OCTOBER 2016 EDITION

EDITION No. 62

LOTUS NEWS . NZ’s MOST FAMOUS . HETHEL THE SECOND TIME . LOTUS at McLAREN . THE LEGO CATERHAM .

THE OFFICIAL MAGAZINE OF CLUB LOTUS NZ Inc. and 1 - EDITION No. 61 — JULY 2016 THE CLASSIC TRIAL REGISTER

EDITION 62 October 2016

The Official Magazine of Club Lotus NZ Inc. and the Classic Trial Register Club Lotus NZ Inc. PO Box 100 869, North Shore Mail Centre, Auckland 0745

Web - www.clublotus.org.nz Facebook - Club Lotus NZ You Tube— Club Lotus New Zealand Forum—www.thelotusforums.com

President David Crandall—[email protected] Secretary/Editor Rex Oddy—[email protected] Treasurer Kevin Newton—[email protected] Membership David White - Bronwynne Leech Peugeot 205 GT1i 4 has won the 2016 PPG Classic Trial Ladies Championship ahead of Robyn [email protected] Riding and three times winner Sheridan Broadbent. Bronwynne and Sheridan (Valiant Pacer) are pictured here at Motorsport Liaison the 2016 Festival of Motor Racing at Hampton Downs. Terry Riding—[email protected] Social Media Rich Miles—[email protected] General Committee Robin Stevenson, Nigel Brock, Geoff Sparkes Bay of Plenty Coordinator John Mallard—[email protected] Wellington Coordinator Mark Gregory—[email protected]

Club Lotus NZ is a MotorSport New Zealand affiliated club

EDITIORIAL

Classic Trial Register This is my first issue as a proper Editor and are about to receive in the future. 2004 Hunua Road, RD3, now after nearly two years at the helm I The second prime reason was a prefer- Papakura, Auckland 2583 can now rant on about EDITION and issues ence to hold something in your hand. TAC-

Web - www.clublotus.org.nz/classictrial that mean something to me. Anything I say COC quote the combined Lotus Magazine in of course is my opinion and not that of Club Australia, a magazine concept on which Classic Trial Director Lotus NZ or the Classic Trial Register. EDITION is currently based, and the Aussies Ross Vaughan— I have recently been reading the Editorial issues with electronic and printed media. [email protected] in the Autumn edition of Bespoke, The Of the three Lotus Clubs that make up the Treasurer Thoroughbred and Classic Car Owners Lotus marque clubs in Australia. Victoria David Tolhurst Club’s (TACCOC) magazine. The Editorial issues both printed and electronic versions General Committee sadly reports on the recent proliferation of of the magazine. Queensland polled their John Miller, Syd Davis, Terry Riding electronic newsletters and addresses the members and found 70% were happy to merits and demerits there of. pay extra to receive a printed copy. NSW Listed were a number of car clubs in New based Club Lotus Australia has given up on Zealand that have recently given up print- printed magazines all together. So no con- ed magazines in favour of electronic pub- sistency there. On the issue of printing I lishing. Club Lotus is one of the clubs listed. tend to agree, however while only recently There were two prime reasons why this combined with the Classic Trial Register, option is not favoured by TACCOC . The EDITION does go back a fair way.

first is the abysmal quality of proof reading Electronic media does tend to be more Cover picture that appears in electronic media. TACCOC readily accessible than fossicking through Dave Gowenlock’s is not quite sure electronic media is worse the piles of old magazines I tend to collect. recent trip around the South Island. Dave’s than printed but on this point I apologise Exige photographed for the rubbish that has gone before, what Cheers Rex here on Arthurs Pass. is stuffed up in this issue and for what you

2 - EDITION No. 61 — JULY 2016

PRESIDENTS REPORT DIRECTORS REPORT

Greetings Greetings

It isn’t that relevant, but I have It isn’t that relevant, but I have been a Club Lotus NZ member now for 21 years. I don’t know been a Club Lotus NZ member now for 21 years. I don’t know whether I am saying that is a long time or not, only that, what has whether I am saying that is a long time or not, only that, what has gone on before you join a club doesn't always have an awful lot of gone on before you join a club doesn't always have an awful lot of meaning. Over the years one hears the odd story about the old meaning. Over the years one hears the odd story about the old times at Club Lotus. I know the club started in Wellington in the times at Club Lotus. I know the club started in Wellington in the home of Dot Gatland, the clubs founder, and after a few years home of Dot Gatland, the clubs founder, and after a few years moved to Auckland. There were difficulties in managing a national moved to Auckland. There were difficulties in managing a national club and unsurprisingly the Southern Lotus Register was formed in club and unsurprisingly the Southern Lotus Register was formed in Christchurch. The Southern Register covers the South Island of New Christchurch. The Southern Register covers the South Island of Zealand just as Club Lotus NZ covers the North Island. There were New Zealand just as Club Lotus NZ covers the North Island. There some dark times when the clubs finances were in a fairly weak posi- were some dark times when the clubs finances were in a fairly tion but all of that was before my time and I don’t know a lot about weak position but all of that was before my time and I don’t know a it. lot about it.

I didn't know who built the club and I didn't even know when the I didn't know who built the club and I didn't even know when the club was formed. The Southern Lotus Register’s web site lists the club was formed. The Southern Lotus Register’s web site lists the formation of Club Lotus as 1976 but that’s is all the information I formation of Club Lotus as 1976 but that’s is all the information I had . This is why I decided to collect together some archives while had . This is why I decided to collect together some archives while the information still exists. What I have found out is that the people the information still exists. What I have found out is that the peo- who founded the club were talking in 1975 and the club was up and ple who founded the club were talking in 1975 and the club was up running in 1976 as is recorded by the Southern Register. There is no and running in 1976 as is recorded by the Southern Register. There record that I have found for the date of the first formal meeting but is no record that I have found for the date of the first formal I am sure the club started as a club in 1976. This means of course meeting but I am sure the club started as a club in 1976. This that 2016 is Club Lotus’s 40th year. This point became apparent to means of course that 2016 is Club Lotus’s 40th year. This point me a few weeks ago so nothing has been done to celebrate the became apparent to me a few weeks ago so nothing has been done anniversary and maybe it doesn't have to be celebrated in quite the to celebrate the anniversary and maybe it doesn't have to be cele- same way as we used to do these things. But it is important to re- brated in quite the same way as we used to do these things. But it member there has been quite a lot that has gone on before our is important to remember there has been quite a lot that has gone time with the club. on before our time with the club.

The page included below is one from a Club Lotus magazine, I be- The page included below is one from a Club Lotus magazine, I be- lieve from May 1984. There is one name that I recognise and that is lieve from May 1984. There is one name that I recognise and that of the President. Warwick Chandler was the man leading the team is of the President. Warwick Chandler was the man leading the at the time but the other names are not known to me. Warwick is a team at the time but the other names are not known to me. War- Life Member of Club Lotus. wick is a Life Member of Club Lotus.

Expect to hear a little more about club history as more information Expect to hear a little more about club history as more information comes to light comes to light

Club Lotus’s AGM is at the end of this month and if all goes to plan Club Lotus’s AGM is at the end of this month and if all goes to plan there will be a few changes to the club committee. David Crandall is there will be a few changes to the club committee. David Crandall nominated to be the new Club Lotus President and there is a team is nominated to be the new Club Lotus President and there is a of members who have put their hands up to keep your club running team of members who have put their hands up to keep your club as it should. running as it should.

Thanks and Regards All The best till then

David Cheers

Ross

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4 - EDITION No. 61 — JULY 2016

LOTUS NEWS

HETHEL EDITION EVORA 400 DRIVES 50TH ANNIVERSARY HOME  Limited edition Evora 400, celebrating 50 years of Hethel factory  Exclusive heritage colours  0-60 mph in 4.1 seconds; maximum speed of 186 mph

5 - EDITION No. 61 — JULY 2016

50TH ANNIVERSARY LIMITED EDITION EVORA 400 LOTUS NEWS

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NEW ZEALAND’S MOST FAMOUS LOTUS 18

Printed with permission of New Zealand Classic Car Magazine

Anatomy of a Race Car 1960 Lotus 18

Allan Walton details the competition history of a famous Formula order to fulfil all these requirements, Chapman quickly realised he Junior single-seater – a car once raced by the legendary would have to follow Cooper’s lead by mounting the engine in the 1960 Lotus 18 Formula Junior rear of the new car. However, unlike Cooper’s relatively straight-forward approach to Words by Allan Walton Photos by Quinn Hamill race car building (chalk-marks on the workshop floor and set to work on a carefully conceived, multitubular space-frame – pouring The Lotus 18 was easily one of the most advanced racing car designs all the race-car experience he had into the car’s design. up to that time. In Formula Junior form, the Lotus 18 was powered by Cosworth’s rendition of the Ford Anglia 105E engine which was guaranteed by Although the Formula Junior racing class, formed by Count ‘Johnny’ Cosworth to produce at least 56kW (75hp). Lurani in 1958, was fast becoming very popular as a nursery for nov- The Cosworth engine was bolted onto a Renault gearbox via a pur- ice single-seat drivers, Lotus founder initially showed little interest. Chapman, along with John Cooper, actually attended a FIA sub-committee meeting at Monza in September 1958 to discuss the proposed Formula Junior series. While Cooper was enthusiastic, Chapman was unmoved – he had had little interest in designing a Lotus FJ car. However, Chapman’s mind was changed when, at the 1959 UK Motor Show, he discovered that many other small British firms were getting in on the FJ act. At that time Lotus was already pondering a new design for its F1 cars, and the sudden flood of enthusiasm for Formula Junior persuad- ed Chapman to take the opportunity to build a simpler lighter and easier to maintain single-seater that could do double duty as both a Formula Junior and car. The result was the Lotus 18, easily one of the most advanced racing car designs up to that time. Although it has to be said, while the Lotus 18 – in Formula Junior form – would dominate that race series in 1960, the F1 version was less successful, at least for the Lotus works team, although that was more about lack of engine power than the car itself.

Designing the Lotus 18 The key to Chapman’s design for the 18 was simplicity. To achieve pose-built Lotus bell-housing, the ’box being inverted to allow the this, Lotus looked to reduce power loss by keeping the car’s frontal pinions to revolve in their normal direction. Both four and five-speed area to an absolute minimum, and to ensure that the centre of gravi- ’boxes were available: the four-speeder as used in the Renault Gor- ty was low. Due to the formula’s imposed weight limit there would be dini/ Floride; and the five-speed from the Redele. Generally, though, little advantage gained from a very advanced engine and, with only the five-speed unit was used with fifth blanked off – this allowed for production-based engines allowed, tuning would be restricted. In closer ratios– but the fourspeed box was a more reliable unit. The

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NEW ZEALAND’S MOST FAMOUS LOTUS 18

gear change was a standard ‘H’ pattern, with the gear lever being Clark was brought into the team. Ireland’s future was on the mounted to the left of the driver. The brakes were finned aluminium line and, 18 months later, he was gone. drums all-around. In any event, the 1960 FJ season was virtually a whitewash for the For Formula One racing, the 18 retained all the FJ’s features, but Lotus 18, and virtually every single FJ race in the UK was won by an added in a much more powerful 2495cc Coventry-Climax FPF deliver- 18. ing around 177kW (237bhp) and, of course, better brakes to hold Down in the clubman ranks, those who wished to do well rapidly back that additional power. Girling disc brakes were used, with realised they needed a Lotus 18 and, indeed, the tiny Cosworth 269mm Girling units mounted outboard at the front, while the rear powered Lotus absolutely dominated Formula Junior racing. As a 244mm Girling brakes were mounted inboard. result the older front-engine FJ cars were simply blown away and, by In F1 form, the Lotus 18 would record the first ever F1 victory for the end of the 1960 season, rear-engined FJ racers were on the draw- Lotus when , racing for Rob Walker’s privateer team, ing boards of every potential Lotus rival. trounced ostensibly much more powerful rivals to win the 1960 Mon- As ever in racing, to stand still is to lose ground and, for the 1961 aco GP – a feat he would repeat in 1961. season, Lotus replaced the 18 with the 20; a logical development of

Formula Junior Debut The prototype 18FJ – which had gone from drawing board to run- ning example in only five weeks – was finished just in time for official practice at the Brands Hatch BRSCC Boxing Day race meeting. Lotus had not even had time to paint the car, and it appeared with a bare aluminium body. The 18 presented an unusual sight for those used to the more usual sleek Lotus lines, with many onlookers pronouncing the car to be ugly. However, as far as Chapman was concerned the body did what he had intended to achieve – it clothed the chassis and presented the smallest frontal area to the wind as possible. As well, those present could not have failed to notice that this was the first Lotus to be fitted with a rear-engine. For that Boxing Day meeting, the 18 should have been fitted with one of the new Cosworth MkII engines, but Cosworth was having difficulties getting its first production engine fully sorted. Because of this, the prototype had been fitted with a standard engine equipped with twin Webers and a full-race manifold. The correct springs had also failed to arrive in time for the race, the only ones available being too soft. However, as practice got under way the flywheel in Graham Warn- er’s Gemini broke and, very gracefully, the Gemini team donated its racing Ford engine to Lotus. Rolling up their shirt sleeves, Colin Chap- man and Mike Costin quickly fitted the engine into the 18 – having also to replace a damaged crankshaft with a standard unit. drove the 18, starting from fourth on the grid. His fast- est lap time in the Lotus was only slightly slower than that of Chris Threlfall’s winning Elva, but lack of correct springs and an ‘off’ into a bank meant the best Stacey could achieve was seventh. Coincidental- ly, this race would also see Jim Clark’s single-seater racing debut in a Gemini FJ.

Into Production The production version of the Lotus 18FJ – now fitted with a painted fibreglass body – made its debut at the BRSCC Racing Car Show. Lotus took a dozen orders during the course of the show, a good indication of the upsurge in interest for the FJ series. In order to keep sales de- mand strong, Lotus fielded a three-car team for the 1960 race sea- son. The drivers were Jim Clark, Trevor Taylor and Mike McKee (later rep laced by Peter Arundell), all of whom showed immense talent behind the wheel of a racing car. Top—Jim Clark At that time Chapman very clearly had Clark marked for an F1 drive, Middle—Peter Arundell’s Lotus 18FJ chases down Mike McKee’s similar however, Clark was already signed to , which was devel- Lotus at Silverstone (Photo courtesy of Mike McKee) oping an F1 car. In the event, when this car arrived it was too late and Bottom—Jim Palmer uncompetitive. As a result, Clark would get his first F1 drive in a Lotus in June, 1960 at Zandvoort. Clark’s position in also proved the earlier car. Although the works team swapped over to the 20 for to a bone of contention for its current F1 driver, Innes Ireland, and 1960, Lotus 18 drivers would continue to be successful throughout Lotus 18FJ driver Mike McKee recalls that Ireland was furious when the short life of the Formula Junior series. And, of course, today Lotus

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NEW ZEALAND’S MOST FAMOUS LOTUS 18

18s still compete in national clubman and classic car racing. Chichester Cup race at Goodwood in 1960 – #703, having been pur- The F1-version of the 18, initially powered by the Coventry-Climax chased off Colin Chapman by Jim Russell, with McKee providing £400 V8, received 1.5-litre engines in 1961 when Formula One was down- towards the purchase price. graded to F2 specifications – making the Lotus 18 quite possibly the McKee drove the car for the rest of the 1960 season in the UK and in only single-seat racer ever to have successfully spanned three sepa- Europe. At the end of the year #703 was sold, and even today, McKee rate racing formulae. swears he is still owed the £400 he had supplied for the car’s original purchase. Lotus 18FJ #703: History Number 703’s first competition outing was the opening FJ race of the Jim Palmer and the 18 season, the BARC Formula Junior Championship race at Goodwood Number 703 was then shipped to New Zealand, and Jim Palmer raced on March 19, with Jim Clark behind the wheel. Clark romped home in the car over here during 1961, debuting the Lotus at Ardmore for the first place ahead of ’ Cooper T52 and Trevor Taylor’s NZIGP. Alas, the small capacity 997cc engine in the Lotus did not pro- Lotus 18. This was the first ever victory for a Lotus rear-engined single vide sufficient power for the long, open Ardmore circuit, and he was -seater. In fact, it was only the second ever win for a Lotus single- unable to qualify for the NZIGP. He did, however, win the supporting seater – the first being an win at a small F2 race meeting in FJ race. a Lotus 12. The Lotus18s also set a new FJ lap record. Palmer was far more successful with the car on smaller circuits, Lotus’ FJ testing programme bad begun very slowly – which led to winning his heats at Levin and taking out wins at the Renwick 50 and Clark racing #703, an early example – probably because the factory the Ivon Parton Memorial Trophy. Palmer also raced the Lotus 18 at was concentrating on building the Formula One version of the 18, Wigram, Dunedin and the Waimate 50 – retiring from each race. which Innes Ireland was down to race in Argentina. However, he scored sixth place at the fourth Teretonga International Mike McKee from the Jim Russell Driving School at Goodwood han- meeting. dled much of the Lotus 18 Formula Junior testing programme. It was Ross Greenville bought the car in July 1961, his first event being the McKee who wrote off one of the development cars at Snetterton – Otorohanga Sprint where he set second fastest time of the day. with both Mike Costin and Keith Duckworth in attendance – when Greenville replaced the original 105E-based Cosworth engine with a someone temporarily put a split pin, rather than a bolt, half way 1340cc Ford 190E motor and scored 12th place at the NZIGP in Janu- down the steering column when McKee was driving the car as a semi- ary 1962. He then went on to become first Kiwi home at the rain- works entry. swept Levin International – apparently after receiving a spot of Today McKee, now close to 72, runs an art gallery in Monaco – Mon- coaching from Stirling Moss. aco Fine Arts, opposite the Casino – and, in recalling the Snetterton At Wigram, Greenville tussled with Bill Thomasen and the Lotus incident many years later, in 2005, he said the Lotus’ steering went shed a wheel. A damaged crankshaft forced Greenville to revert to “wooshy” through the esses before he suddenly ended up on his the original 997cc engine. Later, he would qualify second fastest at back, jammed under the car against a sand bank. “Not funny,” he Dunedin but didn’t finish the race; he also recorded a DNF at Ohakea recalled! and finished sixth in the Waimate 50. After serving Jim Clark well, #703 was taken over by McKee, who Greenville, preparing to race a Gemini in the UK (where he would made his first appearance in the car at the Cup race in lose a leg after a serious race accident), sold the Lotus to Peter Slo- 1960. Although ostensibly part of the Lotus works team, McKee and cumbe who would race the car from 1963 to 1965, with occasional #703 had switched to the Jim Russell Racing team by the time of the drives by John Swann. After that #703 passed to Vic Blackburn and,

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NEW ZEALAND’S MOST FAMOUS LOTUS 18

Mike McKee on the Lotus 18FJ

“I did not race too many times against Jimmy Clark in the Lotus 18 but I do remember the first time was at Goodwood. Jimmy, Trevor Taylor and I were on the front of the grid. I got a good start and led for the first few laps with Jimmy sitting in my rear view mirrors. He then passed me and we continued this ding-dong battle, which he won. I did not realise the significance at the time. I still have the Autosport cutting– Clark v McKee – and the brief description of this tussle. “Jimmy was a very quick driver as we all know, but was also very determined to win. I can still remember coming up inside him and touching wheels and he never gave way.” “Trevor and Pete Arundell were rather more gentlemanly. We did not fight too much on the track because we were so much faster that the other marques. I do remember being happy if I went to a meeting without with the other team drivers, life was much easier. “The only incident I can remember having with #703 was at the hairpin bend at Snetterton, when one of the rear wheels came off whilst braking for this corner. The wheel actually passed me but went straight on and over the grandstand. It landed on the roof of someone’s car, which modified the car’s shape somewhat! I managed to control the Lotus with three wheels. It was a faulty design in the hub that broke. The same thing happened to Stirling Moss and Mike Taylor in the Lotus FI on the same weekend, but somewhere on the continent.” [The Belgian GP at Spa was the location. Moss loss a whell at 140 Mike McKee in #703 tackles a wet circuit— note the nose cone mph and was severely injured. Mike Taylor’s accident also at Belgium, was stripes. These were still on the car when Jim Palmer raced it at caused by a steering failure. Mike successfully sued Lotus over the incident— the 1961 NZIGP at Ardmore. (Photo courtesy of Mike McKee) Ed] “The next day the owner of car damaged at Snetterton kindly returned the wheel to the garage which looked after the car, and demanded compensation for his damaged car. I referred him to the owner of the circuit who pointed out that on the back of all entry tickets, and in the car parks, the notice said that ‘motor racing is dangerous – you attend or park at your own risk’, so I heard no more.” during his ownership, several drivers – such as Martyn , Peter Leversedge and Peter Knight – raced the car. Roger McLoughlin then owned the car, fitting a 1475cc Ford engine. Other owners of #703 included Derek Hall, Frank Coutts and Greg Harris. Paul Tavan eventually acquired the Lotus as a collection of parts, then sold the lot to veteran single-seat racer, Kenny Smith. The car, sold again, then travelled across the Tasman to Australia. The Lotus was initially restored in Adelaide by Rob Butcher on behalf of the new owner. However, the car’s original panels were lost during a typical Aussie bush fire around 1983– at that time the Lotus was in storage at Butcher’s house and, with the fire encroaching on his property, he took the decision to move the body panels to the drive- way as he young driv- feared his garage would catch fire. As it happened, the garage sur- ers to ex- vived the bush fire, but a burning tree fell over the driveway and perience sin- damaged the Lotus’ body. gle-seater rac- ing, but with Birthday Lotus Little of its subsequent history in Australia is known but, finally, #703 Lotus 18 Snippets returned to New Zealand in 2003 – having been purchased by Keith Abbott’s son (Craig) and his wife. The car was presented to Keith as a Some significant facts about the Lotus 18: 60th birthday present – with none other than Jim Palmer driving it for The Lotus 18 was the first and perhaps only multi-Formula car – the presentation. It was a moving experience for Keith, who admits covering three formulas: FJ, F2 and F1. that he became a Formula Junior, Jim Clark and Lotus 18 fan all the way back in 1960. In fact, Keith had bicycled out to Ardmore for the Jim Clark and Trevor Taylor dominated Formula Junior racing in 1961 NZIGP to watch Palmer race the Lotus – little did he know that 1960 and, in F1 form, the Lotus 18 also gave Stirling Moss his first he would one day own the same car. Lotus victory – and Lotus’s first F1 victory. Today, the Lotus 18 has been fully restored back to the form in which Palmer raced it at Ardmore including Palmer’s race number; The arrival of the Lotus 18 killed the Italian small single-seater race 60. industry almost overnight – firms like Stanguellini, Volpini, Tara- schi and others were simply outclassed. Alan Walton and NZ Classic Car Magazine acknowledges Keith Abbott, Craig Abbott and the late Mike McKee for their invaluable assistance UK front-engine FJ builders such as Lola, Gemini and Elva had to in preparing this article. quickly rethink their technology after the Lotus 18’s arrival, all these firms soon switching to rear-engined cars.

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Car number 22 on the left is chassis #703 being driven to victory by Jim Clark on the 19th March 1960. It was Jim Clarks first ever race in a Lotus. The car is the first single seater Lotus with a Ford engine. In the photo above chassis 703 is being driven by Mike McKee.

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NEW ZEALAND’S MOST FAMOUS LOTUS 18

Rex Oddy talks to Chris Atkinson about #703 greater technology came greater expense. With costs escalating, the FJ racing series finally finished at the end of the 1963 season, its place taken by the equally short-lived Formula 3. Formula Vee and Formula Ford would eventually provide the cheap motor sport originally intend- ed for FJ. Today, Formula Juniors can still be seen performing in classic racing – not surprising, as so many cars were built between 1959-’63. Formula Junior heat, Goodwood, August 1960 – three Lotus 18FJs leading; Mike McKee (#10), John Hines (#16) and Jim Clark in #703 (#6) Cockpit Cockpit trim is pink – apparently the result of a typical Chapman deal with the supplier! Cosworth MkII With the advent of Formula Junior in 1959, Keith Duckworth of Cosworth was approached to help produce a FJ car, which was intended to be powered by a Fiat 1100cc engine. However, Duckworth soon learned that Ford would shortly be releasing its ultra short-stroke 105E engine. Duckworth quickly recognised the potential offered by this new engine: “To me the 105E sounded like a reasonable proposition because of its design.” Cosworth acquired two 105E engine for evaluation and then, through Mike Costin’s association with Lotus, Cosworth ent performance from its modified 105E engines. This was solved by reducing the size of the squish chambers in the head, and by revising the cam profiles and valve gear. The MkII was Cosworth’s first production engine and, once sorted, it delivered 56kW (75bhp). FPF delivering around 177kW (237bhp) and, of course, better brakes to hold back that additional power. Girling disc brakes were used, with 269mm Girling units mounted outboard at the front, while the rear 244mm Girling brakes were mounted inboard. In F1 form, the Lotus 18 would record the first ever F1 victory for Lotus when Stirling Moss, racing for Rob Walker’s privateer team, trounced ostensibly much more the fronts of two Fiat Topolinos), Chapman set to work on a carefully conceived, multitubular space-frame chassis – pouring all the race-car experience he had into the car’s design. In Formula Junior form, the Lotus 18 was powered by Cosworth’s rendition of the Ford Anglia 105E engine which was guaranteed by Cosworth to produce at least 56kW (75hp). The Cosworth engine was bolted onto a Renault gearbox via a purpose-built Lotus bell-housing, the ’box being inverted to allow the pinions to revolve in their normal direction. Both four and five-speed ’boxes were available: the four-speeder as used in the Renault Gordini/ Floride; and the five-speed from the Redele. Generally, though, the five-speed unit was used with fifth blanked off – this allowed for closer ratios– but the fourspeed ’box was a more reliable unit. The gear change was a standard ‘H’ pattern, with the gearlever being mount- ed to the left of the driver. The brakes were finned aluminium drums all-around. For Formula One racing, the 18 retained all the FJ’s features, but added in a much more powerful 2495cc Coventry-Climax Formula Junior Formula Junior (FJ), as a racing class, began in October 1958. Started by Count ‘Johnny’ Lurani, FJ was founded to allow young drivers to learn their race-craft in an inexpensive single-seater. The original FJ regulations called for cars to be powered by a production-based 1000cc en- gine and an all-up weight of less than 1746kg (792lb). If the car weighed 1940kg (880lb), an 1100cc engine could be used. Transmissions also had to come from a production car. Single or twin overhead camshafts and limited-slip differentials were disallowed but, significantly, there were no rules as to where the engine was located. During the first year of FJ racing, the Italianmade Volpini, Taraschi and Stanguellini (all looking like miniature Maserati 250Fs) ruled the roost – Swiss driver, Michael May, winning the first International Champion- ship for Formula Juniors in 1959 driving a Stanguellini. Italian manufacturers favoured a front-mounted 1100cc Millicento Fiat motor. There were few production-based engines that could accommodate the strict rules. Germany produced DKW-powered FJ cars, the French using Peugeot and DB engines. In the UK, the Elva 100 was the first FJ car to start in a British race, and that was soon joined by FJs from Gemini and Lola. Cooper also entered in FJ racing, utilising the chassis from its current F1 car fitted with a BMC A-series engine. The Cooper FJ was, of course, rear-engined. When Lotus chose to enter FJ racing, it changed everything. The 18 was a much more sophisticat- ed racer than the Cooper, and it also took advantage of Cosworth’s new for 1959, Anglia-based engines. With its rear-mounted engine, low frontal area and light weight, the Lotus 18 effectively drove the old-style FJ cars off the track. In 1963, Lotus had revolutionised FJ racing with the monocoque . By that time, there were more than 500 manufacturers worldwide building FJ cars, and this hothouse racing envi- ronment was responsible for advancing technology and car design quite considerably – benefits which would even bleed off into grand prix cars of the era. However, this rapid advancement and popularity proved to be FJ’s downfall – the cars had been meant to provide an inex- pensive way for Lotus 18 Snippets Some significant facts about the Lotus 18: • Mike McKee, who had driven a number of Cooper T45 and T51s, said the handling of the Lotus 18 was a quantum step forward from the Coopers, rendering them redundant. • Such was the speed of the first Lotus 18 F1 car driven by Innes Ireland in Argentina, that and Bruce McLaren spent the whole of the flight back to the UK conceiving the Cooper T53 Lowline. • At Monaco in 1960 for the Formula Junior race, Jim Clark put his Lotus 18 FJ with a 997cc Ford engine on pole at 1.45s – just one second slower than Fangio’s time four years earlier in the Lancia-Ferrari D50.  Also at Monaco in 1960, Stirling Moss was asked to test the Scarab F1 car. Driving flat-out in the F1 car, Moss could not even match Jim Clark’s Lotus 18FJ pole position time In order to keep sales demand strong, Lotus fielded a three-car team for the 1960 race season

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HETHEL—THE SECOND TIME

Andrew Denton writes about his second trip to Hethel

Above—This is the last photo you can take of the control tower and the hanger Colin used for “his” plane before you are asked to shut them off and leave them behind.

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HETHEL - THE SECOND TIME

Andrew Denton writes about his second trip to Hethel

A wind tunnel mould

Above—The weather protected lap charts from Spa. Right—A list of all the work to be carried out on a type 76 that was in the shop be- fore it went to Monaco.

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HETHEL—THE SECOND TIME

Andrew Denton writes about his second trip to Hethel

15 - EDITION No. 61 — JULY 2016

LOTUS RECEIVES A WARM WELCOME AT McLAREN

Tony Bagnall a member of Club Lotus in the UK reports on his trip to McLaren

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LOTUS RECEIVES A WARM WELCOME AT McLAREN

1717 -— EDITION EDITION No. No. 61 61 — — JULYJULY 20162016

LOTUS RECEIVES A WARM WELCOME AT McLAREN

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LOTUS RECEIVES A WARM WELCOME AT McLAREN

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CATERHAM LEGO IS GO

Lowflying, the UK’s Club’s Magazine reports on LEGO’s must have new set

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PACKARD CATERHAM &More PIONEER Miscellaneous LEGO MUSEUM IS GO

Non competitive Track Days

BRUCE McLAREN MOTORSPORT PARK—TAUPO MANFEILD CARS CARS PLAYDAY TAUPO Saturday 9thJULY $150 FLATNATS (Subaru only) Saturday 10th September PLAYDAY TAUPO PRESTIGE Saturday 9th JULY $270 Almost sold out but get in touch if you have a Subaru Road cars only, slicks are not permitted. Qualifies for track day insurance cover but check with your insurance company well in advance. Maximum More Manfield dates to come of 10 cars only for this group. PLAYDAY TAUPO Sunday 31st JULY $150 To secure a place at an event please make payment as detailed below. This day we are running 2 groups of cars and 2 groups of bikes. Option 1 PLAYDAY TAUPO ` Friday 19th August $150 Please put your email address in Event Finda so we can email you details This day we are running 2 groups of cars and 2 groups of bikes. of when to be there on the day etc PLAYDAY TAUPO Friday 16th September $150 Option 2 and save a couple of dollars PLAYDAY TAUPO PRESTIGE Friday 16th September $270 Pay by direct credit to PLAYDAY, 03 0698 0485598-00 giving your name as Road cars only, slicks are not permitted. Qualifies for track day insurance the reference or if you don’t have internet banking deposit the money at cover but check with your insurance company well in advance. Maximum any Westpac and use your cell ph number as the reference. Please drop us of 10 cars only for this group. a quick email once you have made the payment just to ensure we have matched the payment correctly. [email protected] BIKES We will email you as soon as your payment appears in our account, to st PLAYDAY TAUPO Sunday 31 JULY $150 This confirm your place at the event. day we are running 2 groups of cars and 2 groups of bikes. Please DO NOT phone or text the confirmation of your payment. th PLAYDAY TAUPO Friday 19 August $150 This About 3 to 4 days before the event we will send an email to everybody day we are running 2 groups of cars and 2 groups of bikes. who has paid, with further details of the day. nd MOTO TT TAUPO Friday 2 September $150 03 0698 0485598-00 Playday on Track Ltd Four speed groups, from novice to expert. th MOTO TT TAUPO Friday 30 September $150 Phone Gary anytime 021 133 0111 Four speed groups, from novice to expert.

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MISCELLANEOUS

Photo—Ian Welsh of Shifting Focus

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More Miscellaneous

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Classic Miscellaneous

Next EDITION

Lotus

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RAISING THE ROOF ON PERFORMANCE INTRODUCING THE NEW S

A perfect balance between beauty and performance, this is the fastest Lotus convertible yet. The finely tuned suspension delivers the responsive ride and handling that is so distinctly Lotus. The heart thumping power of a 350HP 3.5L Supercharged coupled with an open-air experi- ence makes for a truly memorable drive. Expertly engineered, the track inspired chassis ensures any topless thrills do not compromise extreme performance. Packing a punch far beyond its minimal weight, the Roadster offers effortless immersion in exhilaration anytime, anyplace, any road.

LOTUS AUCKLAND 425 Broadway, Newmarket, 1023 Tel 09 522 3299 LOTUSCARS.CO.NZ

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