Colin Chapman Museum and Education Centre Newsletter July 2014

Newsletter – Number 48

  1. Lotus not seen everyday!
  2. Museums around the world you may not have heard of: RIGA
  3. Questions from our readers,
  4. The Contemporaries Series: Marcos: Going Against the Grain: Marcos and Lotus Compared and Contrasted
  5. Colin Chapman: Wheeler-Dealer of Warren Street? Not as you know it.
  7. Lotus books one for the library 
    7.1 Lotus books one for the library
  8. Lotus collectables
  9. Lotus interest on YouTube

All previous articles relating to these are held on the website.

1. Lotus not seen everyday!


2. Museums around the world you may not have heard of: Riga Motor Museum



Riga Motor Museum (Latvian: Rīgas motormuzejs) is the biggest antique vehicle museum in the Baltic countries. The museum is a state agency operating under the Transport Ministry. Since 1992, the museum is a member of International Association of Transport and Communication Museums (IATM–ICOM), since 1994 a member of Latvian Museum Association, since 2002 – a member of Latvian Transport Development and Education Association. The museum is located at 6 Sergeja Ezienšteina Street in the Mežciems neighbourhood of Riga. The museum also features a café and a sports club.

The museum was founded in 1989 on an initiative from Latvia Antique Automobile club (AAK). The building was designed by the Latgyprogorstroy architect Viktors Valgums. Since 1992 it is a state museum.

One of the most significant exhibits in the museum is the 1938 Auto Union racing car Type D, which was saved from cutting into scrap by Viktors Kulbergs, president of Antique Automobile Club of Latvia.

RMM_Bauska_panorama Rigas motormuzejs

Rigas motormuzejs

3 Questions from our readers

Hi – I found your link on the Hornsey history site.

I was born some 400 yards from the Lotus factory site (in 1940)
That in mind I am totally familiar with Lotus / Railway Hotel (Chapman’s dad owned it) and my meetings with Colin Chapman – most as a youngster and up through the years as a car enthusiast.
If interested contact me.

Editor’s note. It would be interesting if someone like our reader had written up their experiences. If so we would be delighted to publish them.

 4. The Contemporaries Series

Marcos: Going Against the Grain: Marcos and Lotus Compared and Contrasted


The Contemporaries Series has been written to achieve the following objectives:

  • To compare and contrast the designs, products and achievements of Colin Chapman/Lotus with their, rivals, contemporaries, peers and competitors
  • To benchmark achievement by a series of consistent criteria
  • To extract from the comparisons an objective assessment
  • To counterpoise some specific models against each other
  • To examine the nature, culture and economic viability of the British specialist sports car market.

The British specialist car market has been extremely vulnerable to economic downturn and its history is littered with casualties .Those that have survived are worthy of examination.

Please note the editors have striven to achieve objectivity and consistency of comparison throughout however it will be appreciated with many conflicting sources, references and specifications this is not an easy task and some inaccuracies may occur. We are happy to correct these presented with reliable alternatives.

Note that several sources have been drawn upon for specifications.  For general consistency the editors use Taylor, The Lotus Book .In this article other additional/ complementary sources are used and stated where appropriate.

In this article we use some information about Lotus from our previous article on Lotus & Morgan; subscribers may therefore be familiar with this aspect.

The Post -War Era

Colin Chapman and Jem Marsh were of a similar age. They had much in common and developed their respective marques against the socio-economic events that shaped Britain since the Second World War. Both men experienced the following and possibly factored in circumstance when contemplating their new models:

  • Post –war Rationing including petrol and raw materials steel etc.
  • Suez crisis impact and petrol rationing
  • Purchase tax was considerable and major savings /increased specification could be created by self-building
  • Ford and Austin Specials- a culture of building , tuning and experimenting partly to avoid taxes
  • 750 Motor Club and 1172 Formula and culture of highly competitive amaeuter club racing
  • The Lotus Seven, Lotus Elite ,Austin Healey Sprite Mk.I, Mini, and E Type Jaguar
  • London particularly the swinging sixties , Carnaby Street and the Racing Car Show*
  • The World economic crisis on two occasions with its impact on oil prices and consumers through petrol price but also VAT and interest rates
  • Mainstream manufactures providing more sophisticated models particularly the hot hatches and GTi range
  • European legislation .Mot’s and safety issues etc. impacting on exports e.g. US
  • The availability of engines gearbox and axles etc. from manufacturers
  • Technical skill levels and apprenticerships in engineering have reduced so fewer have skills or motivation to assemble component cars. Note property prices have also become significantly higher based on footprint many do not have space to assemble component car
  • Culture and taste showing an interest in sustainability

*The Racing Car Show [see dedicated A&R article]

Many of both Lotus and Marcos models debuted at the Racing Car Show and made a considerable impact including winning orders. To fully appreciate this context subscribers are recommended to see A&R dedicated article and that of Carnaby Street which explains the London scene in the 1960’s


The post-war era threw up many enthusiasts who embraced motor sport in various capacities some were also entrepreneurs believing they could serve the market and form the backbone of the British specialist car manufacture. Some of the names who have communality with Jem Marsh include:-

  • Eric Broadley
  • Frank Nichols
  • A.Mallock
  • Walklett brothers
  • John and Charles Cooper
  • John Tojeiro
  • Julian Kingsford-Booty
  • David Ogle
  • Trevor Wilkinson

British Specialist Car Manufacturers of the Era

  • TVR
  • Morgan
  • Lola
  • Turner
  • Gilbern
  • Ginetta
  • Elva
  • Tornado
  • Berkley
  • Bond
  • Falcon
  • Deep Sanderson
  • Fairthorpe
  • Lenham
  • Rochdale
  • Unipower

Understanding these help appreciate the size, nature and competition within the market. Particularly interesting is the specific adaption of the Mini with regard to the Mini-Marcos and the other versions including the Unipower.


Jem Marsh is the primary founder of Marcos. However he entered a partnership with Frank Costin [see below] and the amalgamation or contraction of their names created the brand name of Marcos

Jem Marsh

Jem Marsh as noted is a contemporary of Chapman and they had interests in common.

These might be summarizes as:-

  • Both were of similar age
  • Both had experience of the British armed forces post war.
  • Both men were competent competition drivers; Jem Marsh right through his life and career
  • Both gained experience and participated in amateur club racing via the 750 Motor Club [note importance of 750 and 1172 formulas] its interesting to note both men had ridden motorcycles.
  • Both worked with /alongside other men of considerable abilities .Chapman in early days with Mike and Frank Costin , Keith Duckworth ; and Jem Marsh again with Frank Costin, Dennis and Peter Adams and others
  • Both men produced and sold a mixture of competition and road cars with some small overlap of customer base but Lotus on a far greater scale.
  • Both men shared some character traits in common but the differences were greater [see A&R article on Motoring Icons]
  • Both responded to the market for tuning and components for specials [ see era ] and both developed this into turnkey and component cars although at vastly different volumes
  • Both men witnessed their cars raced at Le Mans again with Lotus having far greater success and publicity
  • Both men demonstrated considerable determination and business acumen against the odds at various times to keep their specialist marques afloat again Chapman being the more enterprising and resourceful of the two with a far larger concern and workforce to support. Both experienced massively polarized success and failure –Chapman perhaps more so both in his racing team and car production
  • Both men learned lessons, both perhaps aspiring against realities but also able to adapt and improvise e.g. .Chapman the Elan following the Elite and Marsh the Mini –Marcos Vis the 1800.
  • Both used mainstream engines notably Ford to give their products practicality and affordability
  • Both men had a particular impact during the 1960’s and their products were owned by the style leaders of the swinging sixties [ see A&R article on “The Avengers” and Carnaby Street, as noted their cars were launched  at the Racing Car Show.

It ought to be appreciated that Marcos production and model range was far less than Lotus and of course they did not compete in FI or Indianapolis etc.

Jem Marsh was born in Clifton, Bristol in 1930. [Note close contemporary of Colin Chapman]. His family were reasonably well of .Both his father and step father had interests in motorsport.

Jem Marsh spent many years in the Navy. He enjoyed photography and developed this as sideline. Following this he had employment as a stunt driver, car salesman and gained some useful experience at Firestone’s.

Jem Marsh is a tall lean man and this is unusual in a racing driver and probably incongruous in the compact cigar body racers of the 1950’s. Jem was competitive on and off the track and possessed a strong sense of vision and determination when motivated and focused. Jem entered racing through the 750 Motor Club and drove an Austin Special with some success. He had his first race in 1954. Of the early mid 1950’s he stated:-

“We could pick up Austin Seven’s for £5”

During the 1950’s in Britain there was a demand for second hand cars due to many factors including the war, postwar austerity, export preventing home market availability and also purchase tax etc.

Note these factors would be significant until the widely available introduction of the Mini and Austin Healey Sprite Mk.I in the late 1950’s.

These factors created a market for second hand cars and possible specials as a derivative. Jem would have had a special perspective on this [as did Chapman] from racing and observation/ experience. It was probably the demand for tuning equipment / conversion parts that led him to form Speedex. It is worth looking at period magazines to see the companies that were providing tuning and aftermarket spares. These included Aquaplane, Dante, Super Accessories and LMB [Lesley Ballamy for whom Jem worked briefly-see A&R articles]

Speedex Castings and Accessories was formed c 1957 and based at Luton.Amongst the parts he supplied included cylinder heads, alloy wheels, wishbone suspension and related items for Austin Seven and Ford 10 [nb Ford specials and 1172 Formula racing] Speedex catered for calling customers and mailorder.By 1958 Speedex offered a 2 seat body conversion for the Austin Seven which looked slightly like a Lotus Seven. Soon after an aerodynamic fibre glass shell was offered .This was designed by Mike Featherstonhaugh.

Jem Marsh was also competing in his own 750 Formula racing car. He would be in contact with the network of people and organizations particularly 750 MC around London the acknowledged epicenter of postwar motor sport and where many of the Ford special manufacturers were based.

Jem was possibly thinking of a new car kit project that might be multi-functional, competitive and cut an advantage in club racing or to use a modern terminology find a niche. Therefore when he was able to discuss plans with Frank Costin there may have been a shared vision of the market and a suitable product they could create. Please see dedicated paragraphs for extended analysis of the Marcos cars]

The marque name Marcos is combination of these men’s surnames.

Jem Marsh split from Frank Costin and in the early 1960’s set up production at Bradford on Avon. Here he was to enjoy both financial support and encouragement from Grenville Cavendish c 1962-66.

He has been a business man and experienced his fair share of commercial problems. Throughout this has retained a sense of humour and charm. Jem has evident energy which some believe borders on restlessness .He is certainly not pretentious and slightly anti-establishment but this must be balanced by the fact he has held senior roles in the HSCC and SMMT Specialist Car Group. He remains his own man.

Jem Marsh has brought longevity to the marque and a continuous development as he has owned and driven hard the products both on and off the track. In many respects he is a legend in his life time and made a long and important role within British motor sport .Although perhaps unlike Chapman reaching the highest echelon of GP FI and Indianapolis, Jem has concentrated mainly and successfully at sports car racing at club level but also attempted Le Mans.Although a big man in stature he has been something of a giant killer in that he drove smaller capacity machines to success against larger and more powerful opposition.

Frank Costin

We recommend our subscribers to see our extended and dedicated article on Frank Costin in our contemporary’s series. Frank Costin had experience of the 2nd World War Mosquito and allied construction / design of gliders and light aircraft.

Dennis Adams

Dennis Adams holds an important place in British specialist motor design. He was self-taught and gained some early experience at Lister’s in Cambridge. He is believed to have served in the RAF.His designs include:-

  • Adams Roadster
  • Probe series 15 onwards through to Probe 2001[Probe was dubbed “an investigation into extreme of styling” ]
  • Autocars project
  • Sports racing cars [see chapter XP Group 3]
  • Luxury off road vehicles
  • Recreations /reinventions interpretations of classic/ veteran vehicles
  • Single seat commuter car
  • Futuristic  3 seat vehicle
  • Wrought iron work
  • Furniture

His most famous and memorable work is probably the original Marcos 1800. [See sketches p 66 “Marcos” by Barber & page 107 “Specialist Sports Cars” by Heseltine] this car possesses elements of the Ferrari GTO /GTB and the aerodynamic E Type Jaguar and perhaps also the Alfa Romeo GTZ.

Adams is also famous for the appearearnce of the Probe in the iconic film “Clockwork Orange”

It’s believed that from the early 60’s he undertook design consultancy and that by the early 1980’s he formed a design consultancy named Adams Design Studio. He was featured along with Probe 16 in Daily Telegraph supplement discussing British designers which also included Chapman. The Probe was also given some prominence at the London Motor show when Styling was promoted again involving the Telegraph.

His brother Peter was a skilled carpenter and contributed significantly to the chassis constructed of marine ply.

When first taken on and working in Wales with Frank Costin it’s believed his wage was £35 month.

Gullwing GT prototype [Xylon?]:c1959

This car was designed by Frank Costin .The prototype is believed to have his design for both body and chassis.

The GT possibly had a brief that contained some of the following elements:-

  • The GT was possibly conceived primarily as a sports car for road use with the potential for competition
  • To be enclosed: I / for aerodynamics, ii / for advantage racing class,iii / comfort /protection combined road /race car, iv / address new generation Mini & AH Sprite etc.
  • In order to be competitive weigh same or less than Lotus Seven with greater torsional rigidity [it’s believed that Costin aspired to a weight between 7-8 cwt.]
  • Ability to accept proprietary parts notably Ford: I economy/ availability ,ii tuneability, iii eligibility for racing class

Frank Costin is reputed to have referred to the Xylon as “a dry Lotus Seven”

The prototype was registered as DFF 529. It’s likely that it was built through 1959 and registered in 1960.It’s believed that it was painted a dark colour [as indicated by B&W photographs] possibly blue with unpainted aluminum guards front and rear.

In appearance the prototype possessed:-

  • Gullwing door arrangement with large side window
  • Low bonnet with long tapering nose cone
  • 4 piece windscreen
  • High cabin [ nb Jem Marsh’s height]
  • Cycle guards front and rear where they are integrated with body
  • Small low and close set headlamps
  • Curious rear end / cabin treatment

The appearance was functional and aerodynamic if not particularly aesthetic. It was produced at minimum costs with little or no specialist input and in very rudimentary workspace/ facilities.

The Chassis

Structural timber

Timber is not a material associated with the chassis of motor cars but it has excellent properties and is used to advantage in: boats, planes, gliders, furniture, and architecture and of course in many prewar automobiles where it was used for framing. It is strong, stable durable and has a modest weight. It’s relatively easily worked and joined. Its strength can be increased when it is veneered, laminated or resin bonded.

The chassis was constructed of special laminated plywood on the monocoque principle and joined using the synthetic Aerolite 300 adhesive. Small sections are assembled into a whole by gluing and stapling.  Localized stress areas were reinforced. There are not many photographs of the chassis but a diagram appears in Jem Marsh’s book, pictures in Haynes and possibly the best image of the chassis, engine bay and front suspension appears in “The Post War Touring Car” along with a front three quarter photograph of the completed 759 DBM. A good verbal description interestingly appeared in a review published by “Sports Car and Lotus Owner”

Twite comments that:-

“The basis of chassis is two deep side boxes which are joined by various cross members, all of which are glued together, no bolts are used at all. The side boxes are of necessity very deep to give the necessary strength and this causes some problems with entry and exit.”

Essentially the chassis was formed of three “torsion” boxes fore and aft and three crossways.

Some have compared the constructional method with three primary longerons as used in airframe fuselages.

The advantage of the marine ply/spruce monocoque included:-

  • Strength
  • Fire resistance
  • Impervious to extremes of temperature
  • Corrosion proof
  • Does not fatigue in same way as metal
  • Relatively easily repaired as damage often localized and tending not to impact through chassis Vis tube space frame.
  • Reasonably energy absorbing  in accident therefore reasonably safe
  • Assembly jigs reasonable easy and cheap to make

The chassis for the prototype and early cars was made by the Monocque Chassis & Body Co.Ltd. Headed by Frank Costin. They were based in Dolgellau, and not long after Llanberis, Wales

Mechanical Specification [Summary]

The GT was offered with a variety of engines and the following generalized specification:-

Front suspension independent by coil; Standard/ Triumph [e.g. Herald] steering and suspension components which were very well designed. They are mounted on the wooden frame by a triangular steel frame.

Standard rear axle –choice ratios rear semi elliptic spring according to some sources possibly on prototype others suggest coil springs

Engines/gearbox : the prototype used the Ford 1172 cc side valve thereafter   Ford 105 E [ most often used for racing in 1000cc GT class] and 122E, twin SU carburetors, Ford  [or Hewland five speed conversion for racing ]  gearbox, hydraulic brakes. Some sources suggest that the Nash Metropolitan rear axle was utilized. It’s also possible that a Formula Junior engine was considered [see A&R article]

The GT was well equipped


Wheel base               7’-3”

Front track                 4’

Rear track                  4’

Overall length           12’

Overall width             4’-7”

Overall height           4’-6”

Kerb weight               1008 lbs. [includes 5 galls. Fuel]

Performance and handling were quite exceptional due to the excellent power to weight ratio. The GT offered handling, economy and convenience.

It almost immediately did well in competition including winning both the 1961 and 1962 Autosport Championships. Drivers who helped establish its reputation beside Marsh included Bill Moss, S.Diggery, Chris Meek and of course Jackie Stewart.

Following the prototype with its unconventional looks there was both a slight aerodynamic and aesthetic improvement with a front end bearing some resemblance to a “Frog Eye” Mk.I Sprite. Some examples also had transparent Perspex covers /fairings over the lights.

Marketing and Sales

Jem marsh headed up the sales concessionaires at his Speedex Castings & Accessories based at Luton.

Famous GT Registration Numbers


80 SNK

G 128

8853 JH

759 DBM

Spyder/Fastback/GT: c1962/63

This model seems to be primarily an aesthetic upgrading of the original model. It appears to retain the laminated marine ply construction with a proprietary wood preservative treatment. The screen had become wrap-round and integrated with the rounded aerodynamic body shape. The gull wing doors were retained in a “bubble” type canopy over the cockpit. Triumph suspension was used and Standard 10 back axle. There seems to be a choice of engines including Ford [ohv] with twin carburetors. Disc brakes were fitted on the front wheels which might be standard pressed steel or mag-alloy. The editors believe it was first displayed at the Racing Car Show of 1963.

The following specification is provided by Twite.

Engine /Cyli 4-water cooled
Bore /Stroke 80.9 x 48.5
CC 997
Valve Gear ohv
Comp Ratio 10:01
Carburettors Twin Weber
Max.Power 85 bhp @ 7500 rpm
Trans/Gears 4
Front Brakes Disc 9″ dia
Rear Brakes Drum 8″ dia
Steering Rack & pinion
Front Susp’ Ind’ x coil spring
Rear Susp’ Rigid axle & coil springs
Chassis Laminated plywood unit construction
Wheel base 7′-6″
Front Track 4′-2″
Rear Track 4′-0.5″
O’length 13′
O’width.body 4′-8″
Kerb weight 1,000 lbs
Front Tyres 5.60 x 13
Rear Tyres 5.60 x 13

Twite records that a works car was entered for Le Mans in 1962.

Famous Registrations:-


HOO 144

The Marcos “Fastback”

The Marcos Spyder fell between two stools. Some observers claim it was too basic as road based sports car. There were very few orders and production data confirms this. It was offered as an open two seater later upgraded with a bubble type hardtop canopy.However the preference of the racing community possibly vis classes was for a permanent fully integrated hardtop and this was developed by Marcos by mid-1963 and is most frequently referred to as the fast back.

XP: “Science-fiction” prototype: c1963

The XP is a totally unusual car and none of the text books give adequate answers for its role or its potential market. It appears to have some of the shape of an ultra-aerodynamic creation of Frank Costin to deliver exceptional fuel economy .The XP appears to have been designed for a much larger engine possibly even a V6 or V8 possibly intended to be rear mounted. The central steering wheel and three abreast accommodation seems too radical for the British market /era and it might be questioned if the car was commissioned for purposes other than road transport or as means of gaining publicity. Motoring historians seen uncritical about the cause of its demise.

Marcos 1800:1964 -66/ 1966-67, 1967-68

It might be contended that the Xylon, Gullwing/Coupe and Fastback although proposed as road /race cars had succeeded primarily as club racers. Therefore it possible that when Jem Marsh commissioned a new design from Dennis Adams he wished for a genuine road sports car and for non-racing customers [potentially a much bigger audience] having said that the Marcos 1800 appeared at the 1964 Racing Car Show .The car bore a likeness to the aerodynamic bodied E Type, Ferrari GTO/GTB and the Alfa Romeo GTZ.It was strikingly low sleek, stylish, of its time and extremely beautifully finished inside and out. The dashboard, interior and steering wheel were very highly regarded and impressive as were the specially cast alloy mag wheels. The dash board in particular evoked aviation practice [see “British Auto Legends” It was extremely low [necessitating semi reclining seats] and this made it very memorable and accentuated its shape. It was possibly this dramatic appearance that caused the 1800 to be sold to celebrities, pop stars and rock royalty and which perhaps gained it such a powerful early reputation. It was well received by the press.

It’s believed that the car had been designed to accommodate tall drivers like Jem Marsh. In order to allow for varying heights adjustable pedals and steering column were included .The seats being fixed.

The cockpit trim was possibly far and above that of what is associated with a kit car and head restraints were adopted.

Like the earlier GT it was constructed from marine ply box sections comprising door cills, front footweels, and transmission tunnel and united with a one-piece marine ply baseboard. The construction is often alluded to as “multi-monocoque”. The body in GRP was unstressed.

The mechanical specification included the Marcos tuned Volvo engine and gearbox.

The Marcos 1800 was offered as turnkey or in component kit form. The kit was comprehensive and it’s estimated that it could be assembled in approximately 24 hours. The manufacturers provided a long list of extras. The Marcos 1800 was very expensive and in price league of an E Type.

Critics commented that the car was noisy, cramped, access was difficult and that storage space was very limited. However performance and handling were excellent resulting from approximate 50/50 weight distribution; engine behind axle line.

Stan Gray played an important role in the cars development.

The following specification is quoted in “Automobiles”

Specification Marcos 1800 GT
No. of Cylinders 4:Volvo
Cubic Capacity 1783 cc [1788cc?]
Compression Ratio 10:01
BHP 114
Max. mph 115
Overall length 13′-3″
Overall width 5′-2.5″
Height 3′-5.5″
Wheel base 7′-5″
Track [front] 4′-1″
Track [rear] 4′-1.5″
Weight 11.75 cwt [approx.]
Turning circle 30′
Fuel tank capacity 12 Imp.  gals

 Additional /supplementary specification:

Front track                 49”

Rear track                  49”

Wheelbase                89”

Ground clearance    5”

Tyres                          5.90 x 13 [5.5 J] Mag –alloy option & Pirelli tyres

Weight                       1215 lbs. [dry] 1702lbs and 1336 lbs.

Haynes in “Guide to Component Cars” suggests that on a smooth surface the Marcos 1800 might be compared with the Lotus Elan. He also records:-

“The Marcos is a really splendid sports car with exciting styling.”

Other engine options through this period included hose by Ford of 1783cc 1498cc 1650 cc. Ford engines were often fitted with twin carburetors. The 1650 cc engine was supplied by Lawrencetune.

Marque Marcos
Model 1600 1500
Displacement 1,599 cc 1,499 cc
Maximum HP 95 DIN
Maximum speed 120 mph
Wheel base 88.9″
Front track 50′.5″
Rear track 52′-0″
Overall length 160.5″
Kerb weight 14.8 cwt.
Body 2 door, 2 seat coupe
Tyres 165 x 13
Fuel capacity 10 gals.
Engine Ford
Cylinders 4
Bore /stroke 81 x 77.6 mm
Compression ratio 9.6:1
Maximum power 95 bhp @ 5,500 rpm 85 bhp @ 5,300 rpm
Carburettors Weber Twin CD Stromberg
Cooling Water cooled
Valves Push rod
Transmission Rear wheel drive
Clutch /Gearbox Diaphram clutch /4 speed
Chassis Monocoque of marine ply , forward structure steel tube; body f-glass panels
Suspension front Independent wishbone, coil springs tele-shock absorbers
Rear suspension Fixed axle, coil springs, oblique thrust rods, telescopic shock absorbers
Steering Rack & pinion
Brakes Disc front /drum rear

 Mini Marcos: 1965-74 – [nb reintroduction 1991]

Published sources do not inform with regard to the commercial intentions of the Mini Marcos or the proposed customer base. Several motoring historians suggest that Jem Marsh saw a similar design at the Racing Car Show and was able to get his version into production earlier. Possible factors that shaped its existence are:-

  • The Marcos 1800 was an aesthetic success but expensive ; limited sales were predictable against established competition
  • The Mini had been in production for some time , second hand and crashed cars were available
  • The Mini had established a reputation in racing. Competition and rallies. There were after market and tuning modifications available
  • The Mini came in various engine sizes giving customers choice [841, 1098, 1275 cc]
  • The Mini Marcos potentially could fulfill an updated role of the Speedex and earlier body shells fitted to Ford specials
  • Body shell production would be easier than assembling and selling complete cars. It was likely to have higher turnover and geater volume sales
  • It provided some competition opportunities because it was slightly lighter than the Mini
  • In some respects the Mini Marcos was reworking at least of the principals involved with the Xylon
  • Jem Marsh might have seen the Mini Marcos as baby or starter model to ongoing Marcos ownership or larger and more expensive models

Malcolm Newell takes primary responsibility for the design of the original Mini Marcos. Although it’s believed Malcolm Sharp also made worthwhile contributions. Its launch was the 1966 Racing Car Show.

The Mini Marcos was a two seat coupe using a glass fibre monocque shell with tubular sub-structure and possibly a wooden floor designed to take Mini mechanical components and sub frames with a wide range of options / tuning etc. Both rubber and hydrolastic suspension are believed to have been fitted. It was offered in kit form and was reasonably affordable.

The car proved light, simple and enjoyed great handling and performance as a result of the f.w.d and transverse engine. It was very British.

The Mini Marcos despite its somewhat crude yet functional appearance produced a low drag and deceptively small frontal area.

The Mini Marcos was not considered particularly aesthetically pleasing by some although the authors credit with it with an extremely functionality and its shape was determined by economics and the retention of standard Mini parts. Notably the front mounted radiator. This is an interesting study of aesthetics as applied to form and function where function predominated. The Mini Marcos proved fast, reliable, competitive and significantly, cheap.

The Mini Marcos did well in competition and earned a reputation at Le Mans where it competed in 1966 and 1967.

The manufacturing rights of Mini Marcos has been bought and sold on many occasions. It therefore has chequred history. It has been sold in various occasions either as a complete assembled car or as a kit. Between its launch and 1974 its estimated 700 were sold.

Marque Marcos
Model Mini-Marcos 1300 GT
Displacement 1,275 cc
Maximum HP 76 SAE
Maximum speed 105 mph
Wheel base 80″
Front track 48.5″
Rear track 47.3″
Overall length 125.5″
Kerb weight 10 cwt
Body 2-door, 2-seat plastic construction
Tyres 145 x 10
Fuel capacity 6 gals.
Engine BMC Mini Cooper S
Cylinders 4
Bore /stroke 70.6 x 81.33 mm
Compression ratio 9.75:1
Maximum power 76 bhp @ 6,00 rpm
Carburettors Twin SU semi-downdraught
Cooling Water cooled
Valves ohv
Transmission Front wheel drive
Clutch /Gearbox Diaphram clutch /4 speed gearbox
Chassis Utilises BMC Mini sub frame
Suspension front Independent “Hydrolastic” unis T&B arms & tie rod
Rear suspension Independent “Hydrolastic” units located by trailing arms
Steering Rack & pinion
Brakes Disc front , drum rear

 XP Group 3:1968

It’s believed that the code letters stood for “Experimental Project”

This was a rear /mid-engine sports-racing coupe. It’s believed this machine was designed for the FIA Group 3 [3L, GT category]. The XP was again designed by Dennis Adams and possessed a wedge shape profile. The chassis remained stressed plywood monocoque based

It’s believed that the first engine obtained was Repco-Brabham V8. This machine was not a competitive success and was not developed. Later a lower performance V8 was substituted and the car used on the road. It has survived.

It’s possible that Marcos hoped to produce a run of these cars or that it was intended as donkey prior to producing a road sports car.

Adams believes his design was slightly compromised during construction.

Marcos 2L 1970-71 & 3 L, 2.5 L& 3L-Volvo: 1969-c 1971

Adams shape 2 –seat coupe with various engines. They were displayed at the 1969 Racing Car Show.

These models are variants of the steel tube cars and continued the “1800” Adams shape [2-seat coupe] but with steel tube chassis but adopted the Ford V4 ohv engine of 1966cc and

Ford V6, Volvo straight 6 and Triumph 2.5 L

Production numbers tell their own story but this needs to be related to the era / world economic events.

A brief summary specification of the 1969-71 3 L:-

Engine: Ford V6

Capacity: 2994 cc

Max power: 136 bhp @ 4750 rpm

Front suspension: coil and wishbone and anti roll bar

Rear suspension; live axle, coils upper and lower links, Panhard rod

Steering: rack and pinion


Length: 13’-4.25”

Width: 5’-2.5”

Height: 3’-6.5”

Fuel consumption averaged; 23 mpg

In 1969 Marcos advertised the 3L model in “MotorSport” they quoted from “Motor” April 1969 stating:-

“ Striking closed two-seater with tremendous punch , outstanding road holding very hard ride, but superb seats , well appointed…….its full performance is impressive …….”

Marcos strap line was “Three litre fireball ……..All you need is a Marcos”

Mantis: 1971

See extended details below with comparison with 1970’s Elite and Eclat.

Marcos since the 1980’s

There is some merit in contrasting the Marcos with TVR [see A&R article].Both companies were in the specialist market and both adopted medium –to large powerful engines. More recently the larger possibly to compete with mainstream supercars. In the Marcos case this has resulted in some loss of aesthetic refinement and general loss / dilution of character and possibly a marketing move towards a more butch and macho car. Of course export and markets might well also determine this along with the realities of engine availability.

1983: Mantula [Rover V8 believed to be the 3.5 L engine giving estimated 190 bhp.engine upgraded with development. Weight distribution approximately 50/50] Spyder, Martina

1990’s: 1992 /1994 LM 200 GT RS, 400,500,600; 1993 Mantara, 1996/7 Mantis, [Ford V8] GTS, 1998 Mantaray

2000’s 2002.Marcasite, 2004 TSO

Marcos at Le Mans

We have noted that both Lotus and Marcos competed at Le Mans.It’s interesting perhaps that Marcos have entered at opposite ends of the engine capacity. Some of their early reputation was based on the Mini Marcos. The firm reestablished itself in the mid 1990’s and enjoyed some success.

Marcos: Estimated Production No’s

The editors do not have definitive figures and numbers vary from different sources. An attempt has been made to average and amalgamate these. We are happy to amend with information from reliable sources.

Model             Year                Production

GT                   1960-63         29

1800               1964-66         99

1500               1966-67         82

1600               1967-68         192

Mini Marcos  1965-74         700 [possibly well over 1264 into 1995’s]

3L                    1969-71         80

2.5L                1971-              11

3L-Volvo        1970-71         250

2L                    1970-71         40

Mantis                        1970-71         32

Deductions to be meaningful need to factor in considerations such as: general state of the economy / impact on buying public, the alternative competition and price. However they do provide insights and we will take this up when discussing finance.

Brief Company Histories and Design Methodologies


It’s not considered necessary here to recall Chapman / Lotus history in great detail. Much can be discovered by the comparison of commonality given above and in -depth analysis can be found in A&R articles:-

  • Lotus Design Decades
  • 20c Motoring Icons

For this article’s objective Chapman/Lotus history [non chronological] might be summarized as:-

  • Chapman’s history and development witnesses some extreme polarization of success and fortune in both commerce and competition. Chapman is said to have been eulogized and demonized in equal measure
  • Chapman delivered a succession of  FI cars and won 7 World Constructors Championships .Following  an interruption after his death Lotus is again currently in the forefront of FI which have been complemented  with equally distinctive high performance road cars notably the Elite,Elan,Esprit etc.
  • Lotus cars successfully competed at nearly every branch and level of motorsport and introduced some of the greatest British drivers to FI
  • Chapman’s designs were invariably innovative , ground breaking and iconic
  • Chapman placed importance on research & development and consultancy that sometimes carried the organization and possibly subsidized it.This principle has continued to the present day.
  • Chapman is renowned for his collaboration with the likes of Ford [cars and engines- Cortina, Twin Cam and Cosworth DFV ], and Vauxhall [ Talbot Sunbeam Lotus / Carlton Omega]
  • Chapman for all his flaws developed talent and developed human potential
  • Chapman had a reputation as a ruthless entrepreneur and through DeLorean was found guilty of fraud
  • Since his death in 1982 Lotus has suffered multiple changes in ownership, financial difficulties but despite this has still produced the award winning Elise that almost twenty years after its introduction still achieves plaudits and remains incontestable in its class;  and with build quality issues in the main resolved.
  • Chapman with his colleagues and engineers contributed much too post war Britain’s reputation as the leader in International motor sport.
  • The Chapman design methodology continued in the Elise is innovation, experimentation, performance through light weight / high power to weight ratios, sheer unalloyed driving pleasure and satisfaction.


The history of Marcos is very much that of Jem Marsh, his driving competence and skill. This has perhaps feed into the product as it did with Chapman. Racing possibly also acquainted Marsh with the market and designers and perhaps gave him insights of potential products. He was able to merge these through Speedex and the development of a specialist car range. His thinking was of the time and era. Marcos also enjoyed a reputation which possibly worked through to demand as a result of the striking appearance of the 1800.Marsh perhaps used low volume to advantage.

Marcos like most of the small British specialist car makers have suffered with the vagaries of the economy. Culture, legislation, competition from mass market products becoming more sophisticated and their own high overheads and low volume.

Marcos has faced closure on several occasions during its lifetime including one demise early 1970’s.

The most recent within the last decade. After a turbulent history and several financial catastrophes Marcos closed in 2007.

As at the present the future of the company is unknown. Jem Marsh like chapman benefited from the skills of able assistants and colleagues e.g. Frank Costin.

It’s to be hoped that this iconic marque will not be lost and that it can be revived although the nature of legislation and development costs mitigate against this for small companies.

Business Philosophy

Colin Chapman

Possible the quotation that most encapsulates Chapman design methodology is by Rudd:-

“The most elegant and effective and traditional Lotus solution is the one with the least parts effectively deployed”

This was design mantra that permeated his road and competition cars. It brought him international success through British Club Racing to Indianapolis, Le Mans and seven FI Constructors championships.

The philosophy of Chapman relating to manufacturing cars is complex. He started in a humble fashion with limited resources but considerable ambition and the application of innovation to overcome limited resources.

Success led to him offering services and with the Lotus MK.VI low scale production. The Mk.VI sold approximately one hundred cars in the early mid 1950’s which the editors believe established Chapman both competitively and commercially. These “kits” were for the enthusiast and club racer. At the same time Chapman was developing the aerodynamic racers which were far more expensive, sophisticated with racing engines.

It’s not known categorically if Chapman built cars just to support racing but they did provide finance. To this ends he designed cars for particular racing classes. Overlapping were the road cars like the Elan, Europa. Some of the cars were over ambitious and lacking development and quality control. [This was probably a function of the idealist/ engineering integrity specification overcoming available budget and volume – of course some would argue a proper business plan would have revealed this.

Chapman enjoyed considerable success with collaboration with other manufacturers namely Ford and Talbot.

In the 1970’s he could see that taste , times and expectation was changing and along with VAT the market for the enthusiast kit car such as the Seven was barely viable. He hived it off.

Chapman tried to take the Lotus brand up market through the 1970’s and 80’s but this was not an entire success partly because the product was not the most competitive but perhaps more so the world economy and crisis associated with oil. However the Esprit became iconic as a result of its appearance in James Bond.

Chapman was willing to diversify and this can be seen in theory to be desirable but in practice it was not a commercial success e.g. Furniture, boats and micro lights.

Chapman was implicated in De Lorean.Against the background of other events we might understand the temptation and feelings of injustice but these are not an excuse.

More recently with stability from Proton Lotus has found international success with the Elise [and this is perhaps it’s true to the Chapman methodology and a car suitable for the enthusiast pure driving experience] and improved build quality, reliability etc. Lotus is doing well again in F1.

It ought to be appreciated that virtually all Chapman are designs are essentially green because of their superior mechanical efficiency ensured through low weight and aerodynamics.

Chapman extracted considerable income from consultancy and this applies up to the present time.

Jem Marsh

We have outlined in the company history most of the factors that determined Marcos. They had a much smaller product range and limited formal competition entry. It’s evident that Jem Marsh attempted to discern markets and respond and in many respects was successful, however like many of the British specialist there was perhaps a failure to really budget and understand the nature / response of the mainstream manufacturers. Although most of the Marcos models were very well equipped possibly to the standard of professionals and well established marques this does not compensate when astute customers conduct evaluations.

As mentioned the risk of the specialist market is that they fall between too stools.

Chapman is an excellent example. In the early days he provided for the race orientated enthusiast, quickly moving significantly up market with the Elite. However the retail price placed it in another league where its value for money was challenged. Chapman realized that the future was within the quality end of the market and commenced a strategy to realize this from the 1970’s onwards .It is not an easy task for the specialist and there are many complex customer perceptions to overcome.

We can see that Jem Marsh attempted to diversify with the Mantis and this was something of a gamble. He was possible aware of a potential market but meeting this at price quality and performance is not an easy task even for the smaller more adaptable and responsive specialists.

We are also aware that Jem Marsh attempted expansion through to enter the American market. He was possibly aware of the potential but there is no sentiment in industry and an enormity of risk, calculation and preparation is demanded.

Many of the British specialists have developed some of the most iconic, aesthetic and high performance cars but for many of the reasons given they have struggled to survive. It remains a privilege to have owned or driven examples of the marque .Their low volume will assure them of rarity and value.

Profitability Spreadsheet:


For Lotus there are few direct references to annual returns however the Lotus Book by William Taylor gives useful information on production numbers and Nye supplements this with some accounts. Financial information for Lotus is not readily available although the A&R have traced some, this will be the basis for an extended article. For our purposed here it will be sufficient to quote Nye.

We understand the following figures applied for Lotus:-

  • 1959               Loss    £29,062
  • 1964               Profit   £113,000       [nb Elan production 1195]
  • 1965                                                   [nb 2505 cars including 986 Lotus Cortina’s]
  • 1966               £251,000 on turn over of £2,156,000
  • 1968               At Hethel Lotus Group profitability  had increased by 11.5 to 16.5 %                                   and  production 1968/69 is suggested at 4506
  • 1970               Profitability dropped to 6.5%
  • 1980               365 cars built  and around this period at it lowest ebb Lotus was                               valued at  only £3m

Lawrence has stated:-

“At the end of 1963 Lotus …… a total of 1, 1195 Lotus cars of all types were made. On top of that were 567 Lotus Cortina’s .The turnover was £1,573,000…. and  generated a pretax profit of £113,000.The financial figures to not take into account the money generated by Team Lotus , which was paid into the account of Team Lotus Overseas.

Using just one example of race winnings [which is not entirely reliable or representative] we can note that the winnings from the 1966 Indianapolis was $ 77,000 approximately.

Marcos: Form, Function, Finance

The editors have been unable to discover any published financial analysis for Marcos [it would be good research to explore other sources].Neither is it clear at what margins Marcos operated. These must have been reasonable considering the small volume. It’s possible that they conducted other activities that helped cross subsidies or it might have been finance and sales through part exchange.

In order to make objective comparisons and indeed to help engineers it would be useful to know what development cost were and in general what the budgets were and perhaps the costs of bought in engines [including if these were contracted in batches etc.]

It’s reputed that Marcos faced liquidation following the Mantis; knowledge of costs would help appreciate the overall viability of the project. The editors believe the study of costing important especially in relation to competition with other marques and the means to possibly steal a march through value for money or added value.

Perhaps an important lesson is that in period owners used hunch and intuition rather than expensive and time consuming market research and of course often as sole proprietor they took the ultimate responsibility.

We do know that Jem Marsh was aware of the high cost of the original 1800 and as result took the following cost cutting measures:-

  • Chassis Tube chassis 1” tube*
  • Ford engines
  • Interior [dashboard, wood rim steering wheel, ]
  • Delicate steel bumpers [ altered to moulded fibre-glass]
  • De Dion axle substituted

*Note overtime material costs and assembly costs change often in relationship to labour.

The timber plywood chassis had initially advantage but later economics preferred the tube construction. Possibly another consideration was market perception when Marsh was considering the expansion/ export to the US.

Jem Marsh like Chapman was probably aware of the opportunities of the American market. This might have represented an opportunity to increase sales volume but it’s also known that there are risks and many specialist have foundered in the process including TVR. However there are constant dynamics and manufacturers have to respond appropriately.

The British specialist car market has been one of extraordinary innovation and improvisation. Often small individual or family owned companies providing for niche markets increasing quality and choice. Often in the process keeping motor sport healthy and virile. They have often provided lessons for the mainstream mass manufactures .Sadly the economics of their existence does not favour sustainability although there are current examples of survival and in this we ought to see the achievements of Lotus.

Weights: Lotus

Weight is a particular good measure of assessing fuel efficiency. Unfortunately we don’t have comparable cd information for both marques to make reliable and consistent comparisons.

The respective weights provide interesting comparisons; particularly when the same engine / gearbox and rear axle might have been used in both marques.

Year Marque Model Weight lbs/ cwt
1948 Lotus Trials Car 1092 lbs
1951 Lotus Mk.III 815 lbs
1952 Lotus Mk.VI 952 lbs
1957 Lotus Seven 924-980
1968 Lotus Seven 1210-1258
1954 Lotus Mk.VIII 1148
1956 Lotus Eleven 1019
1957 Lotus Elite 1484
1962 Lotus Type 23 884
1962 Lotus Elan 1210-1250
1962 Lotus Cortina 1822
1966 Lotus Europa 1350-
1967 Lotus Elan +2 1180-1970
1969 Lotus Seven S iV 1276-1310
1974 Lotus Elite 2240-2550
1975 Lotus Elcat 2450
1976 Lotus Esprit 2218
1982 Lotus Excel 2507
1989 Lotus Elan 2198
1989 Lotus Carlton 3641
1996 Lotus Elise 1518

Weights: Marcos

Haynes in “Guide to Component Cars”:-

C1959/60 Marcos GT                      9-9.5 cwt [depending on specification]

1964 Marcos 1800 Volvo                1215 lbs. – [estimated 12 cwt]

1965 Mini Marcos                            10 cwt approximately

Lotus Elite/ Eclat & Marcos Mantis Compared and Contrasted

 The 1974 Lotus Elite and 1975 Eclat

We tend not to identify 4 seat cars with Lotus but they have played an important commercial role in the marques line up since the 1960’s. The Cortina was possible not deliberately branded or promoted as four seater but it acknowledged the market for family cars. Chapman may have wished to retain brand loyalty from customers as they matured and had children. He might have deducted that as they progressed in their careers and professions they would be required to project professional images and that it was desirable and economic that he should take the marque up-market. The Elan + 2 with its extra pair of seats for children was early evidence of this thinking. Ron Hickman is believed to have designed the body. Early prices were just under £2,000 including tax, built. The c 1971 2S 130 cost approximately £2,626.

As this model ended its production life Chapman would have probably wanted a replacement and possibly believed there was trend / even demand for sporting 4 seaters. Of course motoring history informs us of the hot hatch and GTi’s like the Golf provided an excellent product to challenge the conventional sports car. The introduction of the Elite and Eclat also possibly coincided with a deliberate move by Chapman to take the brand up market. He probably appreciated the customers had more competitive choice and were more sophisticated and had higher expectation. He is likely to have deducted that there might be greater profit in a more expensive range [good research might involve finding any formal market research that was undertaken of if the decision was hunch]

For these reasons it’s probable that Chapman took a new direction with these two models and they represented a break with the past and a radical departure. Both these models were more: sophisticated, stylish, luxuriously appointed, and expensive. They were comparatively expensive the Elite initially costing nearly £5.500.

The cars were designed by Oliver Winterbottom and it’s believed that Giugiaro /Ital. Design [see A&R article] may have contributed the interior. The shape incorporated a fashionable semi-wedge profile and a blend of curves and straight lines that were perhaps not entirely compatible/ harmonious. The distinctive shape did provide a fairly low drag at the time of the fuel crisis.

The GRP bodies were produced by the VARI moulding process that resulted in production economics.

The design incorporated steel frames within the doors and this model won the Don Safety Trophy. The Elite proved spacious, comfortable with reasonable storage.

The Eclat [see specification contrast table] was complementary model in many respects. It shared aspects and possibly provided production economics. Although too a four seater it looked less like an estate car. As a result it had less head room etc. for passengers at the rear. In 1977 it’s believed it retailed at £8,372.

The statistics quoted by Taylor suggest that sales were not fantastic. This always requires further detailed investigation and comparison with well-established and traditional brands with equal or higher reputations for quality, performance and resale value need to be examined.

Technical specifications from the “Lotus Book”

Model Elite SI
Year 1974-80
Volume 2,398
Engine Lotus 907, 16v dohc
C.C. 1973
Carburation 2x Dellorto DHLA 45
Power Output [bhp] 160
Transmission Lotus 5 speed BL Maxi int’
Chassis Box section steel backbone .Y front, rear cross mem’
Body G.R.P
Front Suspension Double pressed steel w/bone c.s./d anti roll bar
Rear Suspension Pressed steel semi-trailing radius arm lower link, fixed d/shaft, c.s./d
Brakes F/R 10.5″ disc/9.5x 2.25″ inboard drums
Wheels F/R 14 x 7 ” alloys
Tyres F/R 205 x 60 x 14
Length 175.5″
Width 71.5″
Height 47.5″
Wheelbase 98″
Track F/R 58.5 /59″
Weight 2240 lbs /2550 lbs with auto & air -con unladen
Model  Eclat & Eclat Sprint
Year 1975-80
Volume 1299
Engine Lotus 907, 16v dohc
C.C. 1973
Carburation 2x Dellorto DHLA 45
Power Output [bhp] 160
Transmission Ford Granada /Capri 4 speed all-synchro
Chassis Box section steel backbone .Y front, rear cross mem’
Body G.R.P
Front Suspension Double pressed steel w/bone c.s./d anti roll bar
Rear Suspension Pressed steel semi-trailing radius arm lower link, fixed d/shaft, c.s./d
Brakes F/R 10.5″ disc/9.5x 2.25″ inboard drums
Wheels F/R 13 x 5.5″ steel ;alloy’s on Sprint
Tyres F/R 185-70 x 13
Length 175.5 “
Width 71.5″
Height 47.5″
Wheelbase 98″
Track F/R 58.5/59″
Weight 2450 lbs

The Marcos Mantis

Jem Marsh possibly believed there was market for a four seat specialist sports car. There was historic president in the Gilbern and many production saloons were capable of coming within striking distance of out and out sports cars. He might also have seen the European adoption of the American V8 through the 1960’s in cars such as the British Gordon Keeble .It possible that he wished to cultivate an export market to the USA.

The Mantis arrived in 1971 it was possibly bad timing and possibly caught up in unforeseen events. [VAT and oil crisis etc.]

Many consider the Mantis a bizarre shape. It was designed by Dennis Adams. Some believe it to be a curios styling, an unhappy mix without any consistent motif.  The editors consider this to be consistent with some of Adams other futuristic concepts including the Probe. The shape was probably determined by the four seat [possibly 2+2] accommodation, engine size Vis weight / load and intended performance. The tube chassis/grp body construction [moulded in two halves] and a style that would easily distinguish the car as of Marcos heritage. Adams design was possibly modified for production or suffered alteration for economic considerations.

The shape was dramatic, low based on a stable, strong chassis and with the 2.5 L engine capable of a very respectful performance.

It’s believed the prototype was powered by Ford V6 but production cars were provided with the Triumph 2.5 L injection engine. The Mantis was luxuriously appointed. It is interesting to note that by comparison a Rover V8 -3500 in the period would have cost c £2,150 including tax.

Model Comparisons

Both cars: –

    • Two seater sports cars of light compact design
    • Both bodies were made of fibre glass  [but diametrically opposed structural concepts]
    • Its claimed they suffered noise in the cockpit associated with the fibre glass bodies.[the editors not privileged to have driven either car are unable to comment from experience]
    • Were reasonably expensive for the time and the probable clients [see A&R articles on Design Decades and social History –Price relativity]. In period both cars represented about 30% of a new house price.
    • Neither manufacturer really benefited from these low volume cars
    • The International economic conditions and oil crisis was not conducive to their success

Product Prices

When subscribers compare prices we strongly recommend that our article on Price Relativity is consulted where we attempt to place vehicle costs in relation to house prices and wages in an attempt to draw meaningful comparisons. 

c1952 Lotus Mk.VI £400-500 Estimated / specification
Lotus Eleven £872 £1308 inc pt Ford 1172 sv
Lotus Eleven S2 £1690 pt£811 Le Mans
Lotus Eleven S2 £1490 Nett Club
1959/60 Lotus Seven S  1 £892 Eng’£356 Chassis£499
1959 Lotus Seven S  1 £1036 “F”
1959 Lotus Seven S  1 £1546 “C”
1959 Lotus Seven S  1 £536 Kit form Eng’options
1960 Lotus Seven S 2 £587 Kit form
1961 Lotus Seven S 2 £499 Kit form
1962 Lotus Seven S 2 £868
1962 Lotus Super Seven £681 pt£350 inc cr gears
1962 Lotus Super Seven £599 Kit form without cr
1965 Lotus Super Seven £645 Kit form without extra
1965 Lotus Super Seven £695 pt£173
c 1968 Lotus Seven S 3 £775 Kit form
c 1968 Lotus Seven S 3 £1250 Kit form SS Twin cam
1969 Lotus Seven S 3 £1600 SS
c1970 Lotus Seven S 4 £895 Kit form
c1970 Lotus Seven S 4 £1245 Kit form Twin cam
c1970 Lotus Seven S 4 £1265 Kit form Holbay
c1973 Lotus Seven S IV £1487
1963 Lotus Elite £1451 Kit form Special Equip
c 1963 Lotus Elite £1966 inc-p’tax
1965 Lotus Elan £1187 £249
c1973 Lotus Elan Sprint £2436
1971 Lotus Europa £1595 Kit form Twin cam
1971 Lotus Europa £1715 Twin cam
c1973 Lotus Europa Spec £2436
1983 Lotus Esprit S3 £15380
1997 Lotus Elise £20950 1.8i
2013 Lotus Elise £29050 1.6
2013 Lotus Elise £37205 1.8S
2013 Lotus Evora £53080 3.5 V6
2013 Lotus Evora £62290 3.5 V6S


C 1961 Marcos Spyder                                           £830 [kit] estimated

Haynes in “Guide to Component Cars “, c 1966

1964 [on introduction] Marcos 1800 [Volvo]        £2,283. [Complete including tax]

C1966                                                                                    £1,429. [Kit]

                                                                                    £1,430. [Complete + £299 tax]

Marcos 1800 L [Live rear axle]                               £1,310. [Kit]

C1967 Marcos -1600]                                              £1,316

1965 Mini Marcos                                                    £199 [basic kit]

1970-71 Marcos Mantis                                          £3,185 built [£2,425 kit]

C1973 Mini Marcos Mk.IV                                      £324 [part kit including VAT]

                                                                                    £357 [complete kit]

1992 Mini Marcos                                                    £10,685 [export spec’ 1275 cc engine]

                                                                                    £1,639 [basic kit Inc VAT]

                                                                                    £575 [glass] & £382 trim]

C1992 Marcos Mantula                                          £25,000 approx.,

Additional Peer Price Comparison [£-rounded] Majority of figures include taxes.

1961 Autocar Road Tests/ Motor Sports Car Road Tests:

  • AC Greyhound                                             £3,087
  • AC Ace                                                          £2,094
  • Alexander Turner                                         £1.052
  •           Ditto      950                                         £815
  •             Ditto    Kit                                           £550
  • Austin Healey Sprite Mk.I                           £678
  • Berkley Sport 2 Seater                                £574
  • Jaguar E Type                                              £2,097-£2,160
  • Gordon Keeble                                             £3,045
  • Saab 96                                                         £885
  • VW Beetle                                                     £716
  • Sunbeam Alpine                                          £985
  • Morris Mini Travellor                                    £623
  • TVR Grantura                                               £1,298
  • Lotus Elite                                                    £1,966
  • Lotus Seven                                                            £1,157
  • Lotus Eleven Le Mans                              £2,501

C 1962 “The Motor”

  • Gilbern Mk.1             MGA 1600     Kit       £978
  • Morris Mini Cooper  997cc                         £679
  • M.G. Midget                                                   £689
  • Reliant Sabre                                               £1,164
  • Sunbeam Harrington Le Mans                  £1,556

1964 Autocar Road Tests

  • Alfa Romeo Giulia Spider                          £1,396
  • Chevrolet Stingray                                       £3,323
  • Reliant Sabre Six                                         £1.076
  • Fiat 500 D                                                      £399
  • Renault R8 1100                                         £674

C1965/66 “The Motor “Sports Car Road Tests

  • Ford Lotus Cortina                                       £1,100
  • Gilbern GT                 MGB               Kit       £995

£1,260 -£1,408

  • E Type Jaguar                                              £1,992
  • MGB                                                               £870
  • Morris Cooper S                                           £695
  • Reliant Sabre Six                                         £1,075
  • Sunbeam Alpine                                          £891
  • Triumph Spitfire                                           £729
  • Volvo 1800                                                    £1,836

Projected Futures


Recently the future of Lotus has been cast into doubt. There have been concerns about its financial viability, possible sale and relocation. Lotus has been owned by Proton since 1996. Proton suggest that the future is secure but we are not privy to long term strategic plans or perhaps the vagaries of world economics and motor car demand.

Recent senior staff have included A.Farikullah and S.Z.Abidin.

Lotus has enjoyed considerable success and international acclaim with the Elise.

In 2002 Lotus were granted The Queens Award for Enterprise. In 2010 five new proposed models were introduced at the Paris Motor Show. These were to be released over a five year period. This seemed too many somewhat over ambitious.

The recent range has included the Elise, Exige, and Evora.

The editors feel that the dilemma that surrounds Lotus is focused on its role. Lotus Consulting possible contribute deign to most of the cars in production today but these are invisible and my necessity secret .Its possibly also the greater source of income. The Lotus production models possible playing a promotional role and show case for the consultancy wing. Their economics partly assisted by shared components or related economies of scale. In absolute accountancy/ economic terms they may not be fully viable. Lotus as such cannot cross subsidize as larger manufacturers might across their range that might include commercial vehicles etc.

Lotus possibly also suffers from placement in the hierarchy of brands. Chapman realized that the economics of the enthusiast sports car was barely viable. He intentionally took the range up market. However in the process reputations, quality, resale value, perception and value for money become critical. No longer in a defined niche competition with the major manufacturers is not easy. Not just Lotus but other British specialist sports cars manufacturers find themselves between a rock and a hard place unable to go back or climb out. Their reputations increasingly becoming regressive and the once predominant purchasing category older and not being seen as so cool as by the younger audience. FI has the means to keep the brand in the forefront of prospective purchasers but this really requires success and is expensive so much so that only the mass producers can afford the cost and potential loss. Chapman achieved miracles with relatively low budgets but he was increasingly aware of the need for ever increasing spend and investment in R&D

It’s to be hoped that Lotus can succeed in the current generation of FI and that this might translate into a wider purchasing appeal in the emerging markets of the East and South America etc.

As off 2014 Lotus engineering are believed to be involved or providing consultancy to over one hundred projects for some of the largest motor corporations. It’s likely much of this might involve hybrid technologies although the full extent has and is likely to remain a secret for commercial reasons.


The future of Marcos is unknown. However it is to be assumed that this specialist marque with a considerable reputation and following [rather like TVR] can expected to be revived in the future.

The vulnerability of the specialist manufacturers does enable Lotus to be considered an achiever and survivor.

The Proposed CCM&EC

The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.

For these reasons our Business Plan includes provision for promoting products and services which share Chapman’s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman’s designs in period. It’s suggested there will be catalogue for on line purchasing.

Consistent with the application of benchmarking is a series of exhibitions based on the display and evaluation of Colin Chapman/ Lotus and their main competitors. This might take the form of contrasting marque histories, competition, and design construction and assembly methods. Noting how history and changing assessments and perceptions impact on marketing etc.

Cars and design objects can be placed in juxtaposition for maximum interpretation value. In addition test runs and other photo opportunities can be exploited.

Merchandising opportunities are extensive.

Cooperation with marque owner clubs and manufacturers museums could be sought.

This provides some exciting opportunities because of the extreme contrasts not least visual in many cases. In addition it allows the proposed museum to examine an important and continuing manufacturing activity so desperately needed which embraces a British culture, success and continuity.

An exhibition and interpretation of this nature also permits vivid graphic and practical demonstrations of sustainability in the more considered holistic context.


Our study of Marcos and Lotus provides fascinating insights into the dynamics of British culture, technology, the motor industry, and manufacturing. These have changed dramatically over time. By examining the interrelationships it’s hoped lessons can be learnt.FI and the specialist car manufacturers have been and remain significant drivers of innovation and component of our economy and exports.

Through our study it’s possible to establish links and bridges between tastes, demand, and organizational delivery to end product. Attempts can be made to extrapolate success and efficiency through costs, sales and longevity.

The specialist car providers play an important role in individuality and choice. They have existed to develop and deliver products that excel in their chosen field and specifically driving pleasure, performance or unique aesthetics. Small companies are often best placed to do this with their greater adaptability and flexibility. They enhance democracy but often struggle in real world economics. By debating and exploring the interwoven linkages it’s hoped that specialist manufacturers can continue. In some small way the editors hope that we can contribute to the continuity by addressing and explaining the interrelationship of costs, the role of budgets, performance, and value for money and peer competition. We hope this will assist engineers and entrepreneurs understand success and failure and the ingredients of both. From a foundation of analysis we hope they might design build and market with a successful formula.

The achievements of Lotus can be seen to be that much greater in the context of the obstacles they have overcome and the products they continue to develop and bring to the market.

Using the comparative analysis that the A&R adopts it’s hoped that the merit of Colin Chapman and Lotus are seen a worthy of a museum. As such the investment is intended to:-

  • Promote Car sales and engineering
  • Contribute to national economy through tourism
  • Support and integrate with local economy to support enriched tourism within the experience economy
  • Contribute to the development and education of engineers and entrepreneurs
  • Reduce welfare by increasing education and self-sufficiency and skills
  • Promote the wider cultural dimension of design through engineering

The editors are developing a series of comparative articles that will evaluate Lotus against:-

  • TVR
  • Ginetta
  • Gilbern
  • Elva
  • Chevron
  • Bond
  • Reliant
  • Turner
  • Lola

Please let us know if you would like other marques to be included and any preference in sequence.




*Marcos: Making My Marque.Jem Marsh.Poulton Lodge.2009

ISBN: 9780956296801

**Marcos.DM Barber.Cedar.1995.

ISBN: 0951700294

Motor Sports Car Road Tests. Temple Press.1965

The Lotus Book .W.Taylor.Coterie Press.1999.

High Performance Cars.Autosport. [Morgan with a difference –John Bolster- TOK 258]

Motor Sports Car Road Tests second Series. Temple Press.1965

Guide to Used Sports Cars Vol’s I &II .J.H.Haynes.Haynes.c 1965

Lotus –The Legend. David Hodges.Parragon.1998.

ISBN: 0752520741

Specialist Sports Cars.R.Heseltine.Haynes.2001.

ISBN: 1859606903

Guide to Component Cars. JH Haynes.Haynes.1966


The Worlds Racing Cars.Twite.Macdonald.1964

British Auto Legends…Zumbrunn/Heseltine.Merrrell.2007

ISBN: 9781858944944

A&R library

Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.

*Available at British Library

**Available Surrey County Council Library



5. Colin Chapman: Wheeler-Dealer of Warren Street? Not as you know it.


The A&R conducts and disseminates research relating to Colin Chapman and Lotus.

The primary focus are:-

  • The technical and design methodology adopted for his road , race cars and Industrial Design
  • The cultural dimension and impact of Chapman’s designs and racing achievements
  • The exercise of benchmarking to provide comparison and assessment
  • An interpretation of the interactive dynamic cultural, historic and technological dimensions in which Chapman lived designed and influenced as an Industrial Designer, Car Manufacturer/Consultant and F1 Grand PrixTeam owner and strategist. Assembling interactive materials to form exhibitions to further a graphic /educational interpretation

In the pursuit of such research the editors take a special interest in British society and the events that impinged on Chapman and to which he might have reacted. We consider it a disservice to ignore or a failure if the circumstances and context of his achievements and failings are not placed in the fullest societal context.

Recently the editors were reading “Smoke in the Valley” by Knayston in order to achieve a deeper, fuller and more thorough understanding of Britain in the immediate post war period and thereby structure historical events; and offer better explanations and indeed evaluations of Chapman in period.

A photograph is published in this work entitled “The car  dealers of Warren Street ,autumn 1949” It’s well known that Chapman cut his teeth in his later teens in selling second hand cars. What is less known are the circumstances surrounding the events.

In this article we shall explore the role that Chapman provided in greater detail.

The editors take the opportunity of providing detail references as these are particularly useful, detailed and objective. They will be of considerable relevance to drama, film and documentary film makers wishing to assemble an authentic representation of the era. The titles recorded correspond with Chapman’s adult life and design career. They also contain primary reference to London where Chapman was based, studied, worked and married.

Of the text books mentioned the editors particularly commend “20th Century Britain” for its thoroughness and its detailed explanation, analysis and economic data that are the backbone of other events described.

In order to have a fuller grasp of this article subscribers might like to see A&R articles:-

  • Festival of Britain
  • Price Relativities
  • Lotus Design Decades [Starting with 1950’s
  • Mary Quant, boutiques and Carnaby Street.

Brief Social Assessment of Britain during the Second World War

The British people experienced much in common and particularly those in the industrial town’s cities and ports that were of strategic importance and suffered bombing. The Second World War necessary as it might have been to preserve liberty and decency damaged the economy and improvised people’s lives in many respects. A summary of some of the most important consequences includes:-

  • Generation of men entering the armed forces many losing their lives and impact and disruption of family life
  • A planned economy with switch to military production/loss of consumer products
  • Rationing and shortages adopted for several reasons including switch to military but also broader economic and social objectives which lasted almost ten years into peacetime. Extensive rationing applied to many basics including food ,clothes and general consumer goods
  • Dislocation of population associated with relocation of industry and armaments manufacture
  • Gender role swop as consequence men in armed forces
  • Growth of the state, planning, involvement, direction and increase in civil service and public service employment. Some measures considered intrusive, heavily regulated  state control
  • Destruction and loss of capital plant and homes requiring rebuilding and relocation
  • Curtailment of freedom of expression relating to spying and its consequence
  • Acceleration of technological developments, industrial processes , logistics and new materials
  • Early deployment of computers
  • Men in armed forces acquiring discipline, education , technological awareness and taste for adventure
  • Degrees of innovation and improvisation along with experimentation in many fields of endeavor
  • Emergence of new societal values and expectations matched by uncertainties and fears
  • For many a pervading sense of drabness, reduced freedom of expression and humour

Post War Britain

Johnson in “20th.Century Britain” identifies distinct phases following the war and the editors support the broad categorization as:-

  • Austerity 1945-47
  • Prosperity at Last 1952-55
  • The Golden Age  1955-73

Murphy observes that:-

“By the end of the 1940’s the British people were becoming restive, they had endured nearly a decade of rationing”

And the Readers Digest assessment was that:-

“Once the euphoria of victory faded away, it became clear how much that the war had cost . Britain was utterly exhausted, but the people struggled on. The country needed to be rebuilt for the peace .For several years , the regime of rationing was even tighter than it had been in war, but there were bright glimmers ahead………..”

The post war period threw up many obstacles and was not easy for Britain to the extent that in 1947 Atlee announced a crisis austerity plan for the economy. Pertaining to Chapman he was caught up in the consequence of the basic petrol ration that was abolished in August 1947 to halt pleasure motoring. In addition there were emergency budgets. From April 1948 motorists were restricted to 90 miles a month effective from June that year.

Post War Britain experienced many of the fallowing:-

  • Continued rationing of  essentials including food ,clothes and petrol for a period after the war extending into the early 1950’s but relaxed in stages
  • Dislocation of people and employment and extended period of readjustment
  • Sociological action/reaction to war and particular demand for liberty, freedoms, choice , colour and gaiety
  • In reality many especially ex-servicemen experienced ambivalence, regrets and fears and some conflicts as traditional family relations were reestablished. For many there was feeling of peril and anxiety.
  • Britain as we have noted above past through very difficult times to reestablish its peacetime economy. The nation was in a state of flux and the economy frequently on a knife edge. The slogan was “Export or Die” and this impacted on consumer goods for the internal market. Extensive rebuilding was required of industry , the social fabric , welfare and culture when there was so little capital available
  • Strikes , wages freezes and labour disputes e.g. Dockers
  • Threats of energy crisis and power cuts even risk of famine
  • Britain’s traditional relationship with her colonies was changing
  • Gradually as the economy improved wages increased and the baby boom matured there emerged a youth economy
  • Out of the ashes and rebuilding programme a new generation of entrepreneurs would emerge recognizing the pent up demand and creating opportunities [ a theme developed as we discuss Chapman to follow]

Consumption of selected consumer durables [monthly averages] 1947-57

Year                New car reg’ [1000’s]           TV sets [1000’s]        Refrigerators [1000’s]

1949               12.8                                        17.4                            384

1950               11.1                                        42.4                            445

1951               11.4                                        57.6                            455

1954               32.7                                        104.2                          515

1957               35.5                                        151.3                          779

Source: M.Hall “The consumer sector “in Worswick and Ady, The British Economy.

Income statistics                                                                               1956/57

Average weekly wage [women]                                                     £6.16

Average weekly wage [men]                                                          £11.89

Annual rate of inflation                                                                   3.7%

Percentage of income spent on food                                           35%

Price of pint of beer                                                                         9p

Percentage of households owning TV                                        27%

1956 Taylor Woodrow new built house,

Crawley New Town                                                                         £2,195

Average annual wage

1955-                                                                                                  £469

1960                                                                                                   £581

1970                                                                                                   £1,289

1978                                                                                                   £3,827

Source Britain 1914-200 [Social and Economic History 1945-2000]

However the Festival of Britain nick named the “tonic to the nation” marked a significant turning point. It possibly marked the watershed from austerity towards affluence and ushered in an era of growth, increasing disposable income, freedoms, consumption and in particular the motorcar. It featured innovative design and it fell on the likes of Chapman to be in the vanguard of innovation.

It would be significant opportunity for Chapman and Lotus and one the A&R will analyses from various perspectives in some considerable detail.

The Post War Demand for Transport and Private Cars

Mass production amongst other factors had democratized motoring in the 1920’s and 30’s. In the early 1920’s a family size Austin would have cost approximately £495 [about the annual salary of a professional man in Britain at that time]. In 1923 an Austin Seven would retail c £225 and this would have fallen to c £125 in 1930. The Ford “Y” competition of 1932 cost approximately £100.

Of course the Second World War 1939-1945 intervened.

In 1949 some sources suggest that only 7% of adults owned a car.

Some of the factors determining the demand were:-

  • During the 6 years of war there had been very little new car production
  • Prewar cars had possibly been “laid up” or little used and possibly become unusable
  • Raw materials were rationed and steel for example went to the companies that could export
  • New cars were virtually unobtainable until exports had been meet and the home market could be targeted. There was a considerable waiting time for those available
  • Imports including those of cars were banned to assist the recovery of the economy
  • Large sections of the population had been dislocated, many were forced to relocate due to the bombing and rehousing. Those that lived in the suburbs needed additional transport for work , shopping and emergencies
  • There was greater leisure and perhaps a nostalgia even escapism for the countryside and lifestyle which the car facilitated and made possible. Private transport encouraged families to go further in search of leisure .Manufacturers sold their cars on the back of slogans like “Every weekend a holiday”
  • People required freedom of expression and travel following privation and the motor car was the ideal medium to satisfy this. The car was the second greatest private space beyond the house and offered mobile independence and privacy
  • The war had enforced a more egalitarian society and possibly post war people naturally sought status and the private car was a means to establish and express this and possibly represented class aspiration
  • Possibly many of the women who had worked during the war returned to being housewives but having experienced degrees of emancipation sought and perhaps in many circumstances required a motor car
  • Demographic changes and baby boom with emphasis on young families
  • For many the return to normality included hobbies and a minority would wish to include motorsport in various forms not least trials
  • For some the car was an essential ingredient of a caravan holiday [see reference leisure]

For the reasons set out above cars were at a premium and fetching high prices.

A further indication of the interest and demand for transport can be expressed in the first post war Motor Show of October 1948 held at Earls Court. Over 550,000 people attended in ten days.Incidently the Jaguar XK120 and Morris Minor [£569 but restricted] were displayed at polarized ends of the market. 32 British firms exhibited.

In 1948 it’s understood there was approximately 2 million vehicles on British but this increased to 3 million by 1952.

The decade of the 1950’s witnessed many contradictions. Peace accompanied a slow recovery and improving real wages and increased employment opportunities. A Ford Popular cost approximately £390 in 1953.However the Suez Crisis was a major if short term set back and witnessed the reintroduction of petrol rationing. It was not until 1958 that hire purchase and easy payments would fully open up a consumer society especially for private motor cars.

The popular sports cars associated with the immediate post war period include the Morgan, MG.TC, Triumph TR2 and Austin Healey 100/4.

Foundation Years

This is the title of the second chapter of Lawrence’s biography of Chapman. In many respects this is a valid assessment. It witnesses Colin attend University College in central London. Although Chapman was not perhaps as academic or motivated he was certainly enterprising. Colin and his friend Colin Dare the young men started buying and selling second hand cars. Lawrence observes:-

“Wednesday and Saturday afternoons would see the two Colin’s ,Chapman and Dare , in Warren Street , a few hundred yards from University College and London’s notorious meeting place for used car dealers…………dealers would arrive in Warren Street , park their cars and trade. Used cars were all that there were in Britain in 1946”

Lawrence confirms our extended research that cars were in considerable demand for the explanations given. It’s possible that Colin Chapman inherited an entrepeneural streak from his father and it might be that these enterprising young men recognized and opportunity and took the moment. They certainly had the mechanical and driving skills, were confident and articulate. Based in London they had close proximity to both the greatest source of raw material and a ready market of buyers as we have established. During this era many famous men and women were developing along similar lines for example Bernie Ecclestone, Eddie Jordan [later generation but similar business skills] , and later in the decade Sir Terrence Conran and Mary Quant along with Sir Freddie Laker

The role that Chapman performed was natural and necessary considering the demand that existed; it might also have provided:-

  • A youthful learning and testing and rites of passage experience
  • An opportunity for a career platform , sideline or safety net
  • An embryonic means to finance bigger plans requiring investment or to form early collateral
  • A development of skills and what is now known as adding value
  • A source of independent income of parents possibly to finance study and expenditure or to acquire finance to marry, buy house etc.
  • Although not over altruistic Chapman was performing a service

There was a probability that the cars he acquired were elderly and neglected. The owners possibly no longer needed the cars or were unable to maintain them, many may have lost the garages and storage space as result of the blitz. Therefore Colin provided the useful service of bringing these to the market. Many of the new owners might have been of a younger generation and willing to undertake repairs or have them recommssioned as stop gap before British car manufacturing could resume.

The evidence is that Colin was successful in his venture until the bottom fell out of the market with the sudden petrol rationing announcement. How many cars Chapman bought and sold are not known neither is it clear where they were stored. It might be assumed that he only paid approximately £5-10 for each and invested minimally to make them run.

The editors believe that Colin Chapman was extremely resourceful .He learnt skills the hard way and from modest baseline as had many industrialist entrepreneurs before him. Although not expressed in the words of the time, extending the life of cars had a green dimension .Those built in the 1930’s especially the Austin Seven was probably capable of an extended life. The new owners possibly felt that ownership of a car could be economically justified .It might have allowed a husband to commute on the tube and for the wife to take a part-time job or otherwise support the family. It would have certainly created a leisure opportunity for travel and relaxation. Possibly some of the cars were deliberately bought in damaged condition before entering the growing off road trials competitions.

The negotiating skills that Chapman acquired along with attuning himself to the market would last a lifetime. In future articles we will update this and explain how it developed along with British society and increasing affluence

The Proposed CCM&EC

The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.

For these reasons our Business Plan includes provision for promoting products and services which share Chapman’s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman’s designs in period. It’s suggested there will be catalogue for on line purchasing.

In particular it is recommended that the proposed CCM&EC holds a series of exhibitions in which the achievements of Chapman can be placed in their historic context. As we have noted these are not merely technical but also contain a social and economic history.

As society changes so does its needs, expectations and fashion. Designers and manufacturers need to be attuned to these. The best like Chapman in fact often anticipate, lead and influence. In fact Chapman was doing this as early as the late 1950’s and early 1960’s with his Elite and Elan.


The A&R considers that the fullest appreciation and indeed the fairest evaluation of Colin Chapman requires deep investigation of context and circumstance in order to assess his response to opportunity and for the consequences to be measured.

Through social and economic investigation we hope to reveal many complex and interactive forces and the nuances that surround them. These we hope can form the basis of detailed exhibitions that will permit fully entertaining and educational interpretation to be achieved.

In this article we hope to have shown how adaptive responsive, mature for years and entrepreneurial Chapman was. In future articles we will weld this to his design skills and bring out the extent to which he moulded events and markets. This he attempted on many occasions not least with motorboats, micro lights and public space utility furniture.


Leisure in Post War Britain .Hylton.Amberley.2012

ISBN: 9781445603438

A World to Build. [1945-48] Kynaston.Bloomsbury.2008

ISBN: 9780747585404

Smoke in the Valley. [1948-51] Kynaston.


Family Britain. [1951-57] Kynaston.Bloomsbury.2009

ISBN: 9781408800836

Demobed.Allport.Yale University.2010


Never Again [Britain 1945-51].Hennessy

ISBN: 9780300168860

An English Affair.Davenport-Hines.Haper.2013.

ISBN: 9780007435845

Seasons in the Sun. [The Battle for Britain 1974-79].Sandbrook.Penguin.

ISBN: 9780141032160

20th Century Britain. [Ed.] Johnson.Longman.1998.

ISBN: 0582228174

Britain 1914-2000. [Ed] D.Murphy.Collins.2000.

ISBN: 0003271315

Yesterday’s Britain. Readers Digest.2000.

ISBN: 0276423917

Colin Chapman.Lawrence.Breedon.2002.

ISBN: 1859832784

Lotus-The Early Years.P.Ross.Coterie.

Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.

*Items in italics non A&R library books.


SUBJECT: Morgan 4/4 Series II [Ref: 08111G]

SCALE: 1/18


MATERIALS: Die cast and resin

APPROXIMATE DIMENSIONS: model    210 mm L X 80 mm W   X   60mm H; plus original box


Weight: Not known

The above item has entered the archive and the editors feel that its quality and importance is worthy of review. This model’s design content is significant and they additionally provide benchmarking and assist the study of comparative aesthetics.

Some model reviews include technical detail of the original model. Here the editors concentrate on the models inherent qualities and their contribution to coachwork / aesthetic analysis . A brief specification of this model is included because it may help engineers / designers understand both the enduring appeal of the model but also its sustainability.All models reviewed are considered to have direct or indirect links with Lotus through competition and/or aesthetics.

In this instance subscribers might like to cross reference this piece with our major article comparing Morgan and Lotus as specialist sports car manufacturers.


Manwaing in “Automobiles” describes the Morgan as:-

“Traditional “sports car” appearance .Radiator grill of thin bars; exposed headlamps and separate front and rear wings. Cut away cockpit sides; spare wheel recessed into rear panel  which follows line of rear wings ……..Perforated disc wheels standard or wire wheels with “knock-off”  hub-caps”…..bonnet line noticeably lower and has no louvers on top , only eight lourves on each side. Shallow flat windscreen”

Haynes observes:-

“traditionally styled bodywork  with an upright radiator grill , narrow box like body with cutaway doors , separate flared front wings joined by running boards  and fold flat windscreen………….slightly revised body styling was used as on the +4  and aerodynamic penetration is much better than it looked……….” And simply summed up as:-

“A good cheap, economical sports car”

The Morgan 4/4 is a model that is significant in the relationship of aesthetics and commercial success .It embraces deep emotions and comprehension of what the sports car should be and how it ought to look. Traditionalism is more than a conservatism or nostalgia there are important aspects of human comprehension and what appropriate forms for functions are.

Many critics have suggested the inspiration for the body shape. The editors believe its traditional canon has evolved in part from the determinants of working in timber and metal forming over the chassis base. The BMW 328 lines might be seen in the 4/4.It is perhaps important to look at other pre-war models particularly the MG T series and Riley’s. The early MG T models were successful not just for performance but the looked right. When updated they lost sales if they gained in performance.

The enduring nature, adaptability, economy and sustainability of the Morgan canon ought to be understood by automobile designers. The longevity of their design is present in the current model range including the 4-4, Plus4 and Plus Eight.

In order to help comprehend form and function of the 4/4 the following specification might be useful.

Brief specification:-

Engine: Ford 1172 cc side valve

Maximum speed: 75 mph

Wheelbase: 8’-

Track front and rear: 3’-11”

Tyre size: 5.00 x 16

Weight 13 cwt.


First impressions of the Morgan 4/4 are excellent. It captivates primarily because of the traditional design canon that has been so enduring. The Morgan 4/4 combines a magnetic tactile quality with a real authenticity that real enthusiasts will love and students of aesthetics and coach building can readily explore. This piece radiates a soul and communicates the true essence of the original particularly because of the bright BRG enamel finish.

This model invites being held, examined from all angles and savoured. It rewards.

It is made from several materials and these all coexist and are made to consistent scale. As a consequence the model is thoroughly integrated all components seem correctly scaled and heterogeneous. The open cockpit and particularly the steering wheel grab immediate attention.


Evident quality – achieved through combination of metal and resin parts and empathy with subject. . The model captures the era. Quality of the casting is mainly excellent

  • “Presence/ ambience” and tactile quality and weight.
  • Sits correctly and captures original stance and proportion
  • Comparative value of other cars in series
  • Overall presentation.
  • Model could be presented in various forms including with opening doors, bonnet etc.
  • Nice transfer / Morgan marque script badge to bonnet /boot panel
  • Cockpit  of open kind invites and draws owner
  • Multitude of external body components associated with pre-war design present
  • Wheels and tyres have simplicity and contribute to correct “feel”


As noted from remarks the editors found this an exciting, accurate and attractive model to own. There seems to be no obvious glaring faults. The editor’s only minor criticisms are that the number plates are far too modern and sadly detract [although this might easily be corrected by the modelling enthusiast] and that the exhaust pipe colour does not capture the original material although the run seems correct. The floor plan is “suggestive” or representational   but might easily be made more accurate, however this does not distract from the overall quality and appearance. They can be forgiven and many enthusiastic model makers are capable of rectifying these small failings.

Special Features, Opening Components and Presentation Options

The Morgan is listed as possessing:-

  • Authentic interior
  • Detailed engine
  • Opening bonnet
  • Opening doors
  • Some models in range also have removable hood

As noted the bonnet hinges open from a centre line like the original. Additionally both doors swing open. The engine is nicely detailed and worthy of display. In the editors estimation no additional visual drama or revealing constructional details are provided by display with opening features. However the opening components do offer a learning opportunity and understanding how form and function are resolved.

Display Case/Box

The Kyosho presentation case/box contains a painted picture background that acts like a diorama. It’s a traditional sense consistent with image / perception of the car.


Kyosho appear to have been in existence since the early 1960’s .There are a Japanese corporation based in Tokyo and  are committed to making attractive , high  quality scale models. Since 1992 they have offered a range of highly detailed quality die casts.

They produce a wide range in varying scales and some radio control pieces. The editor’s note that in the Kyosho range there are several Morgan in 1/18th scale. Including Plus 4 and Super Sports in road or competition specification. Models are available in a arrange of colours including red and silver. Some are available with hoods and wire wheels.

Additionally they retail a complementary marques of the period including the Triumph TR3A presented in racing trim.

The A&R piece is painted in BRG and forms part of “Early Issue” a sister car was available in racing cream/white.

Additionally there are versions of the Lotus Europa and Caterham Seven in 1/18th.

Kyosho are in competition with other die cast manufactures like Minichamps and Hotwheels.

Side Elevation

This elevation confirms the distinctive pre-war canon that forms a flowing motion that is required to follow the relatively tall wheels and tyres through the running boards that link front to rear over a relatively long car determined by the bonnet. However the flowing curvature is balanced and counterpoised with strong straight lines, primarily the floor, bonnet, tonneau cover, the boot panel and windscreen frame.

Into which are blended complex curvatures and projections of the headlamps, door cutaways.

Noticeable in side elevation is the bonnet the opening portion form a triangular shape – apex forward and the louvers let into the sides. Also a strong distinguishing feature are the rear mounted part exposed spare wheel and bumpers/overiders front and rear.

Front Elevation

Is highly symmetric- dominated by curved radiator grill and its vertical bars, headlamps set into wings, side / turn indicators and front bumper. Noticeable in this view are the relatively tall and narrow tyres. The windscreen although the full width type is slanted rearward and with its sides tapering slightly inwards does not look top heavy , cumbersome or over extend the body.

Rear Elevation

This is complementary with the whole design and conforms to a pre-war canon. Not fully exposed with the large slab petrol tank as some but invoking this look as result of rear “boot” panel and part sunk /recessed exposed rear wheel. Noticeable is the distribution of all the separate stop, turn and reflectors and how they are mounted far from the modern grouped and enclosed clusters.

The 4/4 has an attractive termination and rear end detail. Diametric to the front but all the more self-orientation as result. In rear view the windscreen and part of the steering wheel are just glimpsed above the tonneau cover. The rear number plate is set at a low level and has its own Lucas illumination lamp.

Plan and Underside

The plan view of a car is not often seen in photographs .Therefore it’s easy to overlook its contribution within the 3D construct and sculptural whole.

In plan the Morgan 4/4 forms  an essential rectangle but with a scalloped front end as a result of the sculptured wings, headlamps, and radiator. [See dimensions as guide to proportion]. The 4/4 seems to retain parallel sides along its entire length but of course the bonnet tapers in a triangular shape apex forward and rounded as it merges into the radiator grill surround.

In plan view all the functions are self-evident and clearly visually articulated .The sports car canon beyond question with a functional division on the 4:3:2 of priorities and space I.e. engine, cockpit, storage/ fuel. The cockpit seems small. The windscreen, steering wheel and seats all appear very close to each other. Articulation is further reinforced by the separation of functions e.g.  Headlamp bowls, “bonnet”, windscreen, exposed open cockpit, tonneau cover and exposed spare wheel at rear.

Seen from below the chassis floor plan is possibly over simplified and neither inspiring nor educational Vis chassis etc. Clearly evident is the engine sump, bell housing and gearbox and exhaust route. The “wooden” sheet material is only roughly suggested by graining in the moulding .However the rear axle and leaf springs are evident.

Wheels and tyres

These have nice fine detail. They are clean and sharp and well capture the construction and simplicity of the pressed originals. They are complemented by the chrome affect plane semi domed hubcaps. The tyre tread seems reasonably accurate for period and the tyres are squashy giving additional realism. The model seems to have the right ride height.


The model is given the standard exhaust layout .Note tuning options in period would have been more free flow. The exhaust can be traced from the manifold to the tail pipe and follows an easy run with ample fixing points under the car. The editors felt the grey resin affect was not quite correct and this seemed one of the few detractions to this otherwise excellent model.

External body and Trim

It’s a rewarding exercise to hold this model and rotate it through many angles in order to appreciate the 3D integration and assimilation of form and function.

Typical of a pre-war design there are lots of external fittings on the bodywork these are nicely handled originally chromed and include the chrome affect:-

  • Headlamp surrounds, radiator hubcaps
  • Bonnet release handles and door handles
  • Running boards
  • Windscreen and frame
  • Bumpers and overiders
  • Stop , indicator , side lights
  • External fuel filler cap
  • Windscreen mounted rear view mirror and wipers

This particular model has opening doors, engine bay and “bonnet”

The casting and painting of the body are flawless and the chrome affect trim against the painted body create much of the pre-war charm, Englishness and understatement.

The editors have commented on the consistency of the product and there appears to be very strict discipline throughout. Small details like the manufacturer’s badges are just about right i.e. the Morgan script on the rear “boot” panel.

Cockpit and Screen

Haynes observes of the Morgan 4/4 Series II:-

“The interior of the cockpit is quite well laid out though foot and elbow room is rather restricted by the wedge shaped body. The seating position is fixed and consists of individual seat cushions. And a shaped one piece fairly comfortable upright backrest running across the car. No rev counter is fitted which is a pity ……….All the instruments are carried in a central panel on the facia and are located in two circular dials at either end of the panel. The dial on the driver’s side consists of the speedometer, while the dial on the left is segmented into four and comprises oil pressure, fuel tank contents, and water temperature gauges and an ammeter. In between these two dials lie the switches and other controls”

Kyosho invoke this period detail. It’s nicely done. An attempt has been made to replicate grain across the facia .The main instruments mentioned by Haines are replicated and are only 5mm approximately in diameter. The viewer will be immediately impressed by “Brooklands” sprung steering wheel. Extreme delicacy of the rim ,spokes and boss are achieved .The close proximity of the steering wheel to driver is evident as the seat cushions extend under the wheel giving the close to chest driving position. The seats are spongy / sprung and this is nice touch again replicating comments about the original. Obviously many would not be aware of this unless the car is handled which it invites.

The gear change lever is quite complex and its operation can be traced through the cockpit into the engine bay to the Ford three speed gearbox.

Editors have seen models spoilt by over large windscreen frames possibly introduced as commercial compromises but this piece is perfect in the overall feeling of weight and size. When one considers just how slim the original frame and rubbers are then translate this to 118th the true care and skill can be appreciated. What could so easily and visibly detract from the whole experience has been executed with real refinement…… and it shows. The very fine rubber water seal at the base of the screen is delineated. Not only is the shape of the screen correct but the rake too and the plastic replicating the glass has what looks like the right degree of transparency. Along the frame edge it’s possible to detect the pop fasteners that would hold the hood in place. The wiper blades are just about correct .This Kyosho Morgan 4/4 goes a long way to creating the compactness and driving impression as it’s easy to look from the cockpit along the tapering bonnet and image the site lines along the road ahead.

Good visibility is evident There are no side screens on this model and a hood would compromise looks and visibility. The tonneau has a fabric “feel” and natural creases are provided in the moulding creating considerable realism.

Engine and boot detail

The bonnet is hinged centrally permitting the engine bay to be seen clearly from near/off sides. It’s possible just to see the foot pedals in the foot wells and detect their operation through the bulwark into the engine bay. The gear linkage as noted is evident as are the dynamo, coil, fuel pump, carburettor [single] plus the standard exhaust manifold. Although not over detailed the ford side valve engine can be detected. Additional other small details are nice touches like the engine mounts, radiator and its offset filler.

There is no boot as such on the 4/4.The spare wheel  lays part recessed in the rear “boot” panel .The large 1/18th scale and robust base construction allows customisation and further detailing [ wiring , plumbing ,venting , hydraulic lines could be introduced .]

Summing up

The editors consider the Kyosho is an extremely evocative piece. Its evident quality as measured through weight, attention to detail and immediate visual impact chime.

As a model it has tactile qualities that neither photographs nor drawings can replicate.

It immediately captivates particularly as result of the deep lustrous polished BRG body it radiates and importantly communicates the essence and authenticity of the original, invites ownership, benefits from detailed examination and is inspirational.

The Morgan 4/4 is undeniably an attractive piece; evocative and well executed. Attention to detail is excellent and this creates realism.

As a piece its possibly a little too expensive .This however may be due to the limited demand .It nice to have this subject and the era represented so this must be factored in .There would be loss and gap if it was not present.

The editors believe the Morgan 4/4 has a particular educational value for various designers. They ought to give it careful analysis. In this instance it also provides lessons relating to human psychology, recognition and interpretation of form and function as expressed through a sports car.

This Morgan 4/4 worthy of detailed examination. Although reasonably well detailed throughout there is potential of adding extra value through detailing and customisation / personalisation of their own car or of a specific model they wish to represent. The 1/18th scale lends itself to this. However it’s acknowledged at the price there may be disincentive towards this and some collectors may prefer to retain originality; others might like to purchase second hand and possibly convert to the appearance of the famous Le Mans car [Reg.No TOK 258]

Purpose and Function of Scale Models.

They permit the following with relative ease.

  • Affordable and collectable in relative volume
  • Easily and attractively stored or displayed
  • Provide near infinite groupings by theme or function etc. including benchmarking and peer comparison
  • Relative scale permits realism and reliable body shape contour
  • The evolution of the marque to be studied and traced
  • Value to artist and draftsmen / designers – opportunity for tactile analysis of form and function.
  • Value to students of coachwork design
  • General value to the automobile enthusiast
  • They provide inspiration to child and adult increasing their appreciation of design.
  • They offer meaningful learning opportunities integrating design construction, attention to detail, patience and timetabling.
  • They are examples of a branch of design and model engineering worthy of study in their own right.

The Proposed CCM&EC

The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.

For these reasons our Business Plan includes provision for promoting products and services which share Chapman’s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman’s designs in period. It’s suggested there will be catalogue for on line purchasing.

In particular it’s intended to have a range of scale models and books/publications supporting model making / detailing for various age groups ranging in complexity and price.  These will be consistent/ complementary with exhibitions and permanent displays. Furthermore they might serve to encourage students and visitors to examine exhibits for minute detail that they can incorporate in the construction/ customisation of their models. There are many models and manufactures to choose from and the proposed museum can retail collector’s items alongside contemporary subjects



Guide To Used Sports Cars.Haynes.Haynes.

 Morgan 4 4



Date: 10/06 /2014


Title: Mass Production

Publisher &Date: Phaidon.2006

ISBN: 9780714856667

A&R library copy: No

The A&R takes a holistic approach to the designs of Colin Chapman and Lotus. His career although dominated by the automobile and motor racing was underpinned by design led problem solving. Chapman was an industrial designer, consultant, inventor/ patent holder and manufacturing entrepreneur responsible for the totality of product from conception through to customer and ongoing servicing.

Lotus are now essentially consultants selling engineering design solutions to industry.

This is essentially a brief review. The subject matter is graphic and visual and needs to be seen to be fully appreciated.

The editors deem this a very significant work .It is a three volume set .The editors concentrate on volume two. In totality it provides a chronology of products 1663 – 2004. It is highly commended particularly to automobile engineers as cars are well represented within [see editors listing].Other members of the design professions will find it invaluable especially:-

  • Industrial and product designers
  • Inventors and patent investors
  • Marketing and brand managers
  • Academics and cultural historians [various design through retail etc.]
  • Automobile engineers who undertake problem solving design outside cars
  • Architects

The significant value of “Mass Production” is that it does what it says on the tin. It’s not a glorification of self-indulgence and congratulation it concentrates on products whose existence is based on volume, utility and democracy. As noted cars are given due priority and those contained in the volume are:-

Year Marque Model
1958 Ferrari 250 GT [Pininfarina]
ditto Chevrolet Impala Coupe
1957 Triumph TR3 A
ditto Fiat 500
1956 Tabrant P 50
ditto Austin FX 4-Taxi
1959 Mini
1955 Citroen DS 19
ditto Karmann Ghia Coupe
ditto Ford Thunderbird
ditto Porsche 356 A
1954 Mercedes Benz 300 SL
1952 Isetta
ditto Bentley R Type Continental
1948 Ford F1 Pickup truck
ditto Hindustathan Ambasador
1947 Land Rover
1966 Alfa Romeo Duetto spider [Pininfarina]
1964 Ford GT 40
1963 Mercedes Benz 230 SL Pagoda
ditto Chevrolet Corvette Stingray
ditto Porsche 911
ditto Aston Martin DB 5
1962 Jaguar/Daimler Mk.II
1961 Jaguar E Type
ditto Lincoln Continental

This substantial and inclusive book takes an international perspective and lists the commodities in chronological order.From the vast selection the editors have chosen a cross section to give subscribers an indication of what is available.

Year Product Name Designer Name
1947 Como door handle A.Mangiarotti
ditto Optimist Dingy Clark Mills
1948 Compass Desk J.Prouve
ditto International Watch Mk.XI
ditto Polaroid Model 95 E.H.Land
1949 PP 501 The  Chair H.Wegner
1950 Eames storage Units C.Eames
ditto BIC Crystal L.Biro
1951/52 Tetra Pack Dr.R. Rausing
1951 Bellevue chair A.Bloc
ditto Lady Armchair M.Zanuso
1952 Mexican Bookshelf C.Perriand
1954 DRU kettle W.Gilles
ditto Sofa D70 O.Borsani
ditto Route Master bus Durant
1955 Child’s High chair N.Ditzel
1955/56 AJ door handle A.Jacobson
1956 Cessna Skyhawk 122 Cessna
1957 LB 7 shelving F.Albini
ditto AJ cutlery A .Jac
ditto Mezzardo A.Castglioni
1958 Bristol Type 192 Helicopter Bristol Design Team
1959 Bush TR 82  Radio D.Ogle
1959/60 Panton chair V.Panton
1960 Conoid chair G.Nakashima
1962 Moulton  Bicycle A.Moulton
ditto Aquarama C.Riva
1963 Makaha skateboard L.Stevenson
1964 Action Office G.Nelson
ditto Cesta M.Mila
ditto Bullet Train H.Shima
1965 Sedia Universale J.Colombo
ditto Baby Buggy OF Mclaren
ditto Thrift cutlery D.Mellor
ditto AG-7 space pen PC Fischer

“Mass Production” is inspiring but also very practical and user friendly. To assist readers find products it provides appendix which include:-

  • Index by product
  • Index by designer
  • Index by category

This work will be of use to the design professions but it will be of considerable assistance to A&R subscribers wishing to appreciate Colin Chapman the Industrial Designer and in particular it will act as a foundation to our articles on:-

  • Design Heroes
  • Aesthetics of the Automobile
  • Aviation
  • Motorboats

In the author’s estimation the great strength, practicality and investment value of “Mass Production” are:-

  • It delivers exactly what is says it does
  • Its exhaustive, through  but useable
  • It concentrates and provides excellent photographs
  • In most instances the patent drawings are included along with production and sequence
  • For automobile engineers it reinforces the status of their work and places it in useful context note work of David Ogle
  • Its inspirational
  • Its engineering technology led over craft and one-off works of art

The editor’s only criticism is that it would have been good to see costs for tooling, manufacturing process and retail prices. However it’s likely that the inspiration it provides will permit serious research students to discover the facts.

“Mass Production” is highly commended. The editors recommend a second hand copy at between £12-15.It will be return on investment. Alternatively most good libraries including British Library are likely to have copies

 Mass Production


Date: 11/06/2014

Author: Tony Gardiner

Title: Motor Racing at Goodwood in the Sixtiesc

Publisher &Date: Veloce .2002

ISBN: 1903706491

A&R library copy: / No

This is a very attractive work, very evocative, atmospheric and highly illustrated with black and white photographs.

The editors commend it.

It will appeal to an audience who perhaps most wish to understand the culture and ambience of the era. The emphasis is about the envelope rather than the technicalities or racing. As such it’s an important work for creative writers, artists, drama and documentary writers.Having said this Lotus are well represented [see tabulation].The photographs have their own aesthetic merit.

The editors believe its strength is capturing the essence and unique atmosphere of the era so well. To do so Gardiner has used his own photographs [ he took over 500 in period ] the majority of which take in a wider cultural and social dimension of the interaction taking place. Most of the photographs used are unpublished. In many respects his work is rather impressionistic. It succeeds in capturing hazy, lyrical English spring and summer days in a rural setting with the glorious South Downs and Weald as backdrop. The sky pervades; it’s big open heavenly expanse and seems in most images to provide an envelope which permits the weather and temperature to be read. The photographs taken are essentially of the spectator and are rather inclusive and therefore very different from the typical press focus.

One quotation from the book alluding to a photograph sums it up beautifully:-

The early evening sun is casting long shadows at the end of another glorious Goodwood day”

Typical elements rendered are:-

  • Paddock
  • Spectators – note fashions and body language and manners, etiquette etc.
  • The circuit and its “architecture”
  • Cars depicted informally
  • Drivers and mechanics and guests etc. intermingle in social melee
  • Transporters
  • Fixture and fittings

The black and white photographs have a touching authenticity

The range of cars photographed is extensive and includes:-

  • Cooper including Monaco
  • Merlyn
  • Brabham
  • Lola
  • Aston Martin including DB3’s ,Zagato and 214
  • Morgan
  • Elva
  • Marcos
  • Ginetta
  • Ford including Galaxies
  • Jaguar
  • Ferrari including 330 P
  • Fiat –Abarth
  • Shelby American Cobra
  • McLaren –Elva
  • Oldsmobile
  • Alfa Romeo including GTZ

The Lotus represented by year are:-


  • Elite [UDT-Laystall]


  • Monte Carlo- [Moss/UDT –Laystall]
  • Elite x 4 images


  • 23


  • 25
  • Ford Lotus Cortina
  • 30
  • F3 [BMC]
  • Eleven


  • Ford Lotus Cortina
  • 25
  • Eleven GT


  • Ford Lotus Cortina x 2 images
  • F3 x 2 images

These images have a great charm but more important they show the cars as they were raced and maintained before classic status and the occasional over restoration. For this reason some historians may be interested and certainly drama writers seeking the minutia and accuracy of the period without sentiment or distortion.

Although Gardiner’s work has a nostalgia the editors believe it tells a powerful story of the events and social climate. There were some aspects of the 1960’s still clinging to the pre-war era, but it was time of space technology and the swinging sixties.

The editors believe this work to be extremely graphic and powerful in its unpretentious capturing of an era in change. The black and white photographs are redolent. Many readers will wish to return to them. Many of the images are fairly indelible.

Series students of social history will find much to discover.

This work is warmly commended to our subscribers. Sadly at present we do not have a copy in the A&R library yet.

Goodwood 60s

8. Lotus Collectables

Vintage Lotus Cars Gentlemans Leather Grooming Case.


9. Lotus interest on Youtube

One item on Youtube maybe of interest our readers

Lotus History of the English Automaker Lotus (Full Documentary) (new) HD [full documentary]


Thank you for your continued  interest and support

Editors of the newsletter

John Scott-Davies

Neil Duncan

Jamie Duncan  (webmaster)