Figure 1.Front cover of late Peter Ross work. Highly redolent sepia image of Mk.VIII. [See bibliography below]
Colin Chapman Archive and Resource June 2017
Newsletter – Number 60
- The Flying Finns: The Lotus Mk.VIII’s [1954]
- Tail Fins: Lotus o’ Nine Tails: The Lotus Mk.IX [1955]-No lash up!
- The Speed of Ligh
- Italian Sports Cars
The Flying Finns: The Lotus Mk.VIII’s [1954]
Harvey:-
“”Lotus really came of age in 1954 with the beautifully streamlined Mk.8”
Introduction
The editors interest in and canvassing for the proposed Colin Chapman Museum and Education Centre is based on the fact Chapman possessed a commanding intellect, combined with a force of imagination, innovation and determination.
These he harnessed and marshalled to solve engineering and strategic problems.
We believe even if Chapman had possessed greater capital he would still focus his brain in an intellectual guerrilla manner to overcome obstacles.
These skills and aptitudes had already been demonstrated by the time he conceived the Mk.VIII. However at 26 years of age he displayed an enormous maturity and again proved and produced the revolutionary Mk.VIII –possibly the most scientifically and sophisticated sports racing car of the era.
This article is therefore very much about the concept, origins, design, execution, management and evaluation of the Mk.VIII.
We provide details of race entry for the exclusive purpose of benchmarking contemporary competition by marque.
There is no doubt in the editor’s mind how gifted Chapman was. The essential lesson he presents is that intelligence, ingenuity and creativity are the foremost tools of problem solving.
We believe this remains as relevant today as in his era.
As such we believe his legacy informs and can inspire today and tomorrow.
Subscribers might like to see directly related A&R articles:-
- MG engines
- Mk.IX
- Eleven
- Fifteen
- Seventeen
- Mk.VI
- British Aviation and examples of aircraft design
Particularly relevant reading for this subject are:-
- Colin Chapman.Ludvigsen
- Racing and Sports car chassis design.Costin&Phipps
- Lotus: The Early Years. Ross
Chapman, Triangulation and Congruent Triangles
Chapman is perhaps too often stereotyped as the structural engineer.
Yes he adopted the principles of triangulation to produce reinforced light weight chassis, however the editors see convincing evidence that the holistic Chapman maintained a design philosophy and management style that resembles the congruent triangle.
His most effective cars were a balance of three integrated forces:-
- His personality, motivational , magnetism , determination and innovation, improvisation driven mind
- The use of materials and mutation of suitable existing components or resources to his purpose ;often improved and given added value along the way
- Chapman the purest engineer/scientist could converse with others of like mind. He could respect their ability, assess the contribution they could add or complement his own. Possibly most important others saw in Chapman a person who’s determination would act as facilitator and where their ideas had been overlooked could find recognition , expression concrete execution and evidence of correctness
These qualities we see played on various occasions. Although it must be considered that Chapman might on occasions have been slightly exploitive of others and not always giving due credit.
The early examples are:-
- The Allen brothers
- The “DeHavilland” Team including late P.Ross and Gilbert [Mac]Mackintosh
- Frank and Mike Costin [see below for Franks major contribution to the Mk.VIII body shape]
- Keith Duckwoth
- Ron Hickman
- Len Terry
- Exceptional artisan craftsmen like Progress Chassis [Dave Kelsey and John Teychenne and Williams & Pritchard
His professional colleagues in many respects, but not all, had a similar angle of approach and attack.
In future articles we will develop this and expand on others who supported Chapman
[Subscribers are directed to Taylor The Lotus Book for an extended comprehensive listing of those concerned.
Brief Historical Background /Context
Taylor observes:-
“during the winter of 1953 ,Colin Chapman put pencil to paper and devised a chassis for a new car based on the theory of structural strength through triangulation.to go with this chassis Chapman wanted a more streamlined body ………….”
Smith:-
“During 1953 the 1500 cc sports car racing class had attracted a great deal of attention from manufacturers which resulted in very closely fought , fast racing .It was this class that Colin wished to design a car………………..the opposition was stiff and a variety of sports racing cars were appearing in the class from Connaught ,Cooper, Leonard and Tojeiro.The masters in this particular field were the Porsches .In order that Lotus should stand a chance against this machinery –and Colin included the Germans in his recognising –some sort of “march must be stolen”
Chapman wished to move up in prestige racing and this meant competing with the “establishment”. In the Lotus Story Part 4, Colin Chapman stated:-
“After three years in several classes of racing, I started to think about a car for 1954. The new car would need to be as far ahead of other competition cars in its class as the Mk. VI was when it emerged in 1951.
This was the ever-present problem-always keep one or two steps ahead of the competitors. People ask me why I don’t give up racing and concentrate on design-the answer to that is that I must race the cars myself to find out design faults. Drivers are always a bit vague about handling and similar details, so the only thing to do is to find out things myself……………
It seemed to me that an efficient aerodynamic body would be the thing to have for the 1954 season………..”
Peers and Contemporaries
It’s important to study these as Chapman might. He would probably conduct an analysis of strengths and weaknesses and decided how best he might improve on existing best.
Equally significant is the fact that Chapman was a realist. Budget and engine availability would focus his mind on the alternative methods to beat the competition.
Included:-
- Cooper
- Tojeiro
- Connaught
- Porsche
- Jaguar
- OSCA
- Maserati
- Nb see appendix below for fuller cross section of marques as represented by entrants at 1954 Empire Trophy, Oulton Park.
Factors determining the specification of the Mk.VIII
Harvey identifies three main parameters:-
- Aircraft aerodynamic principles
- Porsche adoption of low drag bodies
- Banning of cycle wings in International racing
He therefore deducts:-
“Colin had to go for a full width body if he wanted to compete among the top echelons”
It’s worth noting that the aerodynamic body had both advantages and disadvantages.
The extra weight would have to be compensated for elsewhere forcing considerations of the chassis and main mechanical components like the engine.
Outline the specification of the Mk.VIII
It’s believed that Colin set the guiding parameters of his concept as:-
- Top speed in region 120-125 mph deducted from linked factors/components /data
- 85bhp engine output
- Weight in region of 1000lb
Chapman, Necessity and Design Methodology
Ross observes:-
“What set Colin apart from other contemporary racing car designers was his very practical approach .This was in part dictated by his almost total lack of working capital, which meant that he always had to have something in current production to generate cash flow, and whatever he made himself ………….to race had to be capable of being rapidly turned into a production vechicle to sell to paying customers ……….
Whilst other companies could afford to start with a blank sheet of paper, Colin’s first thought was “what existing part can be used or what existing part can I adapt to do what I want ……………”
Engines
Lotus were not an engine manufacturer until late on in their history. Our appreciation of Chapman’s achievements must take this fact into account.
Chapman had to work with what was available and affordable.
He had to work within these constraints.
It’s necessary to have a brief analysis of the implications.
Subscribers might like to see A&R articles on the 1172 and 750 Formula’s and Lotus Power Plants.
Most mass production car manufacturers make their own engines. The size and performance of those engines are determined by considerations such as:-
- Market requirements primarily user categories
- Weight and physical size/ volume
- Performance
- Fuel economy
- Legislation regarding taxation and insurance categories etc.
- Status
- Peer competition
- Economies of scale and families of product offering interchangeability etc.
- A lesser consideration might be aesthetics , aural and visual
- Some manufacturers might consciously enter competition and develop products expressly for this
However they rarely make dedicated competition engines. This was a rub. Chapman had to extract from what was available and cost effective.
Some of the most used engines in the specialist sports car sector are:-
- Austin Seven [750] plus A30/A35 etc.
- Ford 1172
- Ford Cosworth
- Ford crossflow
- Ford V8
- Jaguar XK engine series
- Coventry Climax [nb this type FWA used in Mk.VIII]
- Recently motor cycle engines
- MG
- 2L Bristol
- 5L Connaught
- Turner [a period engine of 1.5L fuel injected is reputed to have produced 110bhp.
[See our dedicated articles for bhp analysis .A tabulation of common mass produced engines is included in our article on MG engines used by Lotus]
Racing classes on occasions deliberately coincide with industry trends but this has never been perfect. Specialist manufacturers have sometimes been at a disadvantage regarding choice and performance. However as in Chapman case this has been the mother of invention.
When considering the 1500 racing category Chapman had to decide which engine would be within the class limits, be available, affordable, and possibly capable of being improved cost effectively and probably physically able to fit.
A Lotus Mk.VI registration no.UPE 9 had dome extraordinarily well in club racing c 1954 [the editors believe it won something like 14 races out of 17?] This car had a gifted driver and many other unique parts and mofifications.But the MG engine had demonstrated its potential.
It’s probably this specification of engine that Chapman elected to go for in the Mk.VIII
M.G. Engine Summary Details
Here will deliberately only provide bullet summary. The MG engine discussed is worthy of full dedicated article as it powered MkVI and MkVIII.Please see this item that also records the MG gearbox and tuning upgrades etc.
- MG/Morris based XPAG
- Claimed 85bhp at 6,200rpm
- Laystall Lucas alloy head and other Laystall modifications
- Bored out to 1467cc
- Twin SU carburetters
- Costin&Phipps suggest engine weight at 228lb , gearbox 32lb
The claimed output of 85bhp ought to be noted. The standard engines were quoted in the mid 50 bhp range. Peter Gammon achieved some remarkable successes in Mk.VI [UPE 9] .It has to be questioned what was done to the engine and if independent dyno meter tests could confirm .The extraction of 85bhp was an achievement.
MG had been record breaking and it’s possible they developed some modifications that were not available on production cars.
Chapman would have calculated both the power output of the engine, chassis and rolling chassis. It’s from this data he probably realized that an extremely efficient and aerodynamic body was required to provide a chance of winning.
The Chassis
Right from the outset it’s important to state two very different chassis types were used in the 7 Mk.VIII produced.Costin &Phipps perhaps providing the best technical analysis.
- SAR5 –first road registered 27th March 1954
This was an extraordinarily sophisticated chassis for the era. Chapman went to great lengths to reduce weight in order to possibly compensate for the engine output. Subscribers are directed to the full and comprehensive technical description of this chassis provided by Costin and Phipps who had close firsthand experience. Here we summarise and paraphrase .Our model with mannequin is based on this first concept.
Costin&Phipps:-
“The Lotus Mk.VIII structurally , the most nearly perfect sports car chassis yet made ………..very simple extremely light yet very stiff ,this chassis the only one of its type ever made –is still giving good service after six years of use ,and this despite the fact it is made up of 20and 18 gauge tube…………”
The editors find in strange that most accounts explain this chassis caused problem for the mechanics regarding engine servicing .Access is importance when racing ,particularly if a highly stressed engine is to be kept in tune. If Chapman was aware of this, and as we believe using not a fully ideal engine he might have been more generous in space allowance.
We suggest the following might have occurred:-
- That Chapman took dimensions for a standard engine from drawings. That these varied from engine eventually used
- That Chapman used an existing engine to dictate chassis layout ,then discovered the commissioned engine was at variance ,possibly as result of tuning
- That a genuine mistake occurred in measuring, drawing or translation into reality or that to meet other strict structural criteria the engine bay became sacrificial to overall concept
- That the all-enveloping body once fitted so ensconced the engine that access was reduced to impracticality
Figure 2.Editors model of the basic stage chassis with artist’s mannequin to indicate approximate scale. Model made from drawings.
Ross provides some insights into this anomaly.
Taylor comments that the chassis was of steel tubes of 1.25 inch 20swg.It reputedly weighed 35lb? Whereas Costin &Phipps suggest:-
“Only 19 members are used in its construction, and the total weight is 21 lb. al lmembers are straight and there are no structural offsets”
- B) “Production Mk.VIII- Modified from Mk.VI
Taylor comments:-
“After the start of the 1954 season a number of privateers began demanding Mk.VIII… the “production ”Mk.VIII differed from the prototype in many ways ,not least the chassis design ,in order to ease the maintenance problems associated with SAR 5 ,Chapman reverted to the earlier Mk.VI chassis with several important differences …………….”
The alternative and possibly more practical chassis for the Mk.IX was a version of the Lotus Mk.VI and weighed 75lb.
Technical Specification from Taylor
Model | Mk.VIII |
Year | 1954 |
Volume | 7 |
Engine | MG/Morris |
C.C. | 1467 |
Carburation | Twin H6 S.U. |
Power Output | 85 bhp |
Transmission | MG.4 speed |
Chassis | Tubular steel space frame |
Body | Aluminium |
Front Suspension | Split swing axle with cs dampers |
Rear Suspension | de Dion axle with transverse cs piston dampers |
Brakes F/R | Lockheed 9x 1.75 Alfin drums , [inboard at rear] |
Wheels F/R | 15 inch 40 spoke wires |
Tyres F/R | 4.50 x 25 and 5.25 x 15 |
Length | 156 inches |
Width | 55 inches |
Height | 32 inches to scuttle |
Wheelbase | 87.5 inches |
Track | 48.25/47.5 inches |
Weight | 1148 lbs. |
Mk.VIII Registration No.
Although Taylor quotes a production volume of 7 cars photographic and other sources suggest that the following might be included:-
SAR 5
TYC 700
624 BMG
867 BMX
HUD 139
KJA 91
777 FRE
SXB 500
Form, Function and Flight Tested by Frank Costin
Taylor:-
“The body was developed by Mike Costin’s brother, Frank……at de Havilland .Frank had no experience of car design, but realized that the potentially high top speed and light weight of the car would require a high degree of straight line stability……….he produced an exceptionally graceful and low body design with extended front wings tapering to points, the passenger side of the cockpit fully enclosed by metal tonneau, spats over the rear wheels and twin tail fins”
Figure 3.Editors drawing of the chassis and Mk.VIII in side elevation [relate drawing to model to better comprehend form function]
Typical of the era Frank Costin allowed himself to be strapped to the car and driven at high speed in order he could personally observe air flow/ stream .the tests at a disused airfield [see photo reference in most textbooks ] were conducted at about 100mph.
The significance of which is to forgo personal safety in order to establish his design correctness. It’s also a measure of confidence and commitment to get the best possible.
This behavior was that of the boffins of the era.
Subscribers wishing to comprehend the sophisticated body shape of the Mk.VIII might like to obtain scale models by the likes of Merrymeet and Midlantic.The editors believe these are in the small scale of 1/43rd.
Figure 4.Lotus Mk.VIII [SAR5] features on cover of Unique Books
Body Construction
The complex body comprising double curvature was executed by Williams &Pritchard.
Taylor:-
“the body shell was built of 20swg alloy….only the front section of the bodywork was removable ,the remainder being riveted to the supporting sheet alloy and chassis tubes…..the “production bodies were built of 18g alloy and were similar to the prototype but without the rear air outlet in the boot lid”
The editors have not been able to discover the man hours required to construct the complex body shape. However we have extrapolated for other data that it might be approximately 40-45% of the cost.
RAC British GP, Silverstone.1954, Racing Sports cars. [Peers]
The editors publish this information from the net to:-
- Allow subscribers to research other marques of the era
- To forensically analysis the Mk.VIII performance against this opposition factoring in elements like budget, engine performance, weight etc.
No. | Car | Chassis | Registry | Engine | Type | Size | Cyl. | Turbo |
1 | Buckler | |||||||
2 | Kieft | LDA 1 | Climax | FWA | 1100 cc | |||
3 | Kieft | Climax | ||||||
4 | Lotus Mark VI | |||||||
5 | MG Special | MG | ||||||
6 | Morris Minor | Riley | ||||||
7 | Osca MT4 | 1134 | MO24307 | Osca | no:1123 | 1100 cc | L4 | N/A |
8 | RWG | MG | ||||||
9 | Porsche 550 | 09 | Porsche | 1100 cc | F4 2v DOHC | N/A | ||
10 | Lotus Mark VIII | MG | ||||||
11 | Lotus Mark VIII | 8/01 | SAR 5 | MG | 1500 cc | L4 | ||
12 | Lotus Mark VI | UPE9 | MG | 1500 cc | L4 | |||
13 | Lotus Mark VI | NUF 100 | MG | |||||
14 | Connaught ALSR | 12 | MCA 200 | Lea Francis | 1500 cc | L4 | N/A | |
15 | Lotus Mark VIII | Connaught | 1500 cc | L4 | ||||
16 | Cooper Disco Volante | Connaught | 1500 cc | L4 | ||||
17 | Cooper T29 | MG | ||||||
18 | Gordini T15S | 0018S | Gordini | 1500 cc | L4 | |||
19 | Kieft AJB | |||||||
20 | Killeen K1 | K1 | MG | XPAG | 1500 cc | L4 | ||
21 | MG TD Special | MG | ||||||
22 | MG | MG | 1500 cc | |||||
23 | MG | …AH. | MG | |||||
24 | Lister | BHL1 | MER303 | MG | 1500 cc | |||
25 | Tojeiro | MG | ||||||
27 | Leonard | MG | 1500 cc | L4 | ||||
29 | Lester T51 | MG 6850 | MG | |||||
30 | Osca MT4 | Osca | 1350 cc | L4 | N/A | |||
31 | Tojeiro | MG | ||||||
32 | Turner | |||||||
33 | Porsche 550 | Porsche | 1500 cc | F4 2v DOHC | N/A |
Entered cars that did not arrive:
No. | Car | Chassis | Registry | Engine | Type | Size | Cyl. | Turbo |
26 | Leonard | MG | ||||||
28 | Leonard | MG |
Winners: | ||||||
Overall: | 11 | Lotus Mark VIII MG | Colin Chapman | |||
Sports 1100: | 9 | Porsche 550 | Huschke von Hanstein | |||
Fastest Laps: | ||||||
Overall: | 12 | Lotus Mark VI MG | Peter Gammon (GB) | 2:05.000 | 135.667 km/h | |
: | 33 | Porsche 550 | Hans Herrmann (D) | 2:05.000 | 135.667 km/h | |
Pole Positions: | ||||||
Overall: | 33 | Porsche 550 | Hans Herrmann | 2:17.000 | ||
Sports 1100: | 7 | Osca MT4 1100 | Jackie Reece | 2:23.000 | ||
Notes of interest: | ||||||
Top makes by numbers: | Lotus (6), MG (4), Porsche (2), Cooper (2), Osca (2), Tojeiro (2), Kieft (2) | |||||
Top engines by numbers: | MG (16), Porsche (2), Connaught (2), Osca (2), Climax (2) | |||||
Top car types by numbers: | Lotus Mark VIII (3), Lotus Mark VI (3), Porsche 550 (2), Osca MT4 (2) | |||||
Driver nationalities: | GB (25), D (2) | |||||
Oldest known drivers: | Huschke von Hanstein (43), Ken McAlpine (34), John Riseley-Pritchard (30) | |||||
Youngest known drivers: | Brian Naylor (-5), Hans Herrmann (16), Archie Scott-Brown (17) |
Taylor observes “the crowning glory of all Mk.VIII races was at the British GP meeting at Silverstone, Colin Chapman had the satisfaction of winning the supporting 150cc race in his own car beating Gammon’s mk.VI and Hermann’s works Porsche………..”
A Perspective on Performance
Tipler quotes John Bolster who road tested a modified Mk.VIII in 1954 with the following results:-
121.5 mph
0-60mph 8 sec
0-100mph 23.8 sec
St’Qt’Mile 15.5sec
30mpg
Retail Price and Cost comparisons
Ross draws a parallel with Connaught and quotes Dave Kelsey:-
“at the time I was building single-handedly one Lotus chassis a week and we were getting about £50 for it .Connaught told me their streamliner single seater, which they proudly unveiled for me, cost £10,000] and took nine months to build ……….”
The editors have seen other prices suggesting the Mk.IX with Coventry Climax engine was offered at £1,150 complete plus Purchase Tax or without engine at £800.
This was of course expensive. See our complementary articles with reference to relative income costs etc. [recent example in discussion Seven S1]
Learning Opportunities
Our learning /educational opportunities are intended to be challenging thought provoking and requiring additional research and/or analysis.
These opportunities are particularly designed for a museum/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.
In this instance we suggest the following might be appropriate:-
- Study interrelationship between Aerodynamics, efficiency ,sustainability
- Make Performance calculations –speed ,weight, aerodynamic drag
- Compare /contrast cd of modern cars with Mk.VIII
- What was contribution of MG engine to Mk.VIII package?
- Why do you think only seven Mk.VIII were sold?
Exhibitions, Education and Economics
In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.
For these reasons our suggested outline 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 this instance we consider the following exhibitions appropriate:-
- Flying Finns
- Pieces of Eight
- Flight and Slight: Chapman outmaneuvers with Mk.VIII
- Take Flight: The Lotus Mk.VIII
- Travel by Air: The Lotus Mk.VIII
- Wind Borne: The Lotus Mk.VIII and 1950’s aerodynamic sports racing cars
- Fight Tested
- Eight Days a Week
Conclusion
Capels observation of the Mk.VIII:-
“Although the Lotus Mk.VIII undoubtedly established Lotus as an international sports car manufacturer only 7 were built in 1954 –early 1955.
Progress at Lotus was never slow”
The Lotus Mk.III took off from Hornsey and required a massive leap of imagination, courage and confidence into the future.
Chapman was decisive and we feel we can summarizing his achievements with the Mk.VIII in bullet form. It’s worth noting the skills demonstrated here were practiced into the future:-
- It was measure of Chapmans maturity both in his age and that of his young company to attempt something so ambitious
- It shows how Chapman was able to use experts. He was able to comprehend theoretical concepts and practice these himself. He was a consummate facilitator and animator
- At this stage Chapman was still driving competitively providing feedback and establishing brand reputation
- The competition success of the Mk.VIII established Chapman and Lotus on the International stage
- Competition success garnered commercial success in sales whilst enhancing the British specialist and engineering economy
- Chapman in the first instance is the purest but he was also realistic and modified designs for commercial advantage
- In the Mk.VIII Chapman enters a theoretical, objective and scientific design approach. This was evident elsewhere in British aeronautical circles including jets. This would never leave Chapman.
The appliance of science was gift of Chapman and along with the other skills including that of driver made him an extraordinary holistic design engineer.
Chapman’s facilitating, animating skill and intellectual rigour is to be learnt and applied. It’s an inspiration and proves as relevant now as in the 1950’s
The Mk.VIII were built at Tottenham Lane, Honsey, London N8.
Appendix 1. Competitors and Entrants, 1954 Empire Trophy, Oulton Park
1st | 28 | Alan Brown | Cooper T20 Sports Bristol | Bob Chase | 32 | 59:03.000 | 115.872 kms | 113.155 | 1st | S2.7 |
2nd | 35 | Roy Salvadori | Maserati A6GCS | Gilbey Engineering | 32 | 59:37.000 | 2nd | S2.7 | ||
3rd | 11 | Peter Gammon | Lotus Mark VI MG | Team Lotus | 32 | 59:41.900 | 1st | S1.5 | ||
4th | 45 | Duncan Hamilton | Jaguar C-type | Duncan Hamilton | 32 | 59:54.000 | 1st | S+2.7 | ||
5th | 52 | Sanderson | Jaguar C-type | Ecurie Ecosse | 32 | 59:55.900 | 2nd | S+2.7 | ||
6th | 51 | Jimmy Stewart | Jaguar C-type | Ecurie Ecosse | 32 | 59:56.000 | 3rd | S+2.7 | ||
7th | 36 | Cliff Davis | Tojeiro – Bristol | F. C. Davis | 32 | 1:00:11.000 | 3rd | S2.7 | ||
8th | 43 | George Abecassis | HWM Jaguar | HWM | 32 | 1:00:15.000 | 4th | S+2.7 | ||
9th | 29 | Bob Gerard | Frazer Nash | F. R. Gerard | 32 | 1:00:20.000 | 4th | S2.7 | ||
10th | 1 | John Coombs | Connaught ALSR | John Coombs | 31 | 59:20.000 | 2nd | S1.5 | ||
11th | 32 | Peter Scott-Russell | Frazer Nash | P. Scott Russell | 31 | 59:44.000 | 5th | S2.7 | ||
12th | 46 | Joe Kelly | Jaguar C-type | J. Kelly | 31 | 1:00:11.000 | 5th | S+2.7 | ||
13th | 17 | Chris Threlfall | Turner | C. H. Threlfall | 31 | 1:00:52.000 | 3rd | S1.5 | ||
14th | 5 | Redmond Gallagher | Gordini T15S 1.5 | R. Gallagher | 30 | 59:18.000 | 4th | S1.5 | ||
15th | 54 | Berwyn Baxter | Jaguar C-type | B. Baxter | 30 | 1:00:10.000 | 6th | S+2.7 | ||
16th | 15 | Ted Lund | MG TF | T. Lund | 30 | 1:00:14.000 | 5th | S1.5 | ||
17th | 27 | Tony Crook | Cooper T24 Bristol | T. A. D. Crook | 6 | 1:00:01.000 | 6th | S2.7 |
Did not finish:
No. | Drivers | Car | Entrant | Laps | Time | Distance | Km/h | Reason | Gr. |
30 | Peter Reece | Frazer Nash | P. Reece | DNF | S2.7 | ||||
10 | Gerry Ruddock | Lester T51 MG | G. Ruddock | DNF | S1.5 | ||||
7 | Stirling Moss | Leonard – MG | Lionel Leonard | 11 | Crankshaft | S1.5 | |||
40 | Beauman | Aston Martin DB3 | Sir J. Boles | 0 | Brakes | S+2.7 |
Did not start:
No. | Drivers | Car | Entrant | Reason | Gr. |
50 | Ninian Sanderson | Jaguar C-type | Ecurie Ecosse | S+2.7 |
Did not qualify:
No. | Drivers | Car | Entrant | Reason | Gr. |
49 | Gerry Dunham | Jaguar C-type | Ecurie Kenya | S+2.7 | |
4 | John Riseley-Pritchard | Cooper Disco Volante Connaught | Cornhill Racing Team | S1.5 | |
22 | Ron Flockhart | Austin-Healey 100 | R. Flockhart | S2.7 | |
31 | Dickie Stoop | Frazer Nash Sebring | R. Stoop | S2.7 | |
34 | Horace Gould | Kieft – Bristol | Gould | S2.7 | |
48 | Michael Head | Jaguar C-type | M. Head | S+2.7 | |
55 | David Boston | RGS Atalanta | D. Boston | S+2.7 | |
53 | Bob Berry | Jaguar XK120 | R. E. Berry | S+2.7 | |
25 | Peter Kenneth | Cooper – Bristol | P. Kenneth | S2.7 | |
3 | Peter Jackson | Cooper – MG | Ec. North West | S1.5 | |
16 | Allan Moore | Tojeiro – MG | O Issard Davies | S1.5 | |
21 | Lance Macklin | Austin-Healey 100 | L. Macklin | S2.7 | |
37 | Desmond Titterington | Triumph TR2 | Titterington | S2.7 | |
6 | Leslie Jones | Kieft – MG | Ecurie Bullfrog | S1.5 | |
12 | Colin Chapman | Lotus Mark VIII MG | Team Lotus | S1.5 | |
24 | Frank Defty | Aston Martin DB2/4 | Defty | S2.7 | |
20 | Alfred Hitchings | Austin-Healey 100 | Ecurie Bullfrog | S2.7 | |
9 | Wharton | Lister – MG | G. Lister & Sons | S1.5 | |
13 | Mike Anthony | Lotus Mark VI | Team Lotus | S1.5 |
Entered cars that did not arrive:
No. | Drivers | Car | Entrant | Reason | Gr. |
2 | Ken McAlpine | Connaught ALSR | McAlpine | S1.5 | |
8 | Brandon / Leonard | Leonard – MG | Leonard | S1.5 | |
14 | Tom Dargue | MG Special | T. Dargue | S1.5 | |
23 | John Dalton | Austin-Healey 100 | Dalton | S2.7 | |
26 | Bert Rogers | Cooper – Bristol | Rogers | S2.7 | |
33 | D. E. Howard | HWM Alta | Howard | S2.7 | |
41 | Phil Scragg | Alta Jaguar | P. Scragg | S+2.7 | |
42 | Tony Page | HWM Cadillac | R. A. Page | S+2.7 | |
44 | Oscar Moore | HWM Jaguar | O. Moore | S+2.7 | |
47 | John Buncombe | Jaguar | J. Buncombe | S+2.7 | |
56 | Tommy Sopwith | Sphinx | Equipe Endeavour | S+2.7 |
Appendix 2: Porsche 550 –c 1954 data from internet]
Specification
Engine
Design | 4 cylinder air cooled horizontal opposed 4 overhead camshafts |
Power | Approximately 110ps (81 kW) at 6200rpm |
Bore | 3.35in (85mm) |
Stroke | 2.59in (66mm) |
Piston displacement | 1498cc (91.4cu in) |
Compression ratio | 9.5:1 |
Crankcase | Aluminium |
Cylinders | Aluminium hard chromed walls |
Cylinder head | Aluminium |
Valves per cylinder | An intake and an exhaust |
Valve operation | 2 camshafts per head driven by vertical shafts |
Crankshaft | Full roller bearing and built up |
Pistons | Aluminium |
Air blower drive | V-belt and crankshaft to generator shaft |
Crankshaft to blower ratio | 1:1 |
Air volume | 1100ls at 6200rpm |
Lubrication | Dry sump with oil cooler and filter in main current |
Firing order | 1-4-3-2 |
Distribution drive | Camshaft |
Sparkplugs | Temperature valve 260-80 |
Carburettors | Solex 40 PJJ or Weber 40 DCM |
Muffler | 2 of them leading to an exhaust pipe |
Clutch | Fichtel & Sachs K12 Porsche Special |
Transmission | 4 forward speeds, helical gears, synchronised, 1 reverse |
Gear ratios:
1st gear | 11:35 |
2nd gear | 17:30-16:31-18:29 |
3rd gear | 23:26-22:27-24:25 |
4th gear | 27:22-25:24-26:23 |
Reverse | 1:3.56 |
Rear axle | Spiral level pinion, 2F lock tyre differential |
Gear ratio | 8:35-7:31-7:34 |
Top speed | Approximately 140mph (220kmh) |
Chassis
Frame | Seamless steel tubing |
Front springs | 2 transverse, 4-leaf adjustable torsion bars |
Rear springs | A round torsion bar on both sides |
Shock absorbers | Fichtel & Sachs, telescopic hydraulic |
Front | 26X90 |
Rear | 36X140 |
Steering ratio | 1:14.15 |
Operation brakes | Oil hydraulic foot brakes to all 4 wheels |
Brake drums | 11.0236in (280mm) |
Rims | Aluminium |
Front tyres | 5-16 |
Rear tyres | 5.25-16 |
Dimensions
Wheel base | 83in (2100mm) |
Front tread | 50in (1290mm) |
Rear tread | 49in (1250mm) |
Overall length | 11ft 9in (3600mm) |
Overall width | 5ft !in (1550mm) |
Unloaded height | 3ft 4in (1015mm) |
Minimum ground clearance | Approximately 6in (150mm) |
Minimum turning circle | Approximately 36ft (11m) |
Weight
Dry weight | Approximately 1300b (590kg) |
Empty weight (DIN) | Approximately 1510lb (685kg) |
Service weight (FIA) | Approximately 1410lb (640kg) |
Axle weight | 992lb (450kg) |
Permissible total weight | Approximately 1984b (900kg) |
Reference:
www.autosnout.com/Cars-Engine-Size-List.php
Lotus: The First Ten Years.Smith.MRP.1958
Racing and Sports Car Chassis Design.Costin&Phipps.Batsford.1974
Lotus Sports Racers.Capel&Clark.Brooklands.
ISBN: 1855205556
Lotus. The Early Years.Ross.Coterie.
ISBN: 1902351126
Lotus Sports Racers. Unique. [The Lotus Story Part 4]
ISBN: 1841554308
Lotus Racing Cars.Tipler.Sutton.2001.
ISBN: 075092389X
Lotus.Harvey.Osprey.1980.
ISBN: 1903088011
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.
2,Tail Fins: Lotus o’ Nine Tails: The Lotus Mk.IX [1955]-No lash up!
Introduction
The editor’s study of Colin Chapman is holistic.
Our analysis of his car design is invariably within the context of his strategic business planning and model offer to customers.
Sales supported the brand, contributed to racing, provided further publicity and permitted the brand to survive to this day.
This article is therefore not just about technical specification but the Mk.IX broader contribution to Lotus brand development. As such it has lessons for today –designers, entrepreneurs and product planners.
Subscribers might like to see dedicated and structured complementary A&R pieces:-
- Lotus Sports Racing Cars including Mk.VIII onwards
- MG Engines
- Coventry Climax engines
- Lotus at Le Mans
Brief Contextual Background
In any consideration of car design and technical specification it’s important to note Chapman’s economic/commercial priorities prevailing at the time and also his response to customer requirements.
The Mk.VIII had earnt the brand international competition success and this probably with resultant publicity generated demand from customers wishing to enter motor sport through sports racing cars.
However customers may have expressed preferences or indeed reservations.
In the Mk.IX Chapman seems to have taken the better aspects of the Mk.VIII and improved access and ability to service the car. This would be a major consideration for individual private racers mechanics. Good access also facilitated racing by allowing mechanical repairs, alterations for circuits etc. to be performed with relative ease possibly in the field.
The editors list the factors we believe might have been in the background helped Chapman determine the specification of the Mk.IX:-
- Colin Chapman marries Hazel Williams in 1954 , they buy a house and start a family; regular income becomes priority
- Colin and Mike Costin work full time for Lotus from 1955 [ Colin resigns from British Aluminium, they were London based]
- Lotus have good order book [Mk.VI remains popular along with engineering modifications and tuning components including engines etc.
- Brand enjoys competition success at International level , resultant publicity
- British economy moving from austerity towards affluence
- Lotus exhibit at Motor Show
Technical Specification from Taylor
Model | Mk.IX |
Year | 1955 |
Volume | 24 |
Engine | Coventry Climax FWA ,MG XPAG or Ford Ten |
C.C. | 1172, 1098 and 1467 |
Carburation | Twin SU |
Power Output | 50-70 bhp |
Transmission | MG J Type 4 speed ,MG Tc or Ford 10 |
Chassis | Tubular steel space frame |
Body | Aluminium |
Front Suspension | Split Ford swing axle with coil spring dampers |
Rear Suspension | de Dion or Ford 10 axle with coil spring dampers |
Brakes F/R | Lockheed Elektron 11 inch Alfin drums inboard rear later Girling discs |
Wheels F/R | 15x 4.5 inch wires |
Tyres F/R | 4.25 x15 /5.25 x 15 |
Length | 142 inches |
Width | 56 inches |
Height | 27 inches , 33 .5 inches with screen |
Wheelbase | 87.5 inches |
Track | 48.5 /47.5 inches |
Weight | 924-1008 lbs. |
Form and Function
The Mk.IX was handsome purposeful car. Its shape was revised slightly from that of the Mk.VIII. In doing it was made more practical but the aerodynamics did not suffer.
The aesthetic of the Mk.IX articulates form and function as examination of our photographs reveal.
The following helps distinguish the Mk.IX:-
- Shorter in length than Mk.VIII but believed on same wheelbase
- Higher , thicker and shorter rear fins
- Perspex screen more wrapped round [ see photographs]
- Body work partly removable for access
Figure 3.Drawings taken from the net
Figure 4.Editors sketch drawing of side elevation of Lotus Mk.IX
We suggest that subscribers try and access a Midlantic scale model of the Mk.IX in order they can better appreciate the 3D interrelationship of the design.
Figure 1.1/43rd scale model of XPE6 by Midlantic
The editors find the lines of the Mk.IX appealing .There remains an organic aerodynamic shape achieved primarily through the four wheel arches, the rear obviously blended into the fins.
The wrap round screen a metal tonneau over the passenger side of the cockpit does not detract and lends a compactness to the overall design. Access to the driving seat and visibility are good.
HUD 139 [Classic Cars. Jan; 1984]
Rather than repetition we direct subscribers to the magazine article noted. We hold a copy in A&R library if needed. A reproduction is also printed in Capel and Clarke.
Figure 2.Editors photograph Mk.IX HUD 139
Figure 3.Editors photograph of Lotus Mk.IX.
Figure 2.Editors photograph of Lotus Mk.IX .Note inboard brake at rear as seen through boot lid. These are the magnesium finned items written about in detail in many reference books.
Figure 5.Further supplementary editors photographs. This car is also featured in Taylor “The Lotus Book”
Fig .6: Editors photographs. The Lotus Mk.IX is an extremely beautiful and complex aerodynamic shape and worthy of detailed attention and record.
Le Mans and XPE 6
It was great honour and achievement for Lotus to be accepted for Le Mans.
Chapman was to drive with Ron Flockhart.
This was also the year of the horrific accident when large numbers of the public were killed.
Avoiding repetition we invite subscribers to see our dedicated article “Lotus at Le Mans”
“11-12th June, Le Mans 24 hours. Lotus was fastest 1,100cc car .Disqualified for regulation infringement.
The editors suggest the selection of the car fitted with Coventry Climax engine was significant as an indication of performance, expected reliability and potential to compete in recognized class.
Figure 7.Clasic Cars.Jan.1993.
Avoiding repetition we direct subscribers to the important “Classic Cars” double feature on the Le Mans Mk.IX [XPE 6].Again copies in A&R and Capel and Clarke. These sets of articles are important summaries of the historical importance of this Le Man’s car and its technical specification.
The following are some speeds recorded at Le Mans typical of the mid 1950’s era. Subscribers might like to compare these with Road Test data recorded by Bolster [see below] Data from the net:-
Car | Engine | Maximum Speed |
Ferrari 121 LM | Ferrari 4.4L S6 | 291.2 kph |
Jaguar D-Type | Jaguar 3.4L S6 | 281.9 kph |
Mercedes-Benz 300SLR | Mercedes-Benz 3.0L S8 | 270.7 kph |
Cunningham C6-R | Offenhauser 3.0L S4 | 237.6 kph |
Aston Martin DB3S | Aston Martin 2.9L S6 | 236.8 kph |
Porsche 550 RS Spyder | Porsche 1.5L F4 | 225.3 kph |
D.B. HBR-MC | Panhard 745cc F2 | 170.8 kph |
Road and Track [including tests by John Bolster] MG &Coventry Climax power units and “Motor” Feb.1st, 1956
“49 miles per gallon at a mile a minute”
This was the strap line of “Motor” article on the Mk.IX with 1100 cc Coventry Climax engine. The testers record the speed available with different gearing.
They also take the trouble of publishing drag weights and a small comparison with other marques.
The reported findings were very significant.
Both Bolster and test drivers at “Motor” were complementary about handling and the suitability of the car as sports car.
Fuel Consumption | |||
mpg | steady | mph | |
65 | 30 | ||
61 | 40 | ||
55.5 | 50 | ||
49 | 60 | ||
43.5 | 70 | ||
38 | 80 | ||
33 | 90 | ||
Acceler’ | “X” | “Y” | |
0-30mph | 3.2 sec | 3.2 | |
0-40 | 4.5 | 4.5 | |
0-50 | 6.1 | 6 | |
0-60 | 8.2 | 7.9 | |
0-70 | 10.8 | 10.2 | |
0-80 | 13.9 | 13.3 | |
0-90 | 18 | 17.6 | |
0-100 | 25 | 25.8 | |
Standing 1/4 mile | 16.6 | 16.1 | |
Max speed | |||
[no passenger] | 113mph | [mean] |
John Bolsters test of MG and Coventry Climax powered cars
MG | Coventry Climax | |
Lotus Mk.IX | ||
S-race 2 seat | ||
Price less E,Gb | £850 | |
Engine | ||
cylinders | 4 | 4 |
bore/stroke | 72x90mm | 72.4×66.6mm |
cc | 1,467 | 1,097 |
valve | pushrod ohv | sohc |
head | light alloy | light alloy |
bhp | 85 at 5,800 rpm | 81bhp at 6,700 rpm |
compression r’ | 9.5 to1 | 9.8 to 1 |
carburetters | twin SU | twin SU |
Electrical | Lucas coil & distributor | Lucas coil & distributor |
Transmission | ||
clutch | Borg&Beck racing | |
gearbox | 4 speed remote control | |
propeller shaft | open Hardy Spicer | |
chassis | multi-tubular space frame | multi-tubular space frame |
front suspens’ | Indp’swing axle | |
rear suspens’ | de Dion axle, c-s .dampers | |
brakes | Girling 9″ discs | |
wheels | racing type wire .knock on | |
tyres | 4.50×15 f and 5.25×15 r | |
Electrical | 12v lights, starting +instrum’ | |
dimensions | ||
wheelbase | 7ft-3.5in. | |
front track | 4ft.-10.5in. | |
rear track | 3ft-11.5in. | |
o’length | 11ft-8in. | |
weight | 9cwt. | 8cwt-1q |
Performance | ||
max sped | 128.6mph | 127mph |
3rd | 85 | 95 |
2nd | 53 | 60 |
1st | 32 | 36 |
standing 1/4 | 15.4sec | 15.8sec |
0-30 | 3.4sec | 3.2 |
0-50 | 6.6 | 6.2 |
0-60 | 8.6 | 7.8 |
0-80 | 13.2 | 14.6 |
0-100 | 22.4 | 23.6 |
Fuel Consu’n | ||
racing | 20mpg | 20mpg |
road | 30 approx. | 30 approx. |
This Road Test is more important than imagined .Not only objective it provides interesting contrasts of two different engines. This complementary with the Le Mans performance are likely to have profound influences on sales. These tests would reach an international audience.
Marketing the Marque:”The Lotus System”
The sales material of the era is worthy of examination.
Lotus was offering the Mk.VI and IX in component form. These were an inducement to purchase in the event customers had existing engines. Also it would assist budgets and possibly allow incremental build up.
Some enthusiasts might for instance overhaul or commission and engine whilst awaiting delivery of chassis body unit.
Figure 4.Lotus sales brochure for Mk.VI&IX.A&R collection. Note the Mk.VI shown is the ex-Chapman car and in the editors mind one of the most handsome of the Mk.VI.
Competition and Commercial Considerations/Retail Prices
In a 1955 edition of Autocar in an article entitled “Lotus Mark Nine Competition car. The IX was priced at £850 in kit, less engine and gearbox.
Ian smith in “Lotus –The First Ten Years states:-
“as there were now Customers purchasing complete cars –initially these were mostly overseas buyers –a full retail price had to be quoted .with the 1100cc Coventry Climax engine fitted this was listed at £1,150 –in this country the crippling burden of Purchase Tax had also to be added…….because of the lack of space and the desire to enable the enthusiast to construct his own motor car ,Lotus were still very keen on supplying the Mark 9 as a chassis /body unit and then modifying and producing the other components for the customer to assemble himself.”
Capel and Clarke reinforce this point confirming with Purchase Tax the total price was £1633.
They quote by comparison an Austin A30 at £475 and Jaguar Mk.VII at £1616.
US price ranging from $3500 to $4800 [delivered?]
It would be good research to examine other British specialist marques and their offer /production figures .In this instance the editors consider Cooper might be closest rival in capacity class.
Lotus at the Motor Show
“Lotus was accepted as members of the Society of Motor Manufacturers and Traders and in 1955 was therefore able to display its wares for the first time at the October 1955 Earls Court Motor Show, including a highly polished Mk.IX without any body panels……….”
Subscribers are directed to the internet to explore the Pathe news coverage and imagery of the event.
It has to be noted that as Britain moved from austerity to prosperity this event possessed great significance as indicator of recovery, British technology, exports and manufacturing. Personal possession of a car was status symbol and offered freedom and linked up with fashion and life style.
Members of the SMMT were proud to exhibit .For Lotus it was very significant as it accorded them great status and recognition.
We have to appreciate the context of the times to fully appreciate this achievement and how it was reached so soon into the young company’s existence.
Nine Stars Group [USA]
Two Mk.IX were dispatched to race at Sebring [1100 cc class]
The editors consider these two cars possibly had disproportionate success and garnered generous publicity.
This was important for Lotus. Although the Mk.VI had found its way to the US the editors believe the arrival of the Mk.IX was a watershed.
Taylor suggest that 24 Mk.IX were produced. The editors consider it would be good research to establish the exact number exported to the US.
We consider the following might have impacted:-
- By 1955 Lotus reputation was being established in International competition
- The US economy and exchange rate might have made cars relatively affordable
- The US home tuning market might have favoured cars being imported less engine/gearbox
- The 1100cc was possibly attractive option and Coventry Climax engines appreciated
- Many ex US servicemen identified and possibly owned MG cars, raced them and tuned the engines. Therefore a sophisticated body/chassis would appeal and enable them to update and retain parts they knew
- US wealth might have seen increased tourism to UK and Europe and motor racing enthusiasts might have experienced Lotus competing
- The Bolster and “Motor” road test was probably was seen as objective and impressive ,sufficient to justify and provide assurance in purchase
Learning Opportunities
Our learning /educational opportunities are intended to be challenging thought provoking and requiring additional research and/or analysis.
These opportunities are particularly designed for a museum/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.
In this instance we suggest the following might be appropriate:-
- Why did Mk.IX sell better than Mk.VIII?
- Consider Chapman’s annual model upgrade, how much effort was required?
- The Mk.IX was tested as road car what are the implications?
- Which major marques exhibited at 1955 Earls Court Motorshow?
- Evaluate if Lotus 1955 entry to Le Mans was cost effective
- What did Chapman’s driving skill bring to the brand?
- Chapman received excellent motor magazine coverage –suggest why?
- Why do you think the Eleven outsold Mk.IX?
- What film stars have been active in motor sport?
- Research when Coventry Climax and MG engines became widely available in the US. Who were the distributors, where were they located and what was retail prices?
- What Motor sport magazines were in circulation in US concurrent with Mk.IX? What was their circulation?
Education Exhibitions and Economics
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:
- Nine Tails
- Nine Lives
- Nine Drives
- “You’ll not see nothing like the mighty Fin”
- Flying Cars&FilmStars
- Lotus Mk.IX:Trackside/Stateside
Conclusion: Tales of the Unexpected and Expected!!
Repetition is unnecessary. neither is the need for an extended conclusion. The evidence is there. In 1955 along with the Mk.IX the Lotus brand was established barely 3 or 4 years into its existence. Chapman and Lotus had taken off and they were delivering:-
- Meeting customer needs –witnessed production volume
- Meeting export targets “Export or die” British post war economy –witness sales to US
- Objectivity of performance and economy witness Independent Test Results
- Demonstrating conclusively the sustainability , efficiency and performance of small light cars –witness Mk.IX and Le Mans
- International Level Racing ability: witness Le Mans and Sebring etc.
- Established marque/brand-witness Motor Show
- Chapman’s maturity and entrepreneurial spirit: witnessed by the fact he had confidence to lave secure job , manage his brand , continue to drive competitively and to be so assured as to design a competition and commercial success like the Mk.IX
- Ambition for the Future- witness the sheer momentum going forward and the anticipated conceptualization of Eleven and Elite amongst crop of cars including first entry into GP racing
In a light hearted fashion [and source of exhibition title] we might make some word play and comparison with Lotus and Chapman.
Some people believe the nine lives myth is related to cats‘ ability to always land on their feet. Cats are also known for their dexterity and agility. Over time, people witnessed cats survive in situations that surely would have severely injured other animals. This might sum up aspects of Chapman.
The editors like to think that the proposed CCM&EC justifies its educational role as this article demonstrates Chapman and Lotus provide educational opportunities far wider than engineering not least into product planning and development along with marketing.
The Mk.IX were built at Tottenham Lane ,Hornsey.Subscribers are invited to examine the many reference works as both Chapman and the Mk.IX are photographed with recognizable background and townscape of Hornsey in period
Reference:
http://www.racingsportscars.com/type/Lotus/Mark%20IX.html
Lotus Sports Racers.Capel&Clark.Brooklands.
ISBN: 1855205556
Le Mans from the net:-
- Spurring, Quentin (2011) Le Mans 1949-59 Sherborne, Dorset: Evro Publishing ISBN 978-1-84425-537-5
- Anderson, Gary G. (2000) Austin-Healey 100, 100-6, 3000 Restoration Guide MotorBooks International ISBN 978-1-61060-814-5
- Cannell, Michael (2011) The Limit London: Atlantic Books ISBN 978-184887-224-0
- Clarke, R.M. – editor (1997) Le Mans ‘The Jaguar Years 1949-1957’ Cobham, Surrey: Brooklands Books ISBN 1-85520-357X
- Clausager, Anders (1982) Le Mans London: Arthur Barker Ltd ISBN 0-213-16846-4
- Foster, Frank (2013) F1: A History of Formula One Racing BookCaps Study Guides ISBN 978-1-62107-573-8
- Hill, Phil (2004) Ferrari, a Champion’s view Deerfield: Dalton Watson ISBN 978-1854432124
- Laban, Brian (2001) Le Mans 24 Hours London: Virgin Books ISBN 1-85227-971-0
- Moity, Christian (1974) The Le Mans 24 Hour Race 1949-1973 Radnor, Pennsylvania: Chilton Book Co ISBN 0-8019-6290-0
- Pomeroy, L. & Walkerley, R. – editors (1956) The Motor Year Book 1956 Bath: The Pitman Press
- Whitaker, Sigur E. (2014) Tony Hulman: The Man Who Saved the Indianapolis Motor Speedway McFarland ISBN 978-0-7864-7882-8
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.
3.The Speed of Light
Introduction
A New occasional series taking a lightweight look at racing cars contemporaries that are interesting in their own right and which may have influenced Chapman thinking.
Subscribers might like to see the directly relevant and integrated A&R pieces that complement and help structure this article:-
- Lotus Mk.III
Figure 1.Editors photograph of Austin Seven racing car typical of era
Figure 2.Editors photograph: more sophisticated development of Austin Seven racing car: At Gaydon
Sir Alec Issigonis
Returning to England in 1922, not yet 16, he enrolled in engineering school, failing mathematics at every turn. He was offered a job at Morris Motors Ltd. in 1936 and was immediately given the job of steering and suspension engineer. In 1942, Morris gave Issigonis overall responsibility for an all-new model. The entire team consisted of Issigonis and just two draftsmen. At last, he thought, he could design a horse, and not a camel. This new car was launched in 1948 as the Morris Minor.
While the car’s styling was debated, the Morris Minor was revolutionary for the period, featuring a smaller exterior, a very spacious passenger compartment and outstanding road handling characteristics. The Morris Minor was an immediate success, taking just eleven years to hit the one million sales mark. More importantly, the Morris Minor was the first characterization of the Issigonis design philosophy: maximize interior and cargo space while minimizing to the extreme all other components. It was a design philosophy that was not immediately understood. In 1952, Morris Motors merged with Austin Motor Company to form British Motor Corporation.
Issigonis, forever the independent thinker, saw another proverbial camel on the horizon. In opposition to the merger, he resigned and joined Alvis Ltd. to design a luxury car. Designing a luxury car was definitely not the kind of project he wanted to work on, but in 1955, when Alvis decided to cancel the project, Issigonis resigned again and rejoined British Motor. In response to the Suez Oil Crisis of 1957, British Motor called upon Issigonis to head development of a small, fuel-efficient car. The result would become his masterpiece. Initially sketched with a pencil on a tablecloth, this top-secret project was initially called ADO 15, short for Austin Design Office Project 15. The design challenge was clear. Issigonis somehow had to design and engineer a car that would seat four passengers and their luggage in a package not to exceed ten feet in length.
Moreover, he insisted that no less than 80 per cent of the car’s volume be dedicated to passengers and luggage. This meant that the engine, gas tank, all mechanicals, wheels and tires were to make up only 20 percent of the car. Issigonis used a front wheel drive, transverse mounted engine, the first modern application for this set up and one that would define all future front, transverse layouts. The suspension was equally innovative and compact, utilizing a rubber cone system instead of springs. In order to keep the wheel wells from intruding into the passenger compartment, he moved the wheels to the outside corners. The wheels themselves were only ten inches in diameter.
In October, 1957, just eight months after first putting pen to paper, the first two prototypes were on the road. The revolutionary car was launched in 1959, dubbed the Austin and Morris Mini. The Mini was instantly popular with buyers, and international cult vehicle and forced the industry to rethink all automotive engineering conventions. In 1969, in recognition of his engineering genius, Queen Elizabeth granted him Knighthood. Issigonis died in England in 1988 at the age of 81, having lived long enough to see his beloved Mini sell in excess of five million units.
The Lightweight Special
Jenkinson:-
“In 1937 Alec Issigonis designed a sprint and hill climb car , incorporating many unusual features .it was in 1939 that the Issigonis “Lightweight Special” appeared driven by his partner J.M.P.Dowson.As the name suggests everything had been done to reduce weight to a minimum by designing the car from scratch with this an the main objective.
The chassis frame of deep box section was made from plywood faced on both side by aluminium sheet while suspension to all four wheels was independent. The front was by short wishbones, the top ones forming a bell crank which compressed rubber rings within a transverse tube .At the rear a swing axle layout was used with rubber bands stretched over half axles while the wheels were light alloy with integral brake drums. The aluminium body was in one with the chassis frame .The engine and gearbox were from one of the supercharged side valve Austin 7 racing cars, while the axle unit was also Austin 7……..
The side valve Austin engine was removed and in its place was installed an experimental engine from the factory were Issigonis was chief designer .This was a 748cc 4 cylinder engine with single ohc and a larger Zoller supercharger blowing at 28lb/sq.in.it developed 5bhp at 7,200rpm and the dry weight of the car was only 720 lb. it had an exciting performance as a hill-climb car…….
The “Mini-Minor” designer …………undoubtedly learnt a lot about small car steering and handling “
Figure 3.Setof 3 photographs of Light weight Special taken at Gayden.
Issigonis had owned and redesigned/ bodied an Austin Seven sports.
This remarkable car was designed and built by Alec Issigonis and George Dawson.
It was significant design and construction accepting many of the limitations faced. It possibly deserves greater comparison with the Lotus Mk.111.It’s believed that work stated in 1933.”Almost every part had to be made slowly and painstakingly by hand without power tools even for drilling, as and when money could be found to pay for the materials “This helps explain why perhaps completion was not until 1939.
This vehicle competed in motor sport during the 1930’s and 40’s.
Its reputed it started life as an Austin Ulster. However Issigonis manufactured a front axle of his own design.
The Lightweight Special derived its name from its construction [ which again possibly inspired Chapman just over a decade later] The builders used a system of aluminium laminated plywood in what amounted to a stiff monocoque with steel tube cross members. Some refer to the construction as sandwich.
Bardsley observes:-
“it was essential to keep weight to a minimum .This was achieved by replacing the conventional chassis with a unitary construction of aluminium faced plywood, a technique commonly used in aircraft construction of the period……every part was integrated as possible………….apart from the originality of its engineering , the car was also an aesthetic success.”
Bardsley quotes John Bolster on the Lightweight Special
“The Lightweight is one of the most amazing specials [or should I say the most’ amazing special] ever constructed
The design incorporated Electron wheels with integrated brake drums [cf Bugatti practice?]
Some records suggest the car weighed 587 lbs. of which 252lbs. might be attributed to the engine, but alloy components were used throughout.
Issigonis used an advanced rubber suspension and this was all independent. “The rear wheels were carried on swinging half –axles located by long semi –trailing radius arms triangulating with three tubular transverse links at each side-one below and two above the drive shafts. Rubber hoops in tension were the springing media”
John Bolster was an admirer of the Lightweight special .He provides an extensive analysis in his book “Specials”
Marque | The Lightweight Special |
Year | 1937-50 |
Model | Single seat |
Engine | Austin |
No. of cylinders | 4 |
Bore & Stroke | 61x44mm |
Capacity | 748cc |
Valves | in-line overhead with single ohc |
Induction | Zoller supercharger |
Wheelbase | 7ft.1in. |
Forward speeds | 4 |
Front suspension | independent by double wishbones & rubber in compression |
Rear suspension | Independent by swing axles rubber in tension |
Chassis Frame | Plywood and aluminium stressed skin |
Max.speed | 110mph |
Learning Opportunities
Our learning /educational opportunities are intended to be challenging thought provoking and requiring additional research and/or analysis.
These opportunities are particularly designed for a museum/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.
In this instance we suggest the following might be appropriate:-
- How would you measure the significance of the Austin Seven and Morris Mini?
- How do the Austin Seven and Mini benchmark in 20c automobile history?
- Explain the Austin Seven in context/continuum of Ford T
- How did the Lightweight Special contribute to Issigonis design methods?
- Compare&Contrast the Lightweight Special with the Lotus Mk. III
- Was Sir Alec a competition driver? if so did it contribute to his design approach ?c&c Colin Chapman
- Discover the Lightweight Special Chassis drawings or cutaways or extrapolate. c&c with chassis of Lotus Mk.III and later Chapman designs
Exhibitions, Education and Economics
In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.
For these reasons our suggested outline 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 this instance we suggest the following might be appropriate:-
- Seven Wonders of the World
- 3 into7 will-go
- Bring to Light
- Chapman&Issigonis:Enlightened Design Engineers
- Cast Light On
- The Lightweight Special: Light and Switched-on
- Chapman&Issignois :Light headed engineers
- Chapman&Issignois :Go lightly on the Ground
- Chapman&Issignois :Shine a Light
- Chapman&Issignois :First Light
- The Lightweight Special: Flash Light
- Chapman&Issignois :The Mini, Minimalism and Making Light Work
Figure 4.Editors sketch working drawing of Lotus Mk.III
Conclusion
The editors believe that a comprehensive and holistic appreciation of Chapman cannot be undertaken exclusively within his oeuvre. We consider it necessary to expand and understand the significant work of others he is likely to have examined and critically assessed. To some small extent these might have inspired him.
By this method we hope it’s possibly also to detect how Chapman influenced others. This fits our general scheme of benchmarking.
Alec Issigonis and Colin Chapman were exceptional design engineers and team leaders. Both men were gifted draughtsman.
Both these designers believed in economy and light weight construction.
The Lightweight Special might have been more influential if the Second World War and not intervened. However it’s likely that Chapman saw cutaway drawings of this car.
The first car Chapman constructed was an Austin Special and used body panels not to dissimimilar to the Lightweight Special. Both engineers constructing the cars by self-assembly and with limited tools etc. Chapman’s Mk.III was built for 750racing and conformed to requirements relating to chassis although he experimented with reinforcement.
Some sources have commented the Lightweight Specials chassis had overtones of the monocoque.
Although we cannot prove conclusively that Chapman was aware of the Lightweight Special we believe he probably knew about it from his extensive reading.
Both engineers were running in parallel during the 1950.s.Chapman developed a succession of lightweight sports racing cars with relatively small efficient engines.Issigonis worked within the larger corporate framework but still produced the advanced Morris 1000 and Mini.
Both engineers would have experienced the Suez crisis and petrol rationing. Issigonis was instructed to design an economy car as a response. Chapman’s cars were fundamentally fuel efficient due to their aerodynamics, small engines and light weight. Chapman was of the two probably more inspired by aviation technology but the Lightweight Special made a nod in this direction.
We invite subscribers to suggest racing cars or concepts they believe might have influenced Chapman and his colleagues in order we can critically examine them and publish an appropriate article.
Reference:
The Racing Car pocket Book.Jenkinson.Batsford.1962.
- Gillian Bardsley (2005). Issigonis: The Official Biography. Icon Books. ISBN1-84046-687-1.
- Wood, Jonathan (2005). Alec Issigonis: The Man Who Made the Mini. Breedon Books Publishing. ISBN1-85983-449-3.
- Nahum, Andrew (1988). Alec Issigonis (Modern European Designers Series). Hyperion Books. ISBN0-85072-172-5.
- Bolster, John (1949). Specials. GT Foulis & Co.
http://www.oecc.ca/vcb/Resources/Archives/RA_2009_14_1.pdf
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.
NEWEST ACQUISITIONS TO A&R LIBRARY/ BOOK REVIEW.
Date: / /2017
Author: Goodfellow
Title: Italian Sports Cars
Publisher &Date:MBI,2000
ISBN:0760308195
A&R library copy: Yes
The A&R are pleased to announce three new enteries to the library that all have a common link to Colin Chapman and Lotus.
- Italian Sports Cars
Carlo F.B.Anderloni of Carrozzeria Touring offers this take on Italian Sports Cars:-
“When we made sports cars and GT cars, we were often influenced by many things: our own personal experience, what the client desired, the existing social, political and economic climates in Italy and the world; and what our competitors were doing .This book shows why we did what we did”
This work does what it says on the tin.
Read intelligently the above statement also applies to Chapman.
The editors have found few books on any subject can be definitive. Space, readership and authors focus all influence content.
However we are pleased to acquire books that are part of a jigsaw and those that bridge, link, unify or help interpretation of other works we hold.
Italian Sports Cars for us performs an important role. Arranged chronologically it traces the development of the Italian sports car and their manufacturers against the socio-economic climate and the demand of customers.
Italian Sports Cars is extremely well illustrated and this comprises:-
Photographs:
Black and white up to c 1950
Colour from the 1950’s onwards with many of historic cars taken recently
There are numerous factory b&w plus colour photographs that were promotional in period.
There are also examples of sales brochures several the editors had not seen previously.
Also included are pictures taken from auto shows.
What we particularly liked about this work is the fact many of the smaller names are included like ASA, Abarth, SIATA, Nardi, Moretti and De Tomaso.
This work covers the Chapman era and it’s possible to trace the evolution of Giugiaro through to the Esprit. Also how Lotus models compared with their Italian contemporaries. Goodfellow provides an appendix of Italy’s post war designers, engineers, entrepreneurs and managers. Let’s not forget Chapman was all of these rolled into one.
Unusual for a work of this kind and we give credit to Goodfellow is that he includes prices, production figures and possibly the greatest strength of this work is the extensive biographies of the personalities involved. Throughout Goodfellow has conducted interviews and quotes from those directly involved.
We fully commend this work, it sits extremely well within sections we hold on automobile designers, aesthetics and the world’s auto industries.
We would have liked a deeper exploration of aesthetics as the Italian line was so expressive and contributed to International renown and sales. However as mentioned no work can be completely definitive, we hold other works that fill gaps.
- Italian Sports Cars
Carlo F.B.Anderloni of Carrozzeria Touring offers this take on Italian Sports Cars:-
“When we made sports cars and GT cars, we were often influenced by many things: our own personal experience, what the client desired, the existing social, political and economic climates in Italy and the world; and what our competitors were doing .This book shows why we did what we did”
This work does what it says on the tin.
Read intelligently the above statement also applies to Chapman.
The editors have found few books on any subject can be definitive. Space, readership and authors focus all influence content.
However we are pleased to acquire books that are part of a jigsaw and those that bridge, link, unify or help interpretation of other works we hold.
Italian Sports Cars for us performs an important role. Arranged chronologically it traces the development of the Italian sports car and their manufacturers against the socio-economic climate and the demand of customers.
Italian Sports Cars is extremely well illustrated and this comprises:-
Photographs:
Black and white up to c 1950
Colour from the 1950’s onwards with many of historic cars taken recently
There are numerous factory b&w plus colour photographs that were promotional in period.
There are also examples of sales brochures several the editors had not seen previously.
Also included are pictures taken from auto shows.
What we particularly liked about this work is the fact many of the smaller names are included like ASA, Abarth, SIATA, Nardi, Moretti and De Tomaso.
This work covers the Chapman era and it’s possible to trace the evolution of Giugiaro through to the Esprit. Also how Lotus models compared with their Italian contemporaries. Goodfellow provides an appendix of Italy’s post war designers, engineers, entrepreneurs and managers. Let’s not forget Chapman was all of these rolled into one.
Unusual for a work of this kind and we give credit to Goodfellow is that he includes prices, production figures and possibly the greatest strength of this work is the extensive biographies of the personalities involved. Throughout Goodfellow has conducted interviews and quotes from those directly involved.
We fully commend this work, it sits extremely well within sections we hold on automobile designers, aesthetics and the world’s auto industries.
We would have liked a deeper exploration of aesthetics as the Italian line was so expressive and contributed to International renown and sales. However as mentioned no work can be completely definitive, we hold other works that fill gaps.
2“How to Draw Cars”
By Frank Wotton [Studio Publications] 1949 and 1955 is any interesting little book [64 pages approx…]; best viewed in the context of the times. The editors believe the “How to…”series were aimed at commercial artists in the immediate post war period. They were probably intended to help commercial artists produce advertising material and hence exports.
The value of this work is not so much in the technical drawing advice but the author demonstrates what can be achieved with pencil or charcoal. Some impressive renderings are achieved.
At a guess the author possibly used some technical instruments to complement the free hand work.
Wotton includes drawn examples of static cars like the Rolls Royce, Bullnose Morris and some evocative sketches of Le Mans type Bentley etc.
Wotton devotes a chapter to composition and in this respect he means context. His cars are drawn within an envelope and background. Its here we “see” the advertising element as the artists portrays the cars in use. One drawings poses a limousine at a railway station and although in black and white is extremely impressionistic like a Monet.
Wotton devotes a chapter to sports cars. He has these observations:-
“The sporting element of the car racing world, of course, contains the real enthusiasts. Their cars, designed and built for the specific purpose of high speed, endurance and road holding, are masterpieces of engineering craftsmanship…….
Aesthetics have not always been coupled with their design although lately continental design has had a marked influence on British cars….
There is nothing superfluous about the design of a racing car, possessing as it does a spare athletic beauty which we would do well to encourage in other car design …………”
In the examples he provides Wotton demonstrates his ability to capture speed movement and the dynamic of the racing car from various angles.
Although this work does not teach much technique it does possess historic interest and in its own way an appreciation of broader car aesthetics. Perhaps its greatest value are the insights into post war car marketing and advertising. The editors suggest post war car magazines ought to be explored, what might be revealed is how sketches like Wotton’s in preparatory form become paintings and hence advertising pieces and posters etc.
The other small value of this work is that it coincides with the Chapman era and as such it’s possible to note how Lotus and the advertising medium had moved onto photography and how Lotus imagery was more technical and objective.
As an aside the A&R holds several other “How to…..” series in the A&RR library.
- Industrial Design
Industrial Design by John Heskett.
Thames&Hudson.1984.
ISBN: 0500211811
Industrial Design is a work we have borrowed from previously using a library copy. It has contributed significantly to our Design Heroes series.
We are now pleased to hold our own dedicated copy.
This work is of interest to a broad cross section of professionals in the creative media, design and marketing.
The particular relevance to the A&R is that we treat Chapman through his consultancy and diversification programmes as an Industrial Designer. Chapman grappled with the economic conditions and market the place this work describes.
This work is applicable to Chapman and Industrial Design as it discusses design and manufacture in:-
- The auto industry
- The aviation industry
- Consultancy
- Furniture
Industrial Design is not the easiest of subjects to analysis because of the powerful forces and dynamic that impinge.
Essentially the foremost forces interacting are:-
- Consumer demand constantly changing with taste, fashion , demographics and disposable income within age categories
- The availability of capital to invest in mass production technology
- Mass production technology that can make a product affordable and attractive
- The creative genius of individual designers /entrepreneurs like Chapman who also embraced the role of strategist and product planner
- Changing competition
- Government commissions on large scale in say health, defence and education and the impact of war [ author explains the Jeeps mutation to peacetime]
Industrial Design does a fair job of explaining these interactions. Possibly the best being its text relating to the American system of mass production, and its corollary mass consumption.
Perhaps not explicitly Industrial Design helps explain design and consumer sovereignty in free markets. Chapman operated and accepted this and for the majority of his career delivered the products individuals wanted.
This work possesses 12 chapters and a good bibliography .it extends to 200 pages approximately.
Some of the chapters are:-
2 Industrialisation and the search for harmony
3 The “American system” and mass production
4 Standardization and rationalization
6 The emergence of professional industrial design
8 Corporate design and product identity
11 Mass-production and individual choice
There were many aspects of this work we liked. These included that some of the lesser known Industrial Designers were given credit [sparking internet research], the work reads well and moves with a pace being comprehensible throughout.
The editors have an admiration for the Bauhaus objectivity and we respected Heskett’s critical evaluation.
We fully commend this work. At approximately 200 pages it combines a rare gift of brevity with clarity. It also possesses a good bibliography and index.
Editors John Scott-Davies, Neil Duncan
Webmaster Jamie Duncan