator inside speed increases, so does the voltage output of no commutator needed as the coil needs ensures that a positive voltage is always devel• the generator. power all the time not just at certain points as oped at one of the terminals and a negative This is not a desirable state of affairs as in the dynamo or motor. one at the other. So why change from this sim• electrical devices on cars are designed to Further, although we do indeed need to pass ple arrangement to the modern 'alternator' function at or around 12 volts. So every some initial current from the battery through device? generator, whether dynamo or alternator, the field coil before the engine starts, in order Well, tor one thing, the dynamo needs to be incorporates some form of voltage and cur• to energise this coil and turn it into a magnet, run at a certain minimum speed to generate a rent regulation so that the output is constant once the engine starts the alternator starts useful output. But the mechanical construc• at all engine revs. turning and generates a voltage output. So we tion of a dynamo means that there is a certain An alternator differs from a dynamo in a can tap off a little of this output and use it to maximum speed, which must not be few major areas. Firstly, since a coil of wire energise the rotor coil, so doing away with the exceeded, in order to avoid mechanical dam• carrying a current becomes a magnet, the need for external power from the battery. If age. So the dynamo is geared, via a pulley, to large heavy permanent magnets of the this sounds like a perpetual motion machine, avoid this maximum speed but this in turn dynamo (or motor) are replaced with a much remember we are supplying energy from the means that at low engine revs, the dynamo is lighter weight coil, which becomes a magnet engine in order to turn the alternator.
not generating a useful output. The risk then by passing a current through it. Secondly, The initial current from the battery, which is that, stuck in traffic with headlights and instead of the large generating coils rotating in energises the field coil, is known as the 'field wipers etc on full blast, the battery must the centre of a magnetic field, they are placed excitation current'and is supplied via the supply all of the electrical requirements and so on the outside of the coil assembly (where the ignition light. This light has one end con• there exists the danger of a flat battery whilst permanent magnets are in the motor or nected to +12V and the other to the field coil. idling for extended periods. dynamo) and are stationary. They are hence Before output is generated, the field coil acts An alternator is, by its nature, a far simpler known as the 'stator'. The stator consists of as a simple wire to earth and so the ignition
12 Lowflying January 2005 Statorcoill Statorcoil2 Stator coil 3 output output output
positive voltage
Figure 3: output voltage
current and so, in turn, prevent the alter• known as'half-wave rectification'. Stator coil 1 Stator coil 3 nator from producing an output to run However, if you follow just the top output output the electrics and recharge the battery. peaks, there are large gaps in the output As the rotor sweeps past the three stator which correspond to the removed negative coils, a voltage is induced in each of the peaks and will result in a 'lumpy' output. stator coils in turn. This voltage is of sinu• One can be clever by passing the negative positive peaks of the stator outputs through a voltage soidal shape and each sine wave is 120 / / A \ \ 11 A \degree \ s out of phase with its neighbour reversed diode so that they are effectively negative (see figure 3). converted to a positive output. This voltage As such, this output is not much use as requires 6 diodes in total rather than 3, we need a constant output of around 12 but results in a much smoother output as volts to power the car electrics and the raw in figure 5. This is known as full-wave Figure 4: "half-wave rectification" output as shown above varies like an alter• rectification'. nating voltage, being one moment positive So now we have a constant peak voltage and one moment negative. which is always positive (ie: a direct cur• Luckily, help is at hand in the form of rent) but which still varies up and down
Stator coil 1 Stator coil 2 Stator coil 3 the semiconductor diode, which can be from its peak value (in technical terms, it output output output used to convert the alternating voltage has a lot of'ripple'). into a unidirectional voltage. That's why To overcome this, the battery is con• dynamos were originally used until the nected in parallel with the alternator and 70s as the semiconductor power diode smoothes out the lumps. We want the bat•
positive only came into common use not long tery to be connected anyway as we require voltage before that. it to be charged by the alternator so we Dynamos have the advantage that the now have a double benefit (ie: charging commutator produces a unidirectional and smoothing). output voltage (ie: DC rather than AC cur• The peak output from the alternator rent). Also, just like the change from cath• will vary if: Figure 5: "full-wave rectification" ode-ray tube monitors to flat-screen mon• itors for PC's, the lower initial production (i) the engine speed increases - the volumes mean the new technology has a output will rise higher price tag and so its path to com• (ii) the electrical demand on the light is lit. Once output is generated, the voltage on mon usage is slower than might be other• alternator increases - the output will fall both sides of the ignition light is at the same voltage wise expected from a purely technological (typically about 14V) so the ignition light extin• standpoint. To overcome this, the alternator is fitted guishes. Thus the ignition light tells you that charg• A diode only allows current to pass one with a regulator' which may be inside the ing is taking place. way, so by passing the output of the stator alternator or more commonly nowadays is But if the ignition light fails (and has no bypass) it coils through a diode the negative troughs fitted in the 'engine management control can prevent the rotor's receiving its field excitation can be removed, as in figure 4. This is unit' ( ECU ) computer. > Electrickery continued
Figure 6: circuit diagram for a typical alternator
The regulator is an electronic circuit, which monitors the battery voltage and controls the 5. Alternator faults alternator output by increasing or decreasing the usual problems are: the field excitation current to the rotor coil. The higher the current flowing in the rotor, 1: Rectifier diodes failed. mode. I say 'usually' because sometimes the higher the alternator output and vice Disconnecting the battery while the there is some residual magnetism which versa. The field current for the rotor coil is engine is still running will cause this. The will do the job as the engine revs increase. derived from the alternator output by using an regulator detects the low (!) battery volt• The ignition light should always be ON additional set of 3 diodes (known as the age and increases the alternator output to when the ignition is ON and should 'diode trio') to provide half-wave rectification compensate. The alternator output can extinguish almost immediately the engine of the stator coil output and feeding it to the reach 200V (!) so the diodes fry... fires. rotor coil. The fact that this voltage is lumpy as This can happen if you switch off the If the ignition light wire appears OK, in figure 4 is actually of no consequence for engine cut-off switch with the engine check the other side of the light (behind the operation of the rotor coil. running (as a race marshal will do if you the dash) has +12V connected to it with The regulator also contains some tempera• crash) and your switch does NOT incor• the ignition ON. If the battery voltage ture compensation to make starting easier on porate a resistor to dump the alternator stays around 12V with the engine running a cold morning. Its output is around 14.V output to earth. That's why that resistor is and suddenly jumps to around 14.V as rather than 12V in order to overcome the bat• in the cut-off switch! you rev sharply, then this is a sure sign tery's internal resistance and provide adequate that the ignition light path to the alterna• charging. 2: The regulator has malfunctioned tor has malfunctioned. The rotor coil is Figure 6 gives the overall circuit diagram or its wire from the ECU (usually not receiving its field current through the for an alternator and shows some common red/white) has fallen off or is corroded. lamp and so the alternator can't operate. markings of various terminals. These mark• The battery voltage should be around As you rev up, some residual magnetism ings can vary though from one manufacturer from the metalwork in the alternator to another, as can the finer circuit details, but 12.5V with the engine and ignition OFF, induces a voltage into the rotor coil and it in essence this diagram represents generically rising to around 14V with the engine suddenly springs into life. all alternator types. With an external (ECU) running. If the battery voltage stays regulator there are, therefore, typically 3 wires around 12V with the engine running, Once energised, it will now continue to emanating from the alternator. A thick cable then it is NOT receiving charge from the work even at low revs as it is now deriv• directly to the battery (red), a yellow/brown alternator. ing its field current from the stator coils lead to the ignition light and a red/white lead as explained earlier. to the ECU. If the alternator has an internal 3: Ignition light has failed or ignition regulator, you should therefore find only 2 light wire has fallen off (usually 4: Check the main output cable from wires coming out of it. Be aware that the large brown/yellow) or ignition light wire is the alternator to the battery is in good bolt, which attaches to the main red battery corroded. This will prevent the field coil shape and firmly connected. Usually this cable, is also often used as a convenient bolt (rotor) from obtaining an initial excita• is the same (very thick red) cable that for connecting other battery wires leading off tion current and will usually prevent the carries the large (30OA) current on to the to various accessories. • alternator from kicking into charge starter motor.
14 Lowflying January 200: On-board data acquisition can tell you as much about the driver as it can about the car. Hugh Noblett and Dave Turner look at 'technology in the service of man' (and woman of course)... Figure 1: datalogger and power supply
Data logging for driver development
IT'S BEEN A while since we submitted an article to Lowflying and during our absence we've been out playing with our latest boy's toy, the DL-1 Datalogger. Dave Turner has recently joined the Cadence team and brings with him a pedigree of both accident investigation and ride and handling qualifications. There's not much he doesn't know about tyres, torque and traction - and he's brought a new dimension to the way we think about performance driving. For this article, we've passed over the keyboard to Dave - we hope you will be interested in what he has to say.
Until recently, effective data logging required a bespoke system, hard- guarantees continuous operation, even if you stall the engine, figure 1. mounted into your car and costing several thousand pounds. The accu• The system has spare capacity, and if you don't mind breaking into racy of these systems was not good either, as they had no independent your main wiring loom, it is easy to record engine speed, throttle measurement of speed, so if you had wheel spin for example, you no position, and brake application. With additional sensors fitted to your longer had an accurate map of your course. car there are no limits to what we can measure. The advent of cheap GPS (Global Positioning System) engines has Analysis and acquisition on track days meant a new wave of cheap, accurate and portable systems that can be moved from one vehicle to another. At Cadence Driver Development, Virtually all track days have a ban on lap-timing equipment and in we use the DL-1 datalogger, manufactured by Race Technology as an this environment we are looking at information other than the speed objective measurement tool to support the driving coach. element. In any case measuring a lap time is actually a poor way of determining your performance on track. At the heart of the system is a GPS engine that measures position and speed five times per second. By definition track days are non-competitive and it is hard to put together the 'perfect lap' as you are constrained by the need to overtake This is backed up by a twin-axis accelerometer, which measures other traffic, and to allow yourself to be overtaken. Overall lap time is actual longitudinal (acceleration and braking) and lateral (cornering) normally dependent on how often you are able to drive in clear traffic. g, 100 times per second: this combination of sensors results in great accuracy. Two things are important on any circuit day: how much of your car's capabilities are you using, and how efficiently are you using the car's This is supported, on our system, by a yaw rate gyro which measures capabilities. the rate of turn and in conjunction with the other sensors allows accu• rate measurement of radius of turn and sideslip acceleration. We also If we ignore the straights and concentrate solely on the corners, have a remote starter box, which enables us to put the system in the efficiency is governed by the exit speed from a corner. most appropriate position (at the centre of gravity which corresponds There are a myriad of ways to go around a corner and some are more to under-the-front-seats-somewhere), and still operate it. Rather than efficient than others. Using the datalogger, you can determine which is using your main car battery, the system has its own supply, which the most efficient for your driving style and your car. >
Lowflying January 20C 15 Driving skiLLs
Figure 3 is the 'Bus Stop' at Llandow and is a good demonstration of how the line through a sequence of corners can drastically affect cor• nering speed and elapsed time. The circuit in this area is similar to the Bus Stop at Spa, although here the straight between the two 900 left- right combinations is such that the two right corners can be treated as a single bend. Immediately after the chicane itself is a right-hander and the choice of exit line from the Bus Stop drastically affects the speed you can carry through this bend and on to the straight after.
If you were to take the 'classic' line through the last left corner of the Bus Stop this would place you on the wrong side of the circuit for the right corner leading on to the straight.
On any circuit it is always better to trade some efficiency through a Distance series of corners to give the best possible line on to a straight. Figure 2: Cornering analysis
Figure 2 shows the instant radius of turn for a typical
hairpin corner: 1 > The red line is the classic 'racing line'. After turning in, 'Bus stop"***-^^ the car follows a constant, large radius until corner exit. V This gives the highest cornering speed but, if you are cor• Entry nering at the limit of grip, then you cannot start to accel•
erate until you reach the end of the corner and the wheels
are straight. ^/ Exit The yellow line shows a typical novice mistake. The
turn in point is too early and as a result, in order to stay 1
on the circuit, the car must follow a tighter radius on
the second part of the corner - meaning a slower speed Figure 3: the 'Bus stop' (at Llandow) at the apex. If you have some grip in reserve then this is
ok, but if you don't then an excursion off-circuit is the
usual result. If we ignore speed and concentrate just on cornering line, we can compare the chosen lines for a novice and an expert through this The blue line is the parabolic line, typical of some• sequence of bends. body capable of trail braking efficiently. Although the figure 4 radius is tighter in the centre, once past this point the The graph in shows the instant radius at all points around this section of the circuit, between the two green gates marked 'Entry' driver can accelerate. In general this results in a faster and 'Exit'. The first thing to notice on the graph is that the distance exit speed, and hence a more efficient use of the car's covered by the novice is 2 metres further than the expert - 226 metres capabilities. as opposed to 224. It may not sound much, but at 30 mph, that is worth The green line is a late-apex line and is generally the almost two-tenths of a second. most efficient route through a corner. Because a car can The first difference between the two drivers is that the expert turns only accelerate at half the rate it can brake, being as in slightly later to the first part of the Bus Stop and then maintains a early as geographically possibly onto the accelerator will constant radius line through the double right. result in the highest corner exit speed, and the fastest The novice initially follows too tight a radius through the double elapsed time through the corner. right and turns out a little early, compromising the line through the
So, the key to driver improvement is being as efficient left. He pays for this in the last right leading on to the straight as he has
with line as possible to give you the greatest ability to to take a tighter radius, limiting both the speed he can carry through
accelerate early. Once the most efficient line is known, it the corner and the exit speed.
is simply a question of increasing speed until you reach The novice is driving a more powerful car, so matches the expert's the limit of grip. Using the logger tells you not only if speed on corner exit, but has lost 1.4 seconds through the whole sec• you are on the most efficient line, but how close to the tion, despite using the same amount of the car's capabilities through
limit of grip you are. the complex of corners. > Analysis and acquisition on the road
Unlike track driving, road driving is more about observation, plan•
• I S** [ OfUm j ning and smoothness, rather than the generation of the optimum Bus Stop, Line Analysis acceleration in the most appropriate direction. Cornering speed is gov• erned by the distance you can see to be clear, rather than the actual radius of the bend. Safety is the primary consideration.
One sign of a good advanced driver is that they have fewer applica• tions of the controls over any given distance. The graph in figure 5 shows the difference between an advanced driver and a relative novice on a typical British B-road. The novice has twice as many applications of throttle and brake. The applications of the controls are also jerky - the graph is 'spiky' compared to that of the expert. The human body is very sensitive to 'jerk' or the rate-of-change of acceleration. It would be very obvious to a passenger that the expert driver was smoother. Because the driver is smoother, there is less risk that he will unbalance the car and cause a skid.
It is often not obvious to a driver that his applications of the controls are not smooth. By recording the accelerations of the car, which are directly related to the inputs made by the driver, the datalogger can give
good feedback. The DL-1 records data on to industry-standard Compact Flash memory cards. This means that unlike many other data loggers, recording capacity is effectively unlimited - a 256MB card can record around 18 hours of data.
Cornering is of fundamental importance to advanced road driving. Chasing the limit point is a term that is often used to mean matching ••ft--J speed with vision, making the best progress possible. As with track B660, Longitudinal Acceleration driving, careful selection of an appropriate cornering line can make all the difference. Going as deep as possible in a corner allows you to get on the accelerator earlier, albeit at the expense of cornering speed. In effect, on the road, taking a late apex is always the fastest way to get from A to B, and because you go slower into a corner, it also gives the greatest margin of safety.
The final graph, figure 6, shows the same section of B-road, which happens to have a right-left esse bend in the middle of it.
Our 'novice' driver has taken a wider line into the first part of the bend, by crossing over the centre white line, while the 'expert' follows the safer, but tighter line around the edge of the carriageway. By taking Figure 5: longitudinal acceleration (road driving) the 'racing' line through the first part of the corner, the novice is not in the most efficient position for the left-hand bend and turns through a much tighter radius in the second corner. The expert takes a wider
B660. Instant Corner Radius radius, resulting in better forward vision, thus carrying more speed out of the complex.
We've been using our datalogging systems on road, track and prov• ing ground for some time now and everyone is amazed at how the information has helped their understanding of where they can improve their driving technique. The scenarios I've discussed here are just the tip of the iceberg - a tiny fraction of how modern technology can sup• port the capability of coaches to improve a person's driving. Both Hugh and I are happy to chat on any matters arising from this.
,™ ,i, .i. .j. Hugh, Dave and the Cadence team can be contacted at Norman Farmhouse, Woolsthorpe La, Muston, nr Nottingham, NG13 OFE Figure 6: instant corner radius (road driving) t: 01949 844 449 e: [email protected]
Lowflying January 200- 17 Lotus Components
This month, our in-depth account nears the end of the Series 1 phase, so here we take stock of the car that started it all... As ever, John Watson brings us the details: THE STORY OF THE SEVEN
Chapter 10: Looking back at the first Sevens
Lotus Seven, Series 1 America' model where GRP clamshell front were used. Column with universal joints summary wings and tubular mild steel bumpers were alongside engine has two-spoke grey plastic used from January 1960. Nearly all cars left the steering wheel by Wilmot Breedon, from the factory in an unpainted state for polishing or Standard 10. The Super Seven/Seven 'C had Production details: painting as required by purchaser. adjustable column and 3-spoke aluminium, red leather covered wheel. Dates produced: Fuel tank:
September 1957 to June 1960 Aluminium by Williams and Pritchard held Brakes: (approximately 33 months) in place using two aircraft specification bungy Hydraulic operated twin leading shoes cords. drum brakes by Girling. (8" diameter x 1V2" Chassis number sequence: cast iron to front and rear) 400 to 499 at Hornsey Front suspension: Front: pre-July 1959 used 8" diameter Triumph and 750 to 892 at Cheshunt. Independent by twin transverse wishbones Mayflower cast iron front drums welded to All cars were right hand drive. utilising Standard 10 vertical links and trun• suit BMC PCD. Later models used complete 8" nions. The top wishbone incorporating the Total production: drum brakes from Triumph Herald and TR3 anti-rollbar and Lotus designed cruciform- 243 cars. wheels. section top arms by Quinton Hazell. Rear: All cars used 8" diameter x 1V2" cast iron Springing by coilspring damper units drums as standard equipment on Nash Chassis specifications: (Armstrong dampers and 110lbs springs.) Metropolitan axles.
Chassis: Rear suspension: Handbrake: Mechanical handbrake via hori• Multi-tubular space-frame by Progress Proprietary rigid 'live' axle located by twin zontal lever. Chassis Company of Edmonton made up of 1" parallel trailing arms and a diagonal member Wheels and tyres: and V2" square and round tubing of 18-gauge providing lateral location. Springing by coil- 15" diameter x 4" lightweight bolt-on steel mild steel. Continuous back to front floor of spring damper units. (Armstrong dampers 75 rims with 520 x 15 (crossply) tyres. Early cars L72 aluminium and transmission tunnel of lbs springs.) used wheels manufactured by Rubery Owen NS4 aluminium act as stressed members help• Steering: (from Turner Sports cars) with BMC PCD. ing to stiffen the chassis. Rubber mountings Triumph TR3 steering arms towards rear of Later, circa 1960, TR3 wheels were used with used to engine and gearbox. Transmission brake drums (Ackerman effect). Very early special adaptors at rear to allow BMC to tunnel sides support gearbox mounting. cars (first 25 of tooe production) used Burman Triumph PCD. Super Seven/Seven 'C were Body: type 'worm & nut' steering box. Later cars specified with 15" x 4" x 48 spoke knock-on All aluminium body by Williams and (March 1958 onwards) used left hand drive Dunlop wire wheels. Provision for mounting Pritchard of Edmonton. NS3 grade aluminium Morris Minor steering rack reduced in width spare wheel on rear panel. fixed with 'Monel' steel rivets. Static type cycle and fitted upsidedown. From circa October Spare wheel was an option on the home wings to front corners except for the US 1959 onwards, early Triumph Herald racks market cars.
18 Lowflying January 2005 HD78 horn/dip switch. 31126 (turn-pull-turn) Drivetrain specifications: For home market, Austin A35 with one su H2 light switch. Key ignition/start. carburettor developing 37bhp at 4,8oorpm. From January 1960 windscreen wiper motor Standard engine and gearboxes: Compression ratio 8.9:1. from Lotus Elite, thermostatically controlled Available late 1957 to June 1960, first as For US market, (America' model), Austin electric cooling fan and winking indicators LOTUS SEVEN model then from October as Healey Sprite (Mk. 1 Frog-eye) with twin su were available on 'America' model.
LOTUS SEVEN 'F' - 1172 cc Ford IOOE side-valve HI carburettors on special manifold develop• engine developing variously between 28 and ing 43bhp at 5,200 rpm. Matching (smooth- Instruments (mainly AC): 4obhp at 4,50orpm depending on state of case) 4-speed gearbox and gearknob. Standard 80mm, loomph speedometer (IOOE cars tune. Single downdraught Solex or twin SU ratios 4.08:1, 2.58:1, 1.16:1,1:1. Reverse 5.17:1. have coloured segments for revolution/gear H2 carburettors, sometimes with 4-branch Close ratios available at extra cost. readings). exhaust manifold. Compression ratio 7.0:1 to 2" mechanical full face oil pressure gauge. 2" 8.5:1. Matching 3-speed gearbox with Lotus Propshaft: capillary type full face water temperature remote gear change and Ford IOOE gearknob. by Hardy Spicer. gauge with centigrade graduations. Standard ratios 3.664:1, 2007:1, 1:1, Reverse 2" 30-0-30 amp full face ammeter. 4.79:1 Close Ratio (Buckler 'C' Type gears) Rear axle: Seven 'F' and Seven 'A have 80 mm Smiths 2.34:1,1.33:1, 1:1. from Nash Metropolitan. Standard ratios - chronometric tachometer at extra cost. 4.875:1 to most IOOE cars and variously 4.55:1 Seven 'C has tacho in lieu of speedo with Available December 1958 to June 1960: and 4.22:1 to BMC and Climax cars. speedo at extra cost. the model first as LOTUS SUPER SEVEN and Other ratios available - 5.75:1, 5.125:1, 3.89:1 then from October 1959 as LOTUS SEVEN 'C - and 3.73:1. Trim:
1098CC Coventry Climax FWA single overhead Early cars used red 'Vyanide', later ones, red camshaft engine in Stage-1 tune developing pvc covered trim areas to dashboard, side 75bhp at 6,25orpm. 4-branch exhaust mani• Equipment: panels, tunnel top, seat back and seat squabs. fold, twin SU carburettors and competition electrics. Lightweight 4-speed BMC A30 and Electrics (mainly Lucas): Extras: A35 gearbox and gearknob. Standard ratios 12-volt x 31-amp-hour battery situated Hood & sticks; windscreen wiper kit 4.08:1, 2.58:1,1.66:1,1:1. adjacent to fuel tank. spare wheel c/w tyre; tube & hub cap Close ratios also available at extra cost. Coil, distributor, dynamo, starter and regu• wire wheel conversion; spare wire wheel lator to suit particular engine installed. Fuse tyre & tube; Dunlop Racing tyres (4) Available October 1959 to June 1960: box to front of dashboard or to rear. L516 side SU electric fuel pump; adjustable steering model known as LOTUS SEVEN 'A' (home mar• lights. SLR576 fog lamp and SFT576 driving column & leather covered steering wheel; ket) and from January 1960 LOTUS SEVEN lamp as headlamps. close ratio gears (fitted or unfitted). 'AMERICA1 (US market) - 948cc BMC A' Series L534 rear number plate light. Wingard 1055 Ford cars only: twin su carburettors and overhead-valve engine in two forms: stop/tail lights. HF1849 high frequency horn. 4-branch Manifold. >
Lowflying January 2005 19 f NEW PRODUCTS FOR 2005 A 13/14 January See us at AUTOSPORT 2005 Stand E402 Also available NOW: Race Seat - A £425 (inc VAT) new featherweight all Carbon alternative to the Tillet. SV Nosecone - A carbon nosecone for the SV at long last - Only £495 inc VAT! K Series Engine cover Fits all versions of the Rover / X-Power K series engine inc. WC, R300, R400, R500. Simple to fit with basic tools in under 10 minutes. • Smooth top surface for custom vinyl graphics Price: £160 inc VAT.
Wrap Around Stoneguards Fit all Caterham rear wings 1988 - current. 75mm taller than std stoneguards - protects paint chipping 3-5" above std stoneguard. Protects vulnerable wing edges. Simple to fit using Silkaflex adhesive - no special tools required!
Carbon Half Doors Direct alternative/replacement for PVC factory item. Rolled top edge and peel ply finish on reverse side. Simple to fit using standard poppers. Price: £145/each inc VAT. (Matching RHD carbon half tonneau coming soon!)
Cold Air Airbox Improves acceleration at all speeds Significantly improves low down torque Prevents poor performance in high ambient temperatures Versions available to fits most throttle bodies and carburettors. Fits most common engine installations inc. R300, R400, R500, VX, Duratec + Zetec. Includes carbon backplate and ITG filter element Priced from : £530 inc VAT.
As well as these new products, Activa manufacture a wide range of panels and accessories for the Seven including ACTi nosecones and wings for all models including the SV. For a full list see our website or give us a call on 0870 777 5757. WEBSITES: www.trackdaycarbon.com (retail) www.activacarbon.com (commercial) All Activa carbon products are manufactured in a F1 standard PHONE: + 44 (0)870 777 5757 production facility using state of the art equipment. Our prod• FAX: +44 (0)870 777 5858 uct quality is second to none due to our unique use of high UV resistive specially formulated carbon fibre pre-preg giving EMAIL: [email protected] far better durable, shiny and consistent quality of finish. ADDRESS: Unit 33d, Hobbs Industrial Estate,
MAIL ORDER FACILITIES, FACTORY SHOWROOM gjigi MADE IN
kP lease call for an appointment ENGLAND Above: The Lotus factory at Delamere Road, Cheshunt. Opened by Alderman Godfey Langden MP on Ocotber 14th, 1959.
This was Lotus's home until the move to Hethel in 1966.
Right:
What you got for your money (see price details below)
Below right: A typical Series 1 cockpit... and a gleaming BMC A-Series installed in a Seven
Measurements, prices:
Dimensions: Wheelbase 7' 4"; front and rear track 3' 11"; overall length 10' 3"; (with spare wheel 11' 0"); overall width 4' 5"; height to scuttle top 27V2"; ground clearance 5".
Weights: Pre-October 1959: Seven 'F' (no spare wheel) - 725lbs (Export with spare wheel) - 822lbs Post-October 1959: Seven 'F' - 9i8lbs; Seven 'A'- 896 lbs
Ex-works prices: 10th October 1957: Seven (Ford IOOE) -£526.00 ist October 1958: Seven (Ford IOOE) -£551.00 ist October 1958: Super Seven (Climax) - £892.00 9th December 1959: Seven 'F' - £587.00 9th December 1959: Seven 'A' - £611.00 9th December 1959: Seven 'C - £843.00
Coming next:
Series 1 restoration
Photographs by courtesy of: Ferret Fotographics, tel. 01453 543243 and Tony Bates (factory aerial shot)
Sources and further reading:
Lotus Seven by JEREMY COULTER (19861995)
Lotus - All the Cars by ANTHONY PRITCHARD (1990)
The Lotus Book by WILLIAM TAYLOR (1998)
Lowflying January 2005 V-rroooooom!
Eight cylinders, four camshafts, forty valves and several hundred horsepower: it sounds like a spec for a small fleet, but you can fit all of this in one Seven. The 2-litre, R5T-V8 powered Seven. Dave Jackson took the challenge, sampled, survived, described... Images by Paul Davis. Excess all areas
FROM THE OUTSIDE it looks like any other SV, my best to maintain steady revs (the clutch take in - my Caterham has a pace that usually apart from some extra louvres in the side pan• bite is not as aggressive as I expected) and holds with R50OS but this is in another league els and a carbonfibre bulge in the bonnet to we're off, rumbling down the road... altogether. This accelerates like a well driven clear the injector trumpets. It's only when I think to myself'this feels ok', nothing like R500, then the V8 comes on cam at 8,000 you walk around the car that you notice the the brutal animal I was expecting. A firm pull rpm and it just fills its lungs and goes! second silencer and the eyebrows of passers by on the lever into second gear and no com• 1 pull the lever back into 4th and then 5th are raised . plaints from the engine; it just continues to and continue a gentle burble down the tarmac
So finally the time came for me to take a warble along at 3omph, the motor being more at 30mph trying to comprehend the pure drive of the yellow peril. As I wedged my bum than happy to amble along on part throttle - acceleration that I just experienced; its like in the Tillet seats and Russell gave me the at revolutions failing to even register on the nothing I have ever felt before. briefest of briefings on the starting procedure Stack counter that has the first 6,ooorpm I enter another straight, push the lever for• (and how to select reverse) he finished with squashed into lower corner before ascending, ward twice to select second gear and try once the phrase "other than that its like any other like the volume level on the amplifiers at a again. 4,ooorpm and I'm ready for the full Caterham..." Hmm, I admire his modesty! Darkness gig to the full i3,ooorpm! onslaught this time both physically and men•
As I flicked the red toggle ignition switch tally! The engine once again deepens and the
the stack rev counter sprang into life; a gentle ...it accelerates like a well driven shove becomes a hammer blow as the engine press of the red starter button adds to the R500, then the V8 comes on cam at revs soar past 8,000 rpm, where I would nor• drama - it feels like you are prodding a lion 8,000 rpm and it just fills its lungs mally change gear, with the steering at 15 with a pooh stick. The engine turn-, over twice and goes! degrees opposite lock, the 8 throttle body and immediately settles into a low bassy rum• trumpets howling, at 8,500 rpm just as I think
ble. It sounds nothing like the V8 from the As I gently press the throttle in second gear things couldn't possible go any quicker the film Bullit. This V8, as a result of its flat-plane the engine note immediately changes to a deep engine comes on cam and the car lurches for• crank and minimal internal inertia, sounds bellow. The surge is immediate, no hesitation, ward the rear tyres maintaining little purpose like a hyperactive superbike on steroids. no flat spots, no bother, no fuss, just a big against the V8. I sat there and chuckled to myself at the shove. The rear suspension squats as I think Ting, ting, ting as the engine slams into the sensation of hearing, for the first time, the "Oh... this goes ok - but nothing special!". rev limiter at 11,500 rpm - 86 mph. A momen• engine note in full surround-sound from the Then I hit 6,ooorpm and the rev counter tary lift of the throttle, a short twist of the twin silencers either side of me and the eight wakes up, the rear CR500 tyres start squirming wrist pulls the tiny gear lever into 3rd without carbon trumpets just ahead of the aeroscreen. and 30 degrees of opposite lock has to be even moving my left foot. The revs fall I cautiously applied a little pressure to the applied to maintain a steady course. Then just instantly to just below 9,000 rpm as I plant throttle pedal and the revs soared instantly as the mental note is made that I'm approach• the throttle once again my head is slammed with a sharp machine gun like bark. I catch ing my normal shift point, I pass 7,500 rpm into the headrest, the rear tyres continue to sight of myself in the rear view mirror with the and I'm literally pinned back in the seat. The spin marginally faster than the fronts as I am most inane grin on my face. rear tyres give up trying to compete and a big hurled towards twice the national speed limit.
Ok, lets see what this will do. armful of lock is applied as the foot stays Incredibly, the wheel has to remain cocked to The clutch is light and direct just like any planted on the throttle; the revs suddenly race the right in an attempt to correct the cars atti• modern saloon; the gearshift is a sequential 6- and the noise fills my ears. I immediately come tude; ting, ting, as the engine hits the rev lim• speed, so 1st is a firm and confident pull back off the throttle as it was genuinely a shock how iter once again. My God, I didn't even see the on the lever, clunk, and a T appears on the fast the bloody thing went. shift lights! A brief snick back into 4th gear at digital display connected to the Quaife box. I I simply wasn't prepared for this and the over nomph, the rear tyres scrabble again as gingerly allow the clutch to rise whilst doing mental onslaught was a bit much for me to the steering lock is now gently eased off. >
22 Lowflying January ZOOS At 9,000rpm the engine continues to force the car through the air at unabated pace;
10,000 revs, 11,000 - this time I am just able to catch the shift lights at 11,200 - fractionally before the limiter, the lever is drawn back for
5th, right foot still planted against the throttle stop, the air tugging at my head almost blow• ing my sunglasses off, the aeroscreen provid• ing little assistance - the bobble hat was long gone! A crest approaches as I ease off the throttle, the engine braking throwing my head forward and my body against the harnesses, then as a final encore the twin side exhausts emit a massive rumble... and boom, BOOM!
The unburnt fuel explodes in stereophonic pyrotechnics. And all in less time than it took you to read it. Wow, what a rush!
I round the corner tootling along in 5th at
4omph and descend back into reality. It sud• denly dawns on me that this car is actually just as easy to drive as a 140 bhp Seven: the road manners on part-throttle and whilst tootling along are an indication of extensive testing and setup that has been put into this car and engine.
I was expecting the massively powerful engine to completely overwhelm the driving sensation, but strangely it doesn't. Even the car's steering weight, feel and brakes are unaf• fected by the V8, as a result of the engine's light weight and low centre of gravity.
It really would make a stunning car to tackle the Club's Le Sept tour to France with its schizophrenic nature suited to both road and track. It's just so tractable and mild mannered
- I even pulls away from junctions in 3rd without complaint. When the next evolution of this engine is released shortly, I hope the additional loobhp won't change the car's character from what at the moment seems a well engineered package.
Lowflying January 2005 23 Hear this! A wistful reflection from Steve Carroll Blats... such bad behaviour!
Two OF us, Sevens a piece, had an excellent A completely unjustified reaction then, but 'they are likely to be waiting to catch any Blat to Gurston Down Hill climb school in not unusual and one which I'm sure we all enthusiastic drivers leaving the venue!' June, from Guildford to Salisbury. About recognise. It put me to thinking. Aaaah! Victorian policemen too! Go catch seventy miles at 6 am on a beautiful, bright So why does this happen? Why are people thieves! early summer day: a serious 'run' with some, not pleased for us, or even seem to understand We were also told to look out for the morn• er... spirited driving... no problems - no peo• the thrill that is the spirit of motoring / engi• ing's complainant, a regular by all account... it ple or cars around at that time, you see. neering / man-and-machine / English heritage was politely suggested that we run him / her
However, whilst driving behind a Volvo / funny looking noddy cars or whatever?! I over! estate, just prior to arriving at Gurston, we find enthusiasm infectious in whatever con• Extreme, but fair? passed through a small picturesque, thatched- text, but it seems decidedly non-transferable After a particularly successful, but safe, roof village with pub etc (note the time spent to those outside of the driving enthusiasts' overtaking manoeuvre of a line of ambling gathering observational details) to be told by lonely world. cars, after a really good blat on a Saturday one of the organisers of the school upon our Or is this just a UK thing? morning, or even after a well meshed heel- arrival, that they had just received a phone call In Europe... that's different, we all know. and-toe downchange with just the right over• from an irate villager indicating that there had It can't just be an 'expression' thing though, run exhaust pop cacophony, it seems a shame been two sports cars speeding through the vil• surely? You know, supposed Victorian English that I should feel like I've got away with some• lage and demanded to know what the school values of'stiff upper lip', 'seen and not heard', thing and am just waiting for the repercus• was going to do about it! 'don't draw attention to yourself and so on. It sions! You know: the 'I'm not in a Seven or
Interesting that the Volvo (in front) was not would be really sad if these suppressed 'man• having fun hand signals' that are many, varied, mentioned and the fact that I was driving ners' manifest themselves in the very common frequently offered and so easily returned... slowly enough to count the ducks on the response that I've mentioned and I'm sure with a smile. stream and pull faces at the kids in the back of we've all experienced. Maybe that's half the pleasure... being dif• the Volvo go some way to indicate that we Perhaps we Seveners are helping lead the ferent, not conforming and being (perceived were definitely doing 3omph or less. way in breaking out of these constraints. as) a little badly behaved! All of that from one
There are two ninety-degree bends in the We had a superb day at Gurston with fellow little car. village and a high chance of Land Rovers com• enthusiasts in all sorts of cars, but at departure Weird. I'm just off to therapy to have my ing the other way that would further preclude time we were told to watch out for the police issues resolved. speeding sports cars! and their speed cameras in the locale as Keep Blats loud and proud. •
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24 Lowflying January 2005 V8 Seven
Russell Savoury of 'Motopower' tells us of the background, development and perhaps the future, of the 2-litre RST-V8 engine. Dave Jackson posed the questions. (v. interesting)
Can you tell us how the project began? and installed one the Lightning built by Chris It all started 12 years ago: we were looking at a Craft and Gordon Murray.
lOOOcc engine - we were heavily involved at During the R&D period, more and more of my the time in a Yamaha motorcycle team doing the time was going into the Sanyo Honda TT and Superstocks . Motorcycle team and latterly the Loctite Yamaha team, but the V8 was always in the back of my We thought we could easily put another set of mind, and I was determined to get back into it cylinders on the back of the engine; so we cut eventually. In the 8 or 9 years that it rested on up a few crankcases to see if the offset of the the shelf, the hillclimb and grass track boys crankshaft would be long enough and just to were still asking for progress reports. prove the concept was sound using a Yamaha
Genesis engine. We decided to dust it all down and continue
We thought it would work - so I then spent 9 development with the belt drive arrangement - months machining a crankcases from solid which was displayed at the 2003 Autosport billet and we produced a test engine to measure Show on the Quaife stand. This gained a lot of performance. On the dyno that engine made public attention but also sowed a few seeds 304bhp which was beyond our expectations. within the racing industry. A few other compa• We then developed an improved oil and water nies decided they too could do it and this really pump system - the water pump was driven off started the whole V8 thing. We then returned the back of the oil pump. in 2004 with the all-new cast bottom end and twin water pumps. I came to the show stand early in the morning on two occasions, to find So the current engine is also lots of industry people around it with measuring based upon a Yamaha? sticks and drawings. Other small V8 engines Only the cylinder heads: all we use is the have appeared since - some remarkably similar Yamaha casting. We're now using our own crank, to the original 12 year old mock-up. crankcase, valves, springs, buckets, rods and pistons so the weight of the internals is less but So what power is the 2004 2000cc the whole package is stronger. We'll soon be V8 engine producing? making our own cylinder heads too. In its current form, 340bhp at 10,250 rpm, with 190ft/lbs of torgue which peaks at 6800 rpm Did you have any problems using two 4-cylinder heads, which were then rotated but then it's almost flat until 11,250 rpm. It will from one central crankshaft? actually make more power until 12,500 on the present cams but we have capped it at 10,250 That was really the major problem. With a chain for longetivity. We don't anticipate any major drive from the crankshaft up to the head with rebuild for 30,000 road miles which we think is 2 cam sprockets fairly close together, one of the acceptable for an engine of this output. problems when running was after just 20 minutes the oil - even with a dry sump system - would end up being transported to the top of the left What is the weight of the engine fully dressed with clutch, flywheel and starter? hand cylinder head on the chain drive. I could see it needed a belt drive system. Fully dressed - 74kg, which includes the clutch and flywheel but not the starter motor. We then made a cast crankcase engine which was our semi-production one - we manufactured about 6 or 7 of those, for a overseas chap for a And the weight of the complete car? one make race series that never got off the With aeroscreen, fluids and no petrol - ground. We had a few of them here in the UK approximately 530kg. So that's 640 bhp/ton. >
Lowflying January 2005 25 What made you choose a Caterham for the Flat-plane crank for V8 project? the 2-litre V8
Simply, it's one of the cars I have always looked at in admiration since my involvement with the Gordon Murray Rocket. There is also a guy just around the corner from me who has one: I've seen him flying around on many occasions and I always imagined dropping a small V8 into one...
On the oil side, we don't currently use an oil Have you owned a Seven before? cooler. We've done a considerable mileage in summer through heavy traffic and at constant No - it's interesting that having now driven one high revs on motorways and the system copes and done a lot of road miles in it, they do grow well. Oil and water are maintained at 85°C. on you; I love it - they're fantastic.
The engine is in an SV at present - was What gearbox have you chosen to use?
that for packaging reasons or marketing? We have a Type 9 six-speed seguential, helical-
Well, I think more people are now choosing the cut Quaife 'box which is fantastic. SV and with me being of a larger frame it was We're also developing an H-pattern Caterham the obvious choice. The wider chassis does make 6-speed 'box but the problem is the top gear the packaging of oil control and water cooling ratio - we really wanted an overdrive 6th for a lot easier. motorway work. The H-pattern gearbox needs an oil pump to ensure adequate lubrication at The engine will fit in the standard car but the sustained speeds above 8000rpm. chassis would reguire a little work to modify the upper engine-bay diagonals and a different exhaust manifold to the SV, plus a few minor What road speeds is the gearbox alterations to the engine mounts. designed for at present?
Well, we have one diff' capable of 197mph Has any strengthening been done to the which gives us a massive overdrive in 6th. chassis to cope with the 340 bhp? We spoke to a number of Caterham owners who The gearbox mounting plate is standard; engine said their engine speed at 70mph on the mounts are via the normal lower side chassis motorway was typically 5000rpm - which gets rails; diff' mounts have received some extra tiring. This car will cruise at 70 in 6th doing bracing and gussets but, really nothing dramatic just 2900rpm . has been done. All other aspects of the chassis are standard. What differential are you using?
Currently, a Quaife torque-biasing unit. Have you had any issues with controlling oil and water temperatures? How many miles has the car done now? No, we've done pretty well there. We have a In its current form, 14000 validation miles, special radiator: it looks like a normal one from (mostly on the road), a bit of sprinting the outside but it's actually split down the and about 17 hours on the dyno calibrating centre, so each bank of cylinders enters one side the engine. and exits the other. This makes a crossover which provides nice circulation and consistent temperatures between the banks. Has the car hit its maximum speed yet?
We wanted to keep the barrels separate within No not really; with the windscreen fitted and the crankcase - we had some enguiries from using a Vbox recorder, one of the motoring grass track racers and they tend to ingest all magazines hit 156mph - no problem at all - but sorts of rubbish through the intake and the cost the issue was the front end lift encountered of replacing a crankcase after a big failure from above 140mph, which made the car very nervous 'foreign objects' would be too great, whereas at high speed. This is a common problem on with separate cylinder banks its easier to manu• Sevens which we hope to address before the car facture and cheaper to replace. > is used in competition. >
26 Lowflying January 2005 CBZASrdEraLXIZA\[^D IIMSURAIMGE Insurance for every Caterham
We can insure any Caterham for: Even lighter engine to come, perhaps? • Road use • Track days • Build or restoration • On Event Accidental Damage at any Now we have an aeroscreen, we expect the performance above Caterham Race Series 100 mph to improve and top speed to be around 165, but it's yet to be proven. Tel: 0845 978 2610
How many customer engines are there in the pipeline, Fax: 0115 941 5215 and are any of the orders going into Sevens? [email protected] We have 3 engines that will have been delivered before Christmas and further orders for the new year. A few are going into customer Additional discounts are available to those who complete a Cadence Drivers Course. Caterhams and a few into other interesting projects including an Elise in an east /west orientation with a new design of gearbox.
Driver Development What is the current cost of the engine? Call 01949 844 449 for details on courses. It really depends upon your specification. The engine is between £15-18,000 for 340bhp . Then the customer has options on ECU www.cadence.uk.com type, gearbox and other details depending on the cars intended THB Egger Lawson Ltd 72 Maid Marian Way Nottingham NG1 6BJ use - it's the old adage - no two Sevens are the same. To replicate A member company of THB Group pic Member of the General Insurance Standards Council the car sat here you would need to budget about £40,000; that'd be complete, carefully built by Chris Wheeler at the 7 Workshop.
Do you have plans to bring the car along to any Club Visit Our Workshop - trackdays or sprints in 2005? and see our LOTUS 7 compatable sheep skin Driving Jackets Yes, I'd like the car to do some competition and trackdays. manufactured alongside It's never been my ambition to drive it competitively but I would our RAF FLYING JACKETS be keen to see how the car performs with you behind the wheel! in our own /jt^S^^r workshop. " They are part of Will you be at The Autosport Show next January? Will there a complete range be any new developments on display? of Motoring Jackets and leather Driving Yes, we'll be at the Autosport Show at the NEC. There are a few Helmets. developments going on that'll be displayed at the show, including Competitively priced they are <4 designed for use an increase in engine capacity and a dramatic increase in power! with all types of vehicles past and present. WE MAKE TO MEASURE Have you any plans for forced induction? Maybe a brace of turbos or a little supercharger www.flying-jackets.net Tel / Fax: 01 353 742 007 nestled between the cylinder banks? E-mail: [email protected] Yes, supercharging is something I quite enjoy and we've done a fair amount of work with Yamaha on different projects including a supercharged scooter and a single for desert racing a few years ago.
So do you think there is a possibility of a 500 bhp, 1000 bhp/ton, V8 Caterham in the near future? I ENGLISH CLASSICS Absolutely; no problem. I already have the Paddock View, 9 High Street blower in the stock room and that's the next development on my BRIDGE Wilburton list! I'm sure the chassis would take 500 bhp; the rear tyres would Cambridgeshire CB6 3RB need to be a bit wider, but it should work OK... I Motorsport Solutions
Rear undertray diffuser Complete with 'A' frame floor reduces drag and lift and 3 eliminates turbulence around the fuel tank and diff, protects the vulnerable rear chassis, 155 dedion tube and fuel tank. Simple bolt on and off with no drilling or cutting required. £195 Three piece split rim wheels by Rial Specifically designed for the Seven. Made and tested to the exacting standards of the German TUV. These wheels are exclusive to Freestyle for the Seven and come in 6, 7 and 8 inch width for a wider choice of size. Available in both chrome or black finish. £Call Now! Duratec by Freestyle We can now supply 2.0 or 2.3 Duratec engine Sevens. Phone for details for all the options of the fabulous new car. £Call Now! Custom Builds Have your new K series car custom built by Freestyle. Made to your individual requirements, including our full range of updates. Options include pushrod suspension, or fully adjustable standard suspension individually tailored to your handling requirements. Full photographic build record and progress e-mailed daily. The cars come with SVA and FREE delivery in mainline U.K. Prices start at £2000 Bilstein Spring Set-Up £100 Freestyle Motorsport Len Unwin Adjustable anti-roll bars £165 Oakview Stud Farm 01892 540 828 Springs and adjustable front anti-roll bar £245 Lombard St 07946 634 021 Fully adjustable spring damper sets From £425 Horton Kirby Gary May Pushrod front suspension conversion From £1495 Kent DA4 9DF 07801 749 054 www.freestylemotorsport.com
www.s-v-c.co.uk Stafford Vehicle Components Limited www.s-v-c.co.uk The sVc freestanding headlights are, very probably the best available, worldwide. Made from tooling we invested recently, they are solid brass and are chrome plated or black powder coated. NOW AVAILABLE IN CARBON FIBRE EFFECT. 7" or 5|" lenses, UK spec or continental dipping. Xenon bulb up-grade, giving 50% more light, for just an extra £10 if fitted from new. Carbon Fibre Effect front wings. Light weight, strong, flexible and cost effective. Carbon Fibre Effect Light Housings - designed for the JK Crystalight lenses and our new "E" marked LUXVISION LED lights. Keep your cool with a Pacet fan. We stock these professional fans or, if you are on a budget, a low cost 115" fan for only £30. ALL THIS, AND MUCH, MUCH MORE FROM STAFFORD VEHICLE COMPONENTS LIMITED 53 Kepler, Lichfield Road Industrial Estate, Tamworth, Staffordshire, B79 7SF Phone: 08 456 581 251 Fax: 01827 60251 Email: [email protected] UK-SPORTS-CARS INDEPENDENT LOTUS & CATERHAM SPECIALISTS
If you are thinking of selling your Caterham, please contact Paul Clugston to discuss straight sale, commission sale, part exchange or whatever.
tel: 01227 728190 • fax: 01227 728191 wwu uksportscars.com • e-mail: [email protected] Area antics
Lincolnshire AO, Mai Page, tells us All change in Surrey a little about their monthly meets
Come and join us Some of you will know by now, that after a long, and successful, time as hard-working at the Royal Oak Area Organiser for the large and active Surrey region, Adrian Elkin has stood down
from the role.
The Lincolnshire group meets at the Royal At the Surrey Christmas dinner, he handed
Oak in Scopwick on the third Tuesday of every the reins to Steve Mell, who will now be AO,
month through out the year, although assisted by Doug Phillips. few Sevens are found in the car park after Thank you Adrian, and good luck to Steve September. People start to arrive from and Doug. They have a tough act to follow, 8:30 onwards for an informal meeting in but I feel sure they can do it! a picturesque village pub by a stream. £ -7' Here's to lots more great times in Surrey... The pub has a range of evening meals
available. All Seveners are welcome, from TONY
prospective buyers to die-hard racers and
every one in-between!
Sole manufacturers of Lotus & Caterham Seven chassis for over forty-five years c~' *
All chassis body unit repair & restoration is carried out using only correct specifications and production tooling. All forms of tubular and monocoque chassis component restoration by the specialists.
For further information contact: Bruce Robinson Arch Motor & Manufacturing Co. Ltd Redwongs Way, Huntingdon, Cambridgeshire PE29 7HD Tel: 01480 459661/2/3 Email: [email protected]
30 Lowflying January 2005 Area antics
London-to-Brighton The first 2004 Bordeaux meet (or: 'Sussex Sossiges") with support from the News of a regular gathering in France
VETERAN CAR CLUB OF GREAT BRITAIN from Hugh Dent
ONCE AGAIN THE Sussex contingent moved It has finally happened here in Montignac. into the lay-by to the North of Handcross, and Following three years of the Bordeaux Blat, erected the Easy-up, fired up the barbeque, and realising that there are about ten Sevens started the tea urn, put the sausages on. First within a 30-mile radius of Bordeaux, it Sunday in November, and the Veteran Car seemed only natural to form the Bordeaux Club of Great Britain have organised a Seveners. Invitations were sent out and one drive past for those Club members willing November Saturday we had nine cars turn (or able) to get themselves and their cars up at noon for our first meet. We had eight down to sunny Sussex for the occasion. Caterhams (comprising six X-flows, one John and Sue Howe (with special thanks K-series, 1 Fireblade) and a Westie. We also to Miss Piggy) have supplied the wonderful had one owner of a Martin come, but in his sausages, cooked on site by Chris 'red eye tin-top. As usual here in France, things were Clark. Sharon, Suzi Seven and Ness Stuart arranged around a meal so it was some kept up with the demand for copious quanti• five courses and five hours later that the ties of tea, coffee and hot chocolate. Ray and meeting finally came to an end. Michael Pierce kept order in the car park, As I've said on BlatChat, we are going to while Nutty Nige, with occasional assistance hold a monthly meet throughout the year - from Matthew, directed all and sundry into with the winter meets on a Saturday and out of the lay-by. Thanks must also go to lunchtime, summer on a weekday evening The Seaford Bakery, for the rolls, Charisma but with each member choosing a venue. Cabins for the 'essential facilities' and Nick A date that might be of interest to some of Gamble for the Barbeque - and for delivery you is the first w/end in September: Jean and collection of the Easy-up and tea urn. Christophe (the Martin owner) is arranging a The event was not without its dramatic 'thing' at Arcachon where he is expecting moments, as one elderly participant of the run around 200 Seven-type cars to attend. Apart burst into flames as it drove past. No problem, from 'showing off your car', there will be as those with extinguishers rushed to assist - excursions, a chance to parachute out of but, as with many of these old cars, the owner planes, a wide variety of other entertain• knew what to do, and after some quick ments and the centre of Arcachon to be 'fettling' off they chugged in the direction of closed for road races. If anyone is interested Brighton. Drama over. please e-mail me at The cash collected for the car parking [email protected] (£140) was delivered to the school, as without the use of their playground... well, those who I believe, if I understood correctly, that our February meet will be held in the Bordeaux were there in 2001 will remember! casino as the manager there has a K-series! The Headmistress sent the Club a large So some diverse meets seem to be the order 'Thank you. The bucket on the counter of the day... coughed up £500 for LRF after the essential expenses were paid. Finally, I would like to thank the following: Once again, a big thank you to those who Kathy & Philippe, and my wife Kay, for supported the event, and thanks for your organising the food and the venue; Olivier and generosity. See you all again next year, first David for arriving early and helping set up; Sunday in November! and all the others for attending this first meet
DAVE HOLLINGTON and making it a success.
Lowflying January 2005 31 EXPERIENCE THE 4 Counties (Surrey, Sussex, Kent) The Hedgehog Inn, Effingham Road, Copthorne, W. Sussex 3rd Tues HOURS OF > Count Robert Ramsden-Board 07979 751790 [email protected] www.the-webbs.com/4counties/4counties.htm
LE MANS IN 2005 Bristol and Bath The Swan, Tytherington, off the A38, south east of Thornbury 2nd Tues > Julian Holloway: 01454 261925 > Tony Thorp: 01275 845109
Cambridge The Red Lion, High St, Grantchester WITHOUT THE HASSLE OF ORGANISING IT. 3rd Tues > Alex Birtwisle 01223 563346 or 07798 673108 WE PROVIDE :- > Rachael Sangha 07974 097771 COMPETITIVELY PRICED PACKAGES. INCLUDING :- Cheshire and Staffs RACE AND GRANDSTAND TICKETS The Swan Inn, Main Road, Wybunbury, Cheshire AND CAMP SITE PASSES. 2nd Weds > Hugo Williamson 01 782 616551 (day) or 01782 750633 (eve) SAVE CAR SPACE AND VALUABLE BHP. > Nick Chan 01782 621818 or 07050 1 52863 WE CAN DELIVER TO SITE, ERECT AND DISMANTLE GAZEBOS & BBQ'S. Essex The Viper, Mill Green, Ingatestone, between Mill Green and Highwood 2nd Thurs WE ALSO SUPPLY ALL CAMPING EQUIPMENT FOR HIRE OR > Debbie Stott 01277 354239 PURCHASE. > Mark Piper [email protected] ALL YOU HAVE TO DO IS REMEMBER YOUR TOOTH BRUSH ! FOR FURTHER DETAILS AND PRICES PLEASE VISIT Gloucestershire The Plough at Ford, between Tewkesbury and Stow-on-the-Wold 1st Thurs www.teamlangoustine.com > AndyCouchman 01451821982
Hampshire (N) and Berks 2nd Wed: Shoulder of Mutton, off B3011 at Hazeley Heath CONTACT US [email protected] last Thurs: The Poacher, on the B3349 at South Wanborough 0044 (0)118 9797128 > Stephen Foster 01483 473026 www.strangely.org/7club/ Hampshire (W) The Bell Inn Brook, B3079, 1 mile off M27, J1 1st Tues
> Mick Burrell 01264 710130 www.7club.org.uk
SIPIC Hertfordshire The Crooked Chimney, nr. Brocket Hall, Hatfield to Wheathampstead road Competition + Kit Car 1st Wed Transmission Specialists > Dick Dixon 01920 871 153 [email protected] http://freespace.virgin.net/herts.lotus Sequential Gearboxes Isle of Man The Crosby Hotel, Isle of Man Dog Change Gearboxes 1 st Tues > Matthew Biggart 01624 851871 Heavy Duty S/Cut Syncro Gearboxes Kent and Sussex (E) Heavy Duty Semi - Helical Syncro Gearboxes The Ringlestone Inn, Ringlestone Hamlet, Maidstone 2nd Thurs Limited Slip Differentials > Chris Clark 01227 451323
Alloy Gearbox Casings Kent(N) Wide Range of Alloy Bellhousings The Plough, Eynsford, Kent DA4 OAE 1st Tues Magnesium Bell Housings > Richard Brunero 07974 927618 www.the-webbs.com/l7cnk/index.htm Quick Shift Gear Levers Lakes and Lochs Roving venue, roving organisers, please ring for details Crown Wheel + Pinions 2nd Wed > Dave Eldon 01946 841556 Axle + Diff Rebuilding + Repairs Lancashire and District Gearbox Rebuilding + Repairs The Blundell Arms, Chorley Old Road, Horwich, nr. Bolton Six Speed Caterham Gearbox Rebuild + Repair 1st Wed > Paul Richards 0161 763 5410 > John Edgington 0161 797 6489 www.e-bolton.co.uk/01204841194/index.html For all your transmission requirements Ask for Steve Perks Leics, Notts, Derby & Staffs The King's Arms, Hathern Trade Enquiries Welcome + Mail Order + Export Worldwide 1st Thurs Lighthouse Works, Feckenham Rd, Astwood Bank, Redditch B96 6DS > area organiser's post vacant Telephone / Fax 01527 894232 Where, when and who
Lincolnshire South West The Royal Oak, Scopwick on B1188, 8 miles south of Lincoln Roving venue; variable date; please phone AO or visit: 3rd Tues www.lotus7sw.co.uk > Mai Page 01522 875722 > Mark Ferguson 01626 363595 (h) 07976 371789 (m)
London (Central) Staffs (Mid-) The Raj Tandoori, Cowcross Street, London, opp Farringdon stn. The Swan with Two Necks, Brook End, off A51, between Rugeley/Lichfield last Wed - 6:30pm 3rd Thurs > John Watson 01923 824376 > Colin Heseltine 07774 878475
London (Clapham) Suffolk The Duck, 110 Battersea Rise, Clapham SW11. The Cornwallis Arms, Broom, A140/B1077 No proper parking - so train, tube or bus it! 1st Mon 1st Wed > Geoff Carlton Smith 01728 860608; 01728 860550 (work); or 07775 938405 > Peter Carmichael 07973 731710 [email protected] > www.carrotland.co.uk www.beerintheevening.com/pubs/comments.shtml/33 Surrey Merseyside and District The Wotton Hatch, Wotton, 3 miles west of Dorking The Ring O'Bells Pub, Daresbury, Warrington 3rd Thurs last Wed > Steve Mell 020 8642 0162 or 07831 789333 > Martin Richards 07884 437652 [email protected] > Doug Phillips 020 8669 2159 Middlesex & London (W) Sussex (East) The Ace Cafe London, Ace Corner, North Circular Six Bells, Chiddingly, off the A22 south of Uckfield 2nd Tues last Thurs > Paul Fleetwood 01923 775162 > Dave Hollington 01444 459470 Norfolk Sussex (West) The Cornwallis Arms, Broom, nr Eye, A140 / B10777 The Gribble, Oving, off the A259 Chichester to Bognor Regis road 1st Mon 2nd Wed > Ernie Panks 01953 888738 www.carrotland.co.uk > Nigel Roberts 01403 249299 Northants, Beds & Bucks The Folly, on the A5, just south of Towcester Thames Valley 3rd Tues The Swan, Great Shefford, north off M4 J14 on A338 > Paul Marriot 01525 382669 www.number7.org.uk/ 1st Wed > Ben Long 01635 677996 or 07769 685858 North East (formerly Durham) The Church Mouse, on the A167 near Chester-le-Street, Durham Wales (North) last Weds The Wild Pheasant, on the A5 just outside Llangollen > Carl Moffett 07939 586848 2nd Sun, 12 noon to 14:00, April to September > Terry Bithell 01352 781352 Northern Ireland > Anthony Jackson 01978 757147 Templepatrick Hilton on the B95, 200yds from Templepatrick roundabout 2nd Thurs Wales (South) > Johnty Lyons 02897 542349 The Huntsman's Hotel, on the B4235 in Shirenewton 1st Thurs Northumbria > Dave Jackson 01633 893929 Newburn Motor Museum 2nd Wed Warwickshire > John Sweeney 01661 25623 The Plough, at Eathorpe, off the B4455, Fosse Way, nr. Leamington Spa 1st Wed Oxford > Colin Swinson 01280 824793 The Wagon and Horses, at Culham, on A415 Abingdon-Dorchester Road > Jamie Jones 0121 753 1329 1st Tues > Brian Soper 01235 531632 Wiltshire (North) Freke Arms on the B4019 Highworth to Blunsden Road Pennine 2nd Wed Devonshire Arms, Cracoe, B6265, 4 miles N. of Skipton on Grassington Rd > Geoff Brown 01793 876465 2nd Wed > Paul Dickens 01943 831178 www.pennine7club.co.uk Wiltshire (South) Bell Inn, A361, Trowbridge side of Seend Penn Sevens 3rd Wed Old Queen's Head, Tylers Green, Penn, Bucks HP10 > Trevor Parry 01985 218852 last Sat, 12 noon > Clive Dabinett 01380 816155 or 07855 382353 >JeffDeung 01494 816400 http://penn.lowflying.co.uk
Worcestershire Scotland Brook Inn, Callow Hill Lane, Elcocks Brook Airth Castle Hotel, south of Airth village, just off the A905 2nd Wed 2nd Wed > Lawrence Hoy 0131 445 1241 www.lotus7club.co.uk/scotmeet/htm > Alex Minchin 0121 472 0663 or 07712 649363 http://www.thebrookinn.co.uk/
Shropshire Yorkshire (East & North) The Gate Pub at Bratton, off the B5063 Crown & Cushion, at Welburn on the A64 nr. York last Tues, 7:30pm 3rd Wed > Robert Morris 01952 240730 > Steve Brown and Ann Brown 01937 530950 www.enyorkslotus7club.co.uk Somerset & Wessex The Greyhound Inn, Staple Fitzpaine, Taunton, Somerset Yorkshire (South) Leave M5 at J25, take A358 SE for approx 4 miles, then turn right The Royal Oak, Ulley, off A618, nr J31 of M1 1st Thurs, 8pm last Wed > Paul Jacobs 01823 421748 > Nick Henstock 01226 765463 Sales and wants; cars, parts and stuff Please email advertisements to [email protected] and send cheques where required, to the address below (cheques payable to Seven Club Limited) or by post, to: Tony Pashley, c/o 2 Oak Lodge, 130 Auckland Road, London SE19 2RQ please quote your Membership number, where applicable the small ads • ads to be received by the 10th February, for inclusion in March issue Rates: Caterham 1.4 K-Series: Limited-edition Cars for sale Roadsport, factory-built, Supersport spec, Parts and Wanted ads are free 1996, Salisbury blue, de Dion, 6-speed 'box, carbon cycle wings and stoneguards, leather, Cars for sale ads Momo QR, FIA Roll bar, weather, heater, are £7 • 50 for Club members; Caterham 7 Cosworth BDR: 1988 metallic immobiliser,'Two Gates' 14" alloys, £10 for non-members burgundy, 1700 Cosworth Ford 16V engine S/S 4:1 exhaust, new 22% rack, MOT May '05, with twin 45 DCOEs (fantastic noise), tax Oct '05, garaged. £12,500 ovno. (max 100 words) electronic ignition, dry-sump, 5-speed. contact: Stuart on (01873) 831046 Engine rebuild by Connaught (done by previ• or 07969 170458 ous owner at £2,752). 180bhp at 7,500rpm, self-imposed 7,000 limit, dyno tested to 7,900. De Dion rear chassis, double wish• 1996 Caterham 7 1600 Super Sprint: Parts, miscellaneous bones at front, race dampers. 13-inch K&N Ford Crossflow engine, 4-speed live axle, wheels with CR500s, virtually new, spare 11,000 dry miles. Immaculate - never raced W7 CAT registration number for sale. Yokohama A021R, low ride height, 2nd set - garaged from new. On retention. (5) of 14"s+road tyres. Cycle wings, uprated Q Plate, BRG yellow nose/bonnet band. offers to: David on 01792 207650 Mintex pads, quick-release Momo steering Price: £10,000 o.n.o. (evenings) or 07929 798030 (mobile). wheel, new Caterham factory leather seats, contact: 01908 506466 (Milton Keynes) four-point Caterham harnesses for both, 1.6K Supersport engine: This engine was electric master cut-off switch, windscreen, rebuilt in March 2004 as follows: Head port• 0MS PR1100 single-seater: hood (+bag), tonneau, sidescreens, chassis ed on inlet/exhaust, standard valves, H/D Kawasaki ZZR on carbs. Fully refurbished and FIA roll bar treated, garaged, all paper• valve springs, QED 375HK cams. Mike Satur chassis with many new parts. Immaculate in work and bills. 2nd child and dog force sale head gasket. New liners fitted and pistons re- white. Ready to race. £9,500. £11,495 ono. ringed. New big end bearings. Has since cov• Trailer: aluminium box on Brian James contact: Charlie 07771 835277, 01206 ered 5K miles. Was mapped on RR with DTH A-series chassis, single axle, tyre rack, winch. 532498 (pm), [email protected] TB's and an Emerald and gave 155BHP at Suits Caterham or small s/seater. Fits in sin• 7200rpm and 120lb.ft torque. Map available gle garage. £1,300. along with RR graph and receipts from Dave contact: Steve, 0MS Racing, 01423 325023 Andrews. £1000. For further details, 1990 Factory-built Cosworth BDR 1600: or Tim, 07703 541633 contact: Phil on 01544 230124 or Superb 2 owner car, known from new, yellow email: [email protected] tlared w ings, yellow lamps, black leather. 24,000 miles only. Prisoner and minilite Roadsport Roll Cage: standard height, wheels. Well maintained, latest roll bar, excel• generally good condition but some light rust lent weather gear. A magnificent totally Wanted in a few places. Complete with all bolts, reliable collectable Seven. 52 year old owner plates and fixings. Bought second hand and taking to the tracks is only reason for sale. R400 or SLR wanted. used in 2004 Caterham Roadsport B Series, Tax and MOT. £10,950 . please contact: Mark 01293 519886 or £265. contact: phone 01942 883066, northwest- [email protected] telephone: 01865 559165/07967 555724 email: [email protected] Your petrol tokens, or [email protected] cigarette tokens, phone card, airmiles, points on smart cards; BP, Gulf, Shell etc., old Green Shield Stamps - all help to find a cure for Leukaemia. 1999 Factory-built Superlight: Still flogging your 30 year old designed please send to: 1.6K 133bhp, No 86, Aluminium Body with LRF Voucher Appeal, 8 Stavordale Lodge, lOOOcc Starter on a 1700/1800cc engine? carbon nose, 6 speed gearbox, LSD, uprated Extra Power Starter Motors Melbury Road, London W14 8LW brakes, wide track suspension, 13" wheels for Ford-engined Lotus and Caterham. New with new CR500 tyres, FIA bar, immobiliser, Coin appeal: in an old jam jar, or down the Original sized casing with (2 litre spec) weather equipment, Q/R Momo, fire back of the sofa? - those coins are worth uprated windings in 2&3 bolt fixings. £105 + extinguisher, 4 point harnesses, always money! Foreign, obsolete, unused holiday £8PP (UK). Nearly twice the power output garaged, 2 owners, 8500 miles, can e-mail cash, pre-decimal... turn all that loose using I/3rd less battery effort over original pictures, Caterham warranty until May '05. change into research that can lives. design units. £15,500. please pass any such cash to your AO: contact: Dick Dixon 01920 871153 or contact: Roger, on 07957 545 998 collecion service through local LRF branches [email protected]
34 Lowflying January 2005 Power Products Racelme is pleased to offer a comprehensive range of components and engine kits to suit the new Ford Duratec. Already praised by those fortunate enough to experience early installations, the Duratec-R offers near perfect dimensions and characteristics for Caterham applications Available in 1.8, 2,0 and JEpT Engine 2.3 litre sizes and with specs from an aluminium block as 180-275bhp standard, it is widely regarded that the ^} weight: Duratec will be the most 1800cc K-Series -89.0kg important performance 2000cc Duratec -92.8kg 4-cylinder engine for the 2000cc Vauxhall - 110.0kg foreseeable future. (all less clutch/alternator) The success of the Raceline Zetec-R component range proved that a well-engineered Bore diamter = 87.5mm product returns far better value in the long term. Stroke 2000cc = 83.0mm The Raceline Duratec-R components has been Stroke 2300cc = 94.0mm developed with the same attention to detail, offer Inlet valve size 2000cc = 35.0mm ing great value for money for this level of quality. After 3 years of development, Raceline is proud to be the originator of the Duratec installation. We hope you'll approve of our efforts.
ZETEC-R (all prices exclude vat) Carb based component kits (160-21 Obhp) Inj based component kits (180-220bhp) Complete Zetec engines (160-250bhp)
DURATEC-R Inj based component kits (180-250bhp) Complete Duratec engines (180-280bhp)
Please see our website for a comprehensive list of parts, kits and complete Zetec and Duratec engines
Sierra Type 9 5 Speed Gearbox Ford Type 9 gearbox - standard ratio from£ 428.00 Ford Type 9 gearbox - close ratio from£ 525.00
Sierra 7" Differential Sierra 7" differential - 3.62/3.92 from£ 467.00 Sierra 7" differential - 3.62/3.92 LSD from £1000.00 (ratios 4.1,4.4 an,4.7 available - phone for details) jj jj jjj^cb\"\nb^o^j\\ TEL+44 (0)1483-811978 or 810812 FAX +44 (0)1483 - 810801 What's on Diary
march
Saturday 20th
Llandow pre-season shakedown (this is not a Club trackday) Llandow Circuit, near Cardiff £65, open pitlane. Booking details to be announced on BlatChat.com in January OPIE OILS Organiser: Dave Jackson 01633 893929 Oil Suppliers Since 1925 e: [email protected] For all your oil needs from fully Synthetic oils to classic monogrades Friday 25th Delivered to your door. Anglesey Trackday (this is not a Club trackday) Website: www.opieoils.co.uk/lubricants.htm Anglesey Circuit, North Wales Email: [email protected] £120 (tbc) Tel: 01209 215164 Fax: 01209 314019 Bookings are being taken via www.Bookatrack.com website Organiser: Martin 'Mav' Richards 07884 437652 Classv: Range Mobil |w ESI stlkolene fluid force april
Sunday 17th
Round 1 of the Club Speed Championship: Longross Sprint Entry forms will be available in Lowflying or downloadable from lotus7club.co.uk Organiser: Graham Lyle tel: 01564 703134 (day) 0121 733 6345 (evening) e: [email protected]
Saturday 23rd & Sunday 24th
Welsh Speed Weekend:
Round 2 of the Club Speed Championship: official Lotus Seven Club merchandise Llandow Sprint Llandow Circuit, near Cardiff Practice day for Sprint entrants will be on Saturday, Sprint will be on Sunday. Entry forms will be available in Lowflying regalia and downloadable from lotus7club.co.uk viewing and ordering: Organiser: Dave Jackson 01633 893929 you can see pictures of all the items, prices, size e: [email protected] details and download an order form (pdf format) from the club web site: www.lotus7club.co.uk/regalia/default.htm
Thursday 28th and post, phone or fax your order to:
Evening Factory Tour: Quaife Engineering Irene Watson Dowlis Group Limited 6.30 pm - max 30 members Canada Road, Byfleet, Surrey KT14 7QH Vestry Road, Otford, Sevenoaks, Kent tel: 01932 791400 £5 to secure a place (NtL donation) fax: 01932 342224 contact: Ernie Panks, t: 01953 888738 credit card facilities available e: [email protected]
36 Lowflying January 2005 Factory Appointed Dealers for New Car Sales, Demonstration Cars available, help, advice, and full build service available.
Large Workshop Facility with MOT Bay, laser alignment and corner weighting.
Good Parts availability from stock including clothing and accessories.
A selection of Used Cars always available; see www.millwood-mc.com Finance and Part Exchange ^ Mitsubishi Motors Mill Garage, Cam, Dursley, Glos. GL11 5DH. @ Minilite Wheels Tel: 01453 544321. Email: [email protected] © Shell Fuels Main Road location - close toJ13/J14- M5: see Map on website
the NORTH LONDON Caterham approved motorsport & service centre
SELEGTIOMIOFIUSEDISEVENS
accident K35XSO03?
Eng ie tuners for International GT facing and other -level motorsport, Protune are experienced types of Caterham engines. unit A, bain prace 174 high street, barnet Hertfordshire EN5 5XE 9am - 6pm Monday - Friday 9am - 2pm Saturday [email protected] tel: 020 8216 5567 NOW AVAILABLE The Official, Numbered, Limited Edition Caterham Calendar for 2005 Printed in full colour on heavy-weight quality paper this superb collector's item is available exclusively from: "The Caterham Collection", Caterham Cars, Kennet Road, Dartford, Kent DA1 4QN Please make cheques out for £13. OO (£10.OO plus £3.00 p&p) payable to "Caterham Cars Limited" For purchases by Switch, Delta, Visa 0fk or Mastercard, Telephone: 01322 625801 1 IS or Fax an order on: 01322 625810 Lines open: 9.00am - 5.00pm weekdays, 9.00am - 12.00noon Saturday or order online at www.caterham.co.uk
CATERHAM SOUTH Station Avenue. Caterham, Surrey CR3 6LB. Telephone: 01883 333700. Fax: 01883 333707. Email: [email protected]. www.caterham.co.uk CATERHAM MIDLANDS The Knoll, Leicester Road, Earl Shilton, Leics LE9 7TJ. Telephone: 01455 841616. Fax: 01455 844299. Email: [email protected]