By L. C. CRANE otor racing is a sport of pointed the way with new technology. of bit of sterling. Buying, repairing, and domination. There have was competicive, im- selling cars might have been an unor- been periods of individ- aginative, and well-trained for his peri- thodox beginning for a future designer, ual or group domination od of dominance. but it apparently did no harm. The busi- since its inception. When technical Like most of the automotive giants ness went well, then it went bust. breakrhroughs occur, chey are generally before him, he began as an enthusiast. With his legendary determination to made by the people who are not enjoy- \7hile he was still attending University be involved with cars, he took his re- .ing the fruits of victory. College at London Universiry in 1945, maining stock, an ancient fabric-bodied In the very early years, the competi- he got into the used car business to raise Austin 7, and proceeded to build his first tion was between nations, but as more machines became involved, individual names began to take precedence. Pan- hard, Mors, Fiat, and Mercedes were early leaders, each in its own time. Bu- gatti ruled the 20s, Alfa the 30s uncil Mercedes returned; held a thread of power from the Alfa days until well into the 50s, but the English seemed to be missing, except for certain types of cars in cerrain events. must be given credic for break- ing continental dominance with innova- cion. He was the harbinger of a new era, but it was one of his countrymen who

26 The JOURNAL 8O,/1 special for English hill trials.In thepro- smaller classes in both and felt his presrige being usurped. cess of regiscering his lightweight crea- America. As success bred success, Chap- Inspired by Cooper's initial success tion, the name Lotus was established. man, the astute manufacturer, began to and disappointment in his 16 s.ingle- Locus Mark 2 was a further develop- actively cultivate the lucrative US seater, Chapman decided ro rry rhe new ment of the trials car and was also the market through wesr coasr disrributor concept. The 16 had graphically demon- first Lotus used in circuit racing. ft led to Jay Chamberlain. America eventually strated the need for simplicity in main- the development of Marks 3 and 4, became the biggest market for the tenance and preparation, so chat joined which became increasingly more com- mafque. reduced horsepower loss by minimum petitive. S7irh their split-beam inde- Lorus customers on both continents weight and wind drag as the criteria for pendent front suspension and highly- felr the impacr whenJohn Cooper intro- the new car. By putting rhe engine be- runed engines, they ceased to function as duced his Formula 2 car with its engine hind the driver, the frontal area could be trials cars. Beginning wirh the Mark 6, in the middle and followed that with a reduced by lowering him into rhe srruc- Lorus was in the manufacturing busi- based upon rhe same design. ture to a semi-reclining position. Chap- ness as well. It spire of their success, Cooper con- man's experimentation with simplified A series of front-engined sports cars fronted an incredulous world. Since rhe suspension sysrems was anorher benefir with aerodynamics by Frank Costin, days of Auto Union in the late 30s, it had to the new design. The improved road brother of Michael who was a key figure been the general conrention rhar when holding was an effective bonus. at Lorus cars, carried Chapmao to lead- the engine was behind the driver, he lost The 18 went inro production early in ership in British club racing. Colin con- his sensitivity to the car's balance and 1960 as Formulas l, 2 andJunior with tinued to compete himself through the that was compounded by uncontrolla- minor techhical differences. The modest mid-50s and was able to beat such future ble oversteer. These ideas did nor derer works on Tottenham Lane, Hornsey, in stars as and in the competitors, who watched the re- North London was already overbur- identical . sults and were interested only in perfor- dened by the production of 7s, 15s,16s, Gradually, Lotus infiltrated the mance. The designer of the Lorus cars 17s, and the popular GT car, the Elite.

From left: Details of 959 as it now appears. (SJ. Earle) Above: width myths exposed. Gurney's original Goodyear Bluestreaks (widest available) are nearly an inch narrower than Dunlops R-6 now available.

The JOUBNAL 8Ol1 27

There was neither manpower nor space all dimensions except the driver's com- A-arms and was attached by spherical available for another project. Io the Partment. bearings below the ball joints. The midst of all this, the entire operation The front suspension bay was the steering rack and pinion was mounted was being moved to a new, larger faciliry primary load bearer in the forward part midway down the front of the box at the in Cheshunt, but Chapman was in- of the frame. It was a rectangular box apex of two rriangles. The pedals and trigued by John Cooper's new Monaco running laterally between the front their hydraulic master cylinders were and it was too tempting not to at least wheels and was triangulated on five mounted on the bottom rubes ioside the try an 1S-based sports car. sides. It was constructed of l-inch di- box. The battery was opposite the pe- The protorype was constructed in ameter 16-gauge mild steel tubing ex- dals. From the front corners of the box, strictest secrecy in a small garage a short cept for the top tube on each side, which the frame rails diverged rearward to att- walk from the factory. lTilliams and was increased to 1%-inch l4-gauge tub- ach to a cowl hoop fabricated of two rub- Pritchard, who had done all the Lotus ing because the upper mounting bracket ular hoops attached by a perforated steel bodies since production began, trans- for the coil/shock unit was centered on panel which acted in lieu of lateral trian- lated Frank Costin's drawings into a its span, putting it in abending strain. A gulation.in the cockpit. The top of the smooth aluminum skin. lighter tubular structure extended for- hoop carried the instruments, electrics, !7hen the 18 entered the world of ward of the front suspension box to sup- and hydraulic reservoirs. The bottom of Formula 1, it represented the cumula- port the coolant and oil radiators, a 6- the hoop supported the front edge of the tive result of Chapman's continuing gallon oil tank, and body mounting seat and the simple shifter pivot. The studies in maximum stress and - brackets. The front suspension was of entire center frame section was triangu- mum weight. It was made up of three unequal length A-arms, the upper set of lated on the bottom by a stressed alumi- structural sections; the front suspension which had threaded ball joints where num sheet. box, the driver's compartment, and the they attached to the Triumph uprights From the cowl to the firewall, the engine bay which also carried the rear for camber adjustments. The anti-roll frame rails ran parallel. From the fire- suspension. The 19 was the same car in bar crossed behind and below the upper wall rearward, they converged to make

ii

1

Lotus 18 rear suspension to show elements more clearly.

The JOUHNAL 8Ol1 contact with another tube and sheet rier. which was little more than an inch panels ahead of the rear wheels. By steel hoop which acted as the load bearer from the road surface. This allowed a 1963, the scoops had been moved to the for rhe gearbox and rear suspension. very low roll center, but dangerously lit- top of the rear body panel. Coolant and The gearbox was suspended from the tle clearance in the event of a deflating oil were fed from the engine to their removable top section of the hoop and tire. The rear anti-roll bar attached to respeccive radiators by aluminum pipes the reversed lower A-arms of the rear che chassis at the upper mounting point running outside the lower body pane. suspension mounted near the bottom of the coil/shock units and extended for- This arrangement was less for the addi- where they were attached with a ward. A long vertical link with spherical tional cooling rhan to isolate the heat threaded spherical joint for camber ad- joints on either end attached the bar to from the driver's working space. Unfor- justment. A Y-shaped removable struc- che lower A-arm. tunately, on many American race tracks, ture passed from che upper left corner of The brakes were as on the 18 Formula drivers were discouraged from cutting the firewall to rhe upper corners of the I car-I}Vz-inch discs in front and9Vz- the course by half-buried at che rear hoop to triangulate and stiffen the inch discs mounted inboard on rhe rear. apex of turns. This also discouraged engine bay. A rrapezoidal structure Ffowever, the 19 included a provision on drivers from leaving the cooling tubes reached rearward from the hoop to sup- the rear upright for the discs to be outside the body work on the Lotus 19s. port the rear body panel. mounted outboard when high ambienr After only a few events, both Moss and The unsplined halfshafts acred as rhe temperatures would cause excessive Gurney moved them back inside where upper rear suspension lateral link, and heat to build up. An interesting point is they were less susceptible co being the fore and aft loads were carried from that while Moss chose to run American crushed or forcefully removed. rhe top and bottom of the cast hub car- races with the rear brakes mounted ar Most of the fuel was carried in a tank rier to the firewall by two tubular, rrail- the wheel hubs, Gurney retained the in- between the driver aod the right rear ing arms. The rear coil/shock units and board location to take advantage of the wheel. An addirional tank, carried over reversed lower A-arms shared mount- lower unsprung weight and ducted air to thb driver's knees on the 18, had been ing points at the borrom of the hub car- them from scoops on the lower body moved to a place behind the left front

The JOURNAL 80/1 established the body contours in alumi- wheel and the place it vacated was filled gear lever movement until the pedal num, molds were pulled and all future by the spare tire. was depressed. The gears were manu- and tail sections. The engine was the FPF, facrured by Z.F. in Germany. Very care- 19s had fiberglass nose was finished, 2496 cc,DOHC four which is described ful artention had been paid to their lub- \7hen the prototype leave St. in great detail by Mr. Lynch in his story rication. Two pumps were enclosed in Stirling Moss was enticed to to do a test. beginning on page 36 of this issue. the dry sump unit, one for scavenging Thomas Hospital in London The efficien- Only 36 days had passed since his terri- The most Provocative technical detail and the other for Pressure. in Bel- of chis revolutionary machine was its ry of the oiling system was proven by a ble crash at Spa Francorchamps rwo broken legs and a bro- gearbox. It had been designed in 1956 by number of differential failures when the gium. \fith , Richard Ansdale, and unit was first used in competi- ken back partially knitted back together his soaring, Moss arrived at Chapman. The controversy had nothing tion. In each case, it appeared the failure and spirits to do with its ability to allow complete was due to lack of lubrication on che ring Silverstone. He had enjoyed some suc- lJfalker's was not un- ratio rePlacements in only 10 minutes, gear. Exhaustive tests finally showed cess io Rob 18, so or the fact that it was only 10 inches that at very high revs, the scavenge familiar with che chassis' potential. In a time, he was circulating 1.1 long, or that it was the lightest gearbox pump would completely deplete the oil very short under the sports car lap record. in automobile racing. The Problem supply of the differential area andwould seconds was fantastic. Moss was so excited, he arose from its method of gear changes' maintain two pints of oil in suspensioo It to him with the 19 It was a constant-mess gearbox, like a in the gearbox. By speeding up the deliv- asked Chapman send to the Swedish GP for sports cars, which motorcycle's, and required progressive ery of the scavenge and pressure pumPs was only two weeks away. changes. To get from fifth to second, for and redirecting the flow, the problem the unpainted instance, you had to engage both fourth was solved. By the time che 19 came On August 7, L960, victory at and third on the way' If luck was not along in 1960, the box was well-proven prototype recorded its first with you, four neutrals were available. in Formulas I and2 as well as sPorts car Karlskoga, . Two days later, Jo An interlock with the clutch prevented applications. After the prototype had Bonnier borrowed the car and estab-

Clockwise from lower left: The prototype as it appeared, unpainted, in Karlskoga, Sweden' Moss in the U.D.T. colors at Riverside 196l' Gurney at Riverside. ;hed a new Swedish record for the fly- . Only the heavy old Ferra- with only rhree laps. The first was a rng kilometer. The word quickly spread ris, made for Italian roads, and the new standing start, the second was timed, and was soon ar rhe door of "California Specials" of quesrionable and the third was a cool-off. He de- Lotus wich a check from his sponsor, the parentage were its competirion. !(hen scribed the record lap as "no particular Arciero brothers, for a 19. The second the 19s arrived at Riverside in October driving feat; it was jusr rhe car." Moss car was hastily assembled while Gurney of 1960, they brought with them a new turned 2:03.62, being less experienced at anxiously paced the shop and the adjoin- efa. Riverside, and Bill Krause qualified his ing street. The Riverside pro race was in Just ro confirm the point, both Moss Birdcage at 2'.03.90, a particular driving October. Molds were taken off the alu- and Gurney broke the existing lap re- feat. An interesting sidelight is the minum protorype for pioducrion of all cord in practice. Gurney rurned a 1 :54.4 that Moss turned in Rob S7alker's future bodies in fiberglass. A new chas- 2:00.93, which was four seconds under, 18 when he qualified for the US Grand sis was assembled and an FPF Coventry Prix at Riverside a monrh later. Using Skouras testing the restoration ar Sears Point Climax 2.5-liter engine was secured. Fi- the same basic chassis, same driver, and with Stephen Griswold on his left. nally, the number two car was finished same track, the single-seater was over and shipped with the prototype, now seven seconds quicker. owned by U.D.T. Laystall, who had or- During the Times Grand Prix for dered three. They arrived in Riverside Sports Cars, Moss's car went out on the just in time to qualify for the Times tenth lap with that recalcitranr gearbox Grand Prix for Sports Cars. and Gurney's drive ended in 17 laps with Prior to the t9's arrival, the 1960 pro- a chipped cylinder liner. One reporter fessional sports car series in the US had suggested he had missed a shift during been dominated by the Birdcage Maser- his qualifying runs and might have ex- atis of Bob Drake and Bill Krause. It was ceeded the Climax's critical rev limit. a hint at a modern car with its ultra-light The Birdcage refused to relinquish its

TECHNICAL DESCRIPTION TIRE SIZE: Front: 5.00 x\l5 Rear: 6.50x 15 ENGINE: FPF BRAKE DISC Front: 10.6 inches If(/eber CARBURETORS: 58 DC03 DIAMETER: Rear: 9.6 inches CLUTCH: Twin disc/ OIL CAPACITY: 6 gallons sintered copper ISEIGHT DISTRIBU. 467o fronc 'i/HEELBASE: 90 inches TION (with driver): 547o rear FRONT TRACK: 5l inches GEARBOX: Lotus REAR TRACK: 50.5 inches RATIOS AVAILABLE: First: 22l55 fixed STARTING LINE 1250 pounds Second:26/51, WEIGHT: (full tanks) 28/ 49,jo/47 OVERALL LENGTH 143 inches Third, Fourth, Fifrh: OVERALL VIDTH: 6) inches 3r/46,12/4t,31/ 44, HEIGHT: 30 inches 14/43,16/4r,31 /40, FUEL CAPACITY: 22 gallons 38/39 GEAR CHART

6E4P gErg-

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209p N'PH position with only one fight, so the installed, while Rod Carveth imme- winner's check said Bill Krause. diately shoe-horned a new aluminum Both 19s were quickly repaired for the V-8 in number 962. Many of the Laguna Seca race the following Sunday. 19s that remained active into the mid- Gurney's car was out again when all the 60s had the Climaxes replaced by V-Ss, flywheel bolts sheered. In spite of work but the third car constructed, the second by crew chief Bill Fowler with help from delivered to U.D.T. Laystall, was sold to Max Balchowsky andJack Ross, it could Team Rosebud in Victoria, , and it nor be repaired in time to qualify. Moss became the home of their Ferrari 250 went on to wio both heats and the event TR engine. The only two cars shipped to afcer strong challenges by the Birdcage Europe went to Charles Vogele (956) and a . and Harry Zwelfel (961), both of Swit- Bill Fowler had time to disassemble zerland, for use in the European Moun- and properly prepare the Arciero/Gur- tain Championship. Our records show ney car before rhe December event in four cars delivered to Great Britain. The Nassau. With the ride height raised by three U.D.T. cars were 910,9J2, and aluminum rings under the springs and 953. Number 964 weot to Howden Gurney driving a conservative, well- Coundley with a 2.7-liter Climax in it. planned race in deference to the rough The subject of these photographs is old airfield surface, rhey got the win. the Peter Ryan car, number 959. Ryan \D7ith all the publicity from the 19's was a Philadelphian by birth, but had successes, there were plenty of buyers taken a Canadian citizenship when he jockeying for the limited production joined his mother at the Mt. Tremblant planned. Chapman proceeded to deliver Ski Resort. which she owned. The car is all 12 as advercised and filled four addi- consequently listed as a Canadian car. tional orders as well. Of the 16 cars He took delivery early in the summer of (numbered 950 through 965), 11 were 1961 and entered an event at Lime Rock, delivered with Coventry Climax FPF Connecticut, on July 1, where he fin- 2.5-lirer, four-cylinder engines. Two of ished second behind Penske's Birdcage. the remaining-five eventually had FPFs In August, he made another foray into

Lotus 19 Production CHASSIS ENGINE NUMBER DELIVERED FIRST OWNER, KNOWN HISTORY 950 2.) Climax U D.T. Laystall/Stirling Moss (G.8.) 1960-Terry Buffum (San Francisco) 1980 ()5 (California I Brothers 1980 1 2 5 Climax Arciero B rothers/Da n Gu rney ) 960-Arciero 95). 2 0 Climax U.D.T Laystall (G B.) l96l-Rosebud Racing Team (Victoria,Texas) 1962 953 2.5 Climax U D.T. Laystall (G.B ) l96l 9t4 2 l Climax J. Frank Harrison (Chatranooga, Tennessee) l96l-Became Harrison- Ford Special From the top: Srirling Moss in 950; Dan 956 2.5 Climax Charles Vogele (Switzerland) 1961-Changed to 2.0 Climax for hill Gurney in 951; lnnes lreland in 952; Masten climbs; fifrh in championship 1962 Gregory in 953 951 None Corsten l96l 9t8 2 J Climax RoySchecter l96l 95<) 2 5 Climax Peter Ryan (Toronto, Canada) l96t-Tom Sktruras/Lou Sellyei (St. Hellena. California) I 980 960 | ! Climax Roberr Publicker (Fort Lauderdale, Florida) | 961 t)61 2.0 Climax Dr. Harry Zweifel (Switzerland) l96l-Fifth in Hitl Climb Championship l96l; seventh with Maserari engine |,962', fourteenthwirh Ferrari engine I 961 962 Nune Rod Carverh (San Francisco) l96l-lnstalled Buick V-8 in l96l ; Bev Spencer (San Francisco), Stan Pererson (Los Angeles ), Frank Crane, l.ee Geirer, Don Orosco (Fresno, Caifonia) 1979', Srephen Griswold (Berkeley) 1980; Chris Drake (G.B ) 1980 961 None Henry Olds 196 | 96'1 2-7 Climrx John Coundley (G B.) 196 I 965 2.0 Climax John Mecom (Houston, Texas ) l96l-Changed rtt Buick V-8; Bill Wonder (New Y()rk) 1980 966/ t9B V-8 Ford Dan (iurney ( Costa Mesa, California) I 963-Wayne I-yndon (Sacramento, California) 1980

34 The JOUBNALSO/1 the SCCA's stronghold only to DNF second Canadian ChampionshiP and with gearbox ills, while running a close 9J9 its third. second to Penske again. At rhe age of 21, By 1964, the King Cobras and ChaP- Ryan won the Canadian GP (for sports arrals were firmly in cootrol of the pro- cars) on September 30 against a field fessional racing scene. The Hollings- made up mostly of Canadian club racers. head Company sold their 19 and it That win, together with the points won slipped quietly into the obscurity of Ca- previously in the 1961 Canadian season' nadian club racing. ln 1965, it appeared won him the Canadian club's "Driver to at a six-hour enduro at \Tatkins GIen Europe" award. He subsequeotly sold and suffered a minor breakage which the Lotus to the R.M. Hollingshead eliminated it from the event. John Box- Company inJanuary of 1962 and crossed trom of Toronto bought it on the spot che Atlantic to drive a Lotus Formula and took it home. \7hen Tom Skouras as raced in1965. Junior. Francis Bradley was the driver found it, it was virtually for the Hollingshead Company. He won The Griswold Company has now com- the Canadian ChamPionshiP in 1962 pleted a first-rate restoration and the car wirh two wins and several good places. is about to enter its second race career. For 1963, the car carried the name "The Its period of domination may be long 'Whiz Special" and Dennis Coad was the past, but its period of great entertain- new driver. He won Hollingshead their ment has iust begun.*

Lotus 19 Victories AVERAGE DATE PLACE DRIVER/SPONSOR POSITION SPEED (mph) Augusr 7, 1960 Karlskoga Stirling Moss I st October 2J, 1960 First Stirling Moss/U.D.T. lst Heat I Laguna Seca lst Heat 2 December 1960 Nassau Speed Veek Dan Gurney/Arciero lst Nassau 89 t TroPhY \ April 15, 1961 HenryTaylor/U.D.T. Ist Aprtl22,196l Aintree "200" StirlingMoss/U.D.T Ist April29, t96l Silverstone Inrer- StirlingMoss/UD.T. 1st national Trophy "200"* lsr Heat I June 24, t96r Mosporr Players Stirling Moss/U.D.T *Lap record: l:40.0 (Moss) lsr Heat 2 Septemberl0, l96I Mosport Canadian Peter Ryan I st 8616 Grand Prix+ +Lap record: l:3/+.2 (Moss) October 22, 196l Second Pacif ic Grand Stirling Moss/U.D.T. lst Hecr I 90.3 Prix Laguna Seca lst Heat 2 9l .9 go.7g December, l96l Nassau Speed Veek Dan Gurney/Arciero lst Nassau Trophy February ll,1962 Daytona Continenral Dan Gurney/Arciero lst 104 I l-Hour "200" I st Heat 2 Plus Overall June 9, 1962 Mosport Players /U D.T. Dan Gurney/Arciero lst Heat I 84.6 June 10,1962 Laguna Seca /Rosebud 1st in 954: Nethercutt 82-91 Jack JlJy 29.1962 Kent Seafair Cup Jack Nerhercutr lst in')55;Dave Ca.usey; JerrY Grant Seprember 22,1962 Mosport Canadian Masten Gregory/U.D.T lst 86 i Grand Prixr +l-aprecord: l:31 5 (Gurney) September 30,1962 Kent Northwest Dan Gurney/Arciero lsr Heat I 89.0 Grand Prix Dun Gurney/Arciero lst Heat 2 89 1 October 71,1962 Third Pacif ic Dan Gurney/Arciero lst Heat I 89.0 Grand Prix* Lloyd Ruby/Harrison lst Heat 2 91.0 r Cooper Special was third overal I rvi nner December, 1962 Nassau Speed lWeek Innes lreland/Rosebud I st Nassau Trophy "200" 2 June l, 963 Mosport Playes /Arciero* lst Heat f Daigh was overall winner Lloyd Ruby/Harrison lst Heat I 92 0 July 28, l9(r3 Hoosier Grand Prix Dan Gurney/Arcier

The JOUFINAL 80/1 35