Colin Chapman Museum and Education Centre Newsletter  April 2013

Newsletter – Number  41

  1. Lotus photo’s  you may not have seen. 
  2. Museums around the world you may not have heard of: Autoworld Brussels
  3. Questions from our readers,
  4. Lotus 19 The Full Monte
  5. Survey and Polling of Classic Cars: Lotus Interpretation
  6. Lotus books one  for the library
    6.1 Lotus Books (2)
    6.2 Film Review
  7. Lotus collectables
  8. Lotus interest on YouTube

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

1. Lotus photo’s  you may not have seen. 

Lotus 500Specs

2. Museums around the world you may not have heard of: Brussels Autoworld

History of the museum and the building

Leopold II’s dream

Throughout his reign, Leopold II was very involved in urban design and planning in Belgium. His progressive vision helped shape the appearance of the relatively recently formed Kingdom of Belgium. The sovereign’s view of urban planning can be summarised as a preference for broad boulevards and beautiful parks. There was also the pursuit of ‘royal’ grandeur, expressed in public buildings. A young country that wants to keep pace with the economic and industrial progress of the times must adopt a modern infrastructure with buildings and parks that adorn the city. Particularly in the last ten years of Leopold II’s reign, the capital was characterised by the completion of various projects, such as the construction of the Museum in Tervuren, the enlargement of the royal residences in Brussels and Laken, the Chinese Pavilion, the JapaneseTower and the triumphal arch in the CinquantenairePark. All these buildings were financed from the income of the ‘Crown Foundation’, which managed the fortune that Leopold II had made in Congo.
The building of the Cinquantenaire Park complex, which occurred in the second half of Leopold II’s reign, took a total of fifty years (1880-1905).
Nowadays, the site of the CinquantenairePark is not only a favourite spot for art lovers and a popular destination for school trips, but also a must for any visitor to Brussels.

The CinquantenaireParkPalace exhibition centre

The 1,800,000 Belgian franc budget which was allocated by the Royal Decree of 30 May 1879 was nowhere near enough to carry out all the building works planned by the architect Bordiau for the exhibition of products of Belgian art and industry which opened to the public on 30 June 1880. Only the two wings, the substructure of the colonnade and the triumphal arch were ready. The missing sections were built of wooden panels. Although the architect had planned from the outset that the construction would be carried out in phases, the buildings being built gradually as the funds became available, he could never have suspected that it would take thirty years until they were completed, and he would no longer be there to see it. In any case, the public were delighted and people came in droves to the exhibition in its brand-new setting. This is without doubt the culmination of all the celebrations held to mark the fiftieth jubilee of the foundation of Belgium.

The vehicle fleet of sovereigns and heads of state usually contains some fine and rare specimens. Even popemobiles come into this category. Although nowadays they only ride around in armour-plated and secure cars, it was not always that way. A few fine examples of cars that once belonged to the Belgian Royal Family.

Our monarchs took more than a healthy interest in two and four-wheeled vehicles. Minervas from the reign of Albert I, the Lincoln Continental of Baudouin I. US President

Design Story

John F. Kennedy was murdered in a vehicle of the same kind.
The imposing Cadillac Fleetwood Sedan was one of the cars of the Belgian Court during the 1950s and ‘60s.

Royalty Corner


Parc du Cinquantenaire 11
1000 Brussels
Tel. : +32 2 736.41.65
Fax : +32 2 736.51.36
Contact us

Opening hours :
From 01.04 to 30.09: 10:00 > 18:00
From 01.10 to 31.03: 10:00 > 17:00


3. Questions from our readers


We have had a query from Robert Driver, son of Paddy Driver. His father is coming to the UK shortly and would like to see again the Lotus 72 he raced. Its chassis number 7 and was used by Fittipaldi . Any idea who has it now?


Thank you Michael and Gary for your help on this. It seems its in a private collection and has not seen the light of day since 1976!


I also own a commemorative ashtray celebrating the world championship and Indy win.

I have number 24.

Do you know how many there are?

4. The Lotus 19. “The Full Monte”


The Lotus 19 is one of the lesser publicized of the Lotus range despite its achievements.

Chris Harvey comments:

“The story of the ultimate open Lotus sports racers is simply that of four cars: two highly successful and two relatively unsuccessful. The first was the Lotus 19, a rare car that had success out of all proportion to the numbers made, and its smaller cousin the Lotus 23…” The editors have not been able to discover comprehensive race results relating to the 19. [But the appendix in “Managing a Legend” * is useful.]  However researching the subject has suggested several factors that might have contributed to its success.

In this article we will explore these factors in greater detail.

In compiling this article the editors again made reference to benchmarking. Inductive and deductive reasoning is fed by comparative analysis supporting this.

The Lotus 19 was exported internationally and raced with reasonable success on three continents; America, Australia and Europe. Evidence would suggest that the Lotus 19 was particualry well regarded by the British public and was a crowd puller. Its production life is believed to have been between 1960-62 and raced slightly beyond this. Period photographs show Chapman driving his creation.

The Lotus 19 remains competitive in classic racing circles.

 Lotus Context and Momentum / Rate of Lotus Development

The Lotus 19 demonstrated the speed, progression, development and learning curve within Lotus. Additionally it shows Chapman and the Lotus staff being practical and commercial. It’s believed that Len Terry made a contribution to the design. With the 19 they took the momentum of the 18 and mutated it successfully into another racing class. The 19 were built at Cheshunt shortly after the move.  It is the product of lessons learned relating to the 15 and the blend of the 18 with resultant cost savings. Lotus from its early days had benefited from an interrelationship between cars on the track, affordability and competition success that further generated a beneficial spiral. The knack was a competitive product, price and racing / event class which approached a dominance. Furthermore Lotus design initiatives impacted on the competition and they in turn intensified the overall speed of development.

Lotus Sports Racing cars
Model No Year Prod’ No Function/Cat’ FIA Commonalty
Eleven 1956-58


Sports Racer




Sports Racer




Sports Racer


1960-62 17? Sports Racer Appendix C Lotus 18




Sports Racer Lotus 22




Sports Racer Group 7
Statistics from The Lotus Book by William Taylor.

Production Numbers taken from wikipedia [May be subject to revision and clarification]

The A&R interest in these figures relates to the commercial / competition results interrelationship for Lotus in period only.


Original Owner



British Racing Partnership

2.5 Climax

Arciero Brothers

2.5 Climax

British Racing Partnership Sold to Team Rosebud.

2.0 Climax/Ferrari V-12 3.0 in 1963

British Racing Partnership

2.5 Climax

J. Frank Harrison

2.5 Climax later as Harrison Special-289 Ford

Jack Nethercutt

2.5 Climax

Charles Vogele

2.5 Climax changed to 2.0 Climax for Hillclimbs

Tom Carstens

Empty – 3.5 Buick fitted changed to Chevy V8

Roy Schechter

2.5 Climax

Peter Ryan

2.5 Climax Engine

Robert Publicker

1.5 Climax

Dr Harry Zweifel

2.0 Climax for Hillclimbs

Rod Carveth

Empty – 3.5 Buick fitted

Henry Olds/Bob Colombosian

Empty – 3.5 Buick fitted

John Coundley

2.5 Climax

Mecom Racing Team

Empty – 2.0 Climax fitted changed to 3.5 Buick

John Klug

289 Ford

The FIA and International Sporting Code.

The Sporting Code needs to be understood at several levels as it has an impact on nearly all the factors that determined the success of the 19.The specifications shape the entry and price and thereby purchase levels and indeed race attendance. Success requires extremely sharp interpretation and analysis. They had a significant impact on racing. Since WWII the International Sporting Code rules and regulations set by the FIA have changed with frequency.

The FIA never seems to have been entirely able to formulate watertight regulations that produce racing to their satisfaction. There were many annual changes In their defense many changes were introduced after the 1955 Le Mans accident with rules impacting on engine size, bodywork, weight etc. Possible too there might have been agenda to assist manufactures with mainstream production vehicles and perhaps to help aspiring young specialist buildings with mainstream parts availability. Overall it might have been hoped that the rules would combine to achieve all desired outcomes in one package and not least variety and entertainment for the public and democratization and entry to the sport.

Certainly the Sporting Code criteria dictated the form and function of the Lotus 19.

 Criteria for Purchase

Owners selection of a car would possible revolve around a set of criteria. These might include some of the following.

  • Cost
  • Reputation
  • Reliability and availability of spares. Also circuits and frequency damage / repair
  • Race series eligibility- see FIA above
  • Competition within class [driver and machine]
  • Overheads
  • Factory support [development potential etc]
  • Duration of series
  • Resale value
  • Safety
  • Prospect of prize money – off set other expenses
  • Adaptability if distant from spares sources
  • The alternative machinery available

These need to be understood as part of the 19’s success and campaign. We don’t know how many of these criteria Chapman factored in consciously. However the essential adaptability of the 19 contributed to its success as was evident in North America that was its biggest market. It’s fairly self evident that a great strength of the 19 was its ability to accept a range of engines not least American V8’s.

 Lotus 19: Brief Specification

One of the best summaries and descriptions is contained in Costin and Phipps. The editors accord then great respect. Their work is of a very high standard and near invaluable concerning the Lotus 19. Costin and Phipps do a great service by providing comparative analysis, examination of evolutionary stages and the development of Lotus. Contained within “Racing and sports Car Chassis Design are:

  • Technical descriptions
  • Technical drawings and exploded, particularly of the chassis i.e. Lotus 19 and 25
  • Photographs of 1961 Formula Junior Lotus and 19
  • Chassis drawing and technical analysis of the Cooper Monaco and 1958 Lister

When these are all placed together with the beautiful drawings by James A.Allington the student is able to obtain a thorough conception of the Lotus 19 and better comparison with its rivals.

Costing and Phipps state unequivocally at the start of their chapter on the 19 that:

“At the time of its introduction, the Lotus 19 was probably the most advanced sports racing car on the circuits, and is still very competitive given sufficient power…” The editors summarize a general and the more distinctive features of the specification but recommend reference to the original [see A&R copy etc]. The 19 was:

  • Based on the 1960 FI Lotus 18
  • Conforming to appendix C of the International Sporting Code
  • Chassis constructed in 3 section unit [see details of A&R chassis models and articles]
  • Multi- tubular space frame in 1” and ¾” tube 18-16 gauge. There is a scuttle hoop which is tubular and perforated sheet steel designed to eliminate diagonal bracing
  • Complete with all its brackets the chassis is believed to weigh 70 lbs
  • The bulk of the body in GRP and aluminum lower body sides and under tray. There are two detachable panels hinged at front and rear. The 19 is fitted with horizontal hinged doors
  • Wheels 15” “Wobbly Web” cast magnesium, 6 stud fitting or wires. Dunlop R5 racing tyres [500 X15 ‘ front & 650 X 15” rear]
  • Disc brakes Front 10.5” and rear 9.5”
  • Dimensions. Length 141”, width 65”, height 31/poss 32”. Wheel base 7’-6”, front rack 49” rear 47.5”
  • Weight 1232- 1250 lbs estimated [as quoted by costing and Phipps. weight less driver is approximately 11cwtwith 8 gallons of fuel]
  • Weight distribution at normal ride level with driver aboard is 46%front and 54% rear [Costin and Phipps]
  • A variety of Coventry Climax engines were used of differing capacity typically the FPF of 2.5L and several American V8’s were installed. The availability of CC spares, costs   etc may have contributed to the practical alternative of the V8’s.
  • Mid Engine position.
  • Speed is estimated at approx 156- 160mph.
  • Cockpit layout was extremely simple and functional. Instruments like the FI car with addition of meter, ignition / starter key, switches for lights, horn, wipers. [Located on drivers side cill –operated with right hand]  the steering wheel was 14” leather rimed. 7” Lucas headlamps were fitted behind plastic fairings.
  • Driver looks through and over wrap round Perspex screen. Tonneau cover over passenger side.
  • The car ran with service pipes attached externally [they seem vulnerable] but there was advantage of directness and additional cooling.

Harvey notes:

“Stirling Moss did most of the testing with the new Lotus 19 in 1960”

In Haskell there are photographs of Colin Chapman driving and possibly testing the 19 at Silverstone. The caption to the photograph reads” This view shows Chapman pressing quite hard. Slight understeer is evident, together with modest body roll. This was just about what he tried to achieve in a car at that time, giving a good compromise between peak performance and sufficient feel for the driver so that he could make good use of it.”

Continuum and Competitors

We have noted the dynamics and rate of development within Lotus and their peers. This had major consequences within racing classes and through to purchasing decisions. In the table we examine and record some major examples over an approximate ten-year period. The decade spanning the late 1950’s through the 1960’s experienced something of a revolution in nearly all branches of motor sport. Prize money and professionalism grew in direct proportion to each other. Entries into the field made for close racing and for model and manufacturing casualties

Lotus 19: Competition Continuum
Year Marque Model Type No Chassis EngineF.M/R


Jaguar D –Type Part Mono F


Lotus Eleven Space frame F


Aston Martin DBR1&2 Space frame F






Lister Jaguar Space frame F




Space frame F


Lotus Elite Monococque F


Porsche RSK


Ferrari 250TR Space frame F




Space frame F




Space frame F


Ferrari 250 GT SWB
1959-1961 Cooper Monaco


Ladder+ M/R




Space frame F




Space frame M/R




Space frame M/R


Maserati Tipo


Space frame F


Tojeiro Buick


Ferrari 250 GTO F


Ferrari 330LM




Space frame M/R




Monococque M/R


Brabham BT5


Lola GT   Monococque M/R


Brabham BT8




Backbone M/R




Carrera GTS


Ferrari 275 P2




Carrera Space frame M/R


Jaguar XJ


Monococque M/R


Ford GT


Monococque M/R


Chaparral 2D


Matra-BRM Space frame




Monococque M/R


Shelby Cobra Tubular F


Ferrari 330P4


Alfa Romeo Tipo


Platform M/R


Chaparral 2F Monococque


Lotus 46/47 Backbone


McLaren   M8 Monococque M/R


Howmet TX1

 One of the main / direct competitors to the Lotus 19 was the Cooper Type 61 [Monaco.]. It is believed to be in production 1959-61. Chassis No. CM-2-62 etc

Both would receive American V8 engines.

The era witnessed very rapid scientific developments and transition. This was brought about by mid/ rear engine layout, movement from space frame to monococque chassis, improved understanding of aerodynamics, advantage of totally enclosed cars and the powerful, reliable and relatively inexpensive American V8 engines. Neither can the FIA regulations be overlooked.

UDT Laystall

It’s believed that three Lotus 19 were bought for the UDT-Laystall Racing Team.UDT-Laystall Racing Team colour was pale green.

United Dominion Trust became a major force in British motor sport during the 1960’s.It was amongst the earliest form of sponsorship that continues to the present. UDT and Bowmaker Yeoman were part of the British banking, insurance and credit facilitators who expanded their activities parallel with the full employment, relative high income, youth market and expanded private motorcar ownership in Britain during the 1960’s. [Detailed A&R article to follow]

It’s believed that Laystall was acquired by UDT in 1952.

Laystall them selves are an honorable name in British motor sport. It’s believed the company was established c 1903 in a small workshop in Laystall Street, Holborn, London. From early on they held a prestigious RAC recommendation. Later taking premises at 53 Great Suffolk Street, Southwark, SE1 c 1920- 1983.Outside London they also had works at Liverpool and Wolverhampton.

Laystall’s reputation was based on their volume and specialist work on crankshafts and Cromard engine liners. The editor believes that they might also have supplied aluminum heads and at least one early Lotus Mk.VI might have gained success as a result.

Laystall equipped cars raced at Brooklands and Le Mans [possibly including Bentley] and its believed that post WWII Cooper, Climax and Cosworth used some of their components.

Their decision to enter motor sport was significant and their selection of the 19 a reflection of this. It’s probable that they made careful selection of car, driver, class etc in order to achieve success and exposure, advertising,  “return” above the investment costs. With the 19 they would achieve some of their objectives.

Wild, Wild Horses…” The American Dimension and Contribution.

The appropriate photograph for this chapter and article is the front cover of Chris Harvey’s book “Lotus” which shows Dan Gurney racing the Arciero brothers Lotus 19 in 1962.

Team Rosebud also acquired Lotus 19 and with the inclusion of a variety of American V8 engines it had a considerable racing success in North America. One car is considered to as19B fitted with a Ford V8 it was known as the Pacesetter Ford [see The Lotus Book for photograph] Additionally in “Lotus Sports Racers “ there is mention of a 19 going to Bardahl International Corporation c 1963. The caption suggests they intended to use a “300bhp Buick V8”

One of the most significant impacts on motor racing in the 1960’s was the North American contribution. This expanded, intensified and increasingly integrated with European tradition after the Second World War. In the late 1950’s early 60’s Harvey notes relating to the 19 that:

“Interest was also at a low ebb in big sports car racing in Europe at the time, so it was decided to build only a dozen cars for customers .The Moss car and the first customer car went to America, where interest in big sports car racing was keener and the prizes had become far higher since professionalism was allowed to enter road racing in 1958” He also suggests that 9 out of 12 cars went to America.

In summary North America contribution included/ embraced:

  • The market for specialist sports cars
  • Home grown drivers, manufacturers and constructers of specials
  • Circuits not least Indianapolis
  • Race series such as Can-Am
  • Manufactures entry into International Motor sport e.g. Ford, Chevrolet and Chaparral
  • The adoption of the “American” V8 engine concept / configuration/ construction
  • The adoption and integration of the V8 into European manufactures both road and race.
  • American Motoring Press and dissemination of information and road/ track tests [see below]

The 1961 Canadian GP

This provides a snapshot glance at the Lotus 19 in competition and the North American connection discussed, additionally it reinforces and expresses achievement relative to the competitors listed above.

The 1961 Canadian GP was held at Mosport Park on September 30th .1961.competing cars were eligible or the Canadian Sports Car Championship. The race was won by Peter Ryan driving a Lotus 19.Its believed also in contention were Stirling Moss in UDT-Laystall 19, Ferrari 250 TRI, Porsche 718 RS60, Lola Mk.I Climax, Ferrari Dino 196 S. Osca S1000, Jaguar XKSS, Chevrolet Special, Porsche 550 RS, Lotus Mk.IX and Lotus 15 Climax.

Track Test

Track test or report of the Lotus 19 was undertaken by:

Sporting Motorist 1960

This in fact was a technical description by David Phipps .It was accompanied by some useful photographs but no performance information was quoted.

 Sports car and Lotus Owner 1960

The author quotes

“ Following successful tests at Silverstone during which Stirling Moss unofficially lowered the sports car lap record by 1.40 sec, a new Lotus the Nineteen made its race debut at Kariskoga in Sweden” The article reports on the technical specification of the car. However it was recorded that “ Team Lotus will not be racing Nineteen’s next season, but several well known drivers have cars on order, and at least one British racing team will be entering sports racing with the car next year”

The article contains photographs and caption that Mike Costin was test-driving at Silverstone.

Car and Driver 1961

In this edition appears a track test and report by Griff Borgeson.The  article is specifically about the Frank and Phill Arciero’s Lotus 19 driven by Dan Gurney in which Borgeson was passenger.

He quotes:

The Lotus XIX’s greatest significance is that it is a prototype of the kind of superior sorts car that with a few economy dictated changes can and should go into volume production in the not distant future. Its the Lotus GP machine slightly modified”

Borgeson discusses racing on North American circuits and continues the analysis by recording “ Its one of the very few best handling sports cars ever built and one of the easiest to drive”

He predicts that “ plans to install one of GM’s new 215 cubic inch “all aluminum” V8’s. This is not a shocking plan as it might appear at first sight. The weight of the two engines is closely similar.”

In his last paragraph he records this relevant but no often quoted fact:

“The nominal cost of the XIX is $17,000 which probably was pretty accurate when first specimens were being made. Now with all the prototype problems overcome, the price is considerably lower [note in the Road Test information panel the price is given as $15650 POE East Coast] Chapman originally planned to build only 12 of these cars per year but that was before he had any way of knowing the market that evidently exists for them or how successful they would perform”

This is perhaps by far the strongest article containing as it does handling impressions, an acceleration graph, technical speciation of chassis and engine with drive train ratios etc. With details of price a fair overall assessment can be made and an appreciation of the package.

Road and Track 1961

Basically this is a technical description again of the Arciero’s car photographed at Riverside Raceway with a few small details not recorded elsewhere.

Other reports are recorded by Capel & Clarke see references.

Lotus 19 in Advertisements

An advertisement for Autolite spark plugs appeared in June 1961 edition of “Car and Driver”. It was captioned “Gurney and Lotus crack Nassau record with Autolite spark plugs”. The photograph seems to suggest he is racing car number 99 which might be the Arciero.

 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. Its suggested there will be catalogue for on line purchasing.

In particular for specific cars the proposed museum might provide an opportunity for:

  • The retention and preservation of factory drawings
  • Technical specifications
  • Spares list
  • Directories of specialist advisors and suppliers.
  • Database of known examples
  • Photographic records
  • Competition records
  • Original specifications and upgrades [two fold activity serving those intent upon racing or continued use and return to original specification]
  • Workshop facilities that would offer assistance, generate employment, skill training and draw income.
  • Related and sympathetic merchandising.


In this article we hope to have shown Chapman and Lotus at is best. On its mettle working all out, almost-overstretched building a range of road and track cars simultaneously and thoroughly dedicated to motor sport. Students ought note that at this time Lotus were in their first decade of existence but had competed at Le Mans and had taken their first early GP wins. They were also deeply embroiled in the advanced and sophisticated Elite that produced many technical and financial problems. Despite this the 19 were thoroughly logical, commercial, effective yet pragmatic and cost effective. It won if not at the highest levels of motor sport. With such a winning formula Lotus need not need field a team in this class. UDT-Laystall in Europe and Arciero in North America did this on its behalf. The Lotus 19 is one of these machines that are rather inspirational. It also a complex study in interrelationships of competition, markets and production car sales. No doubt somewhere in the back of Chapman’s mind was the expectation of increased sales in North America. This may have been a consideration on the back of the Elite.

The A&R has a multi layered but integrated approach to the work of Colin Chapman and Lotus. In the analysis of one model nearly all the possibilities and opportunities of the museum can be expressed. The editors believe these are worth restating.

  • The analysis of Chapman designs in a holistic fashion across a broad spectrum
  • The placing, exhibition and interpretation of cars in context and against a wider continuum
  • The display and interpretation of cars and design methodologies in the widest possible cultural and motor sport context
  • That all services of the museum have opportunities to provide direct/ indirect employment skill training, work experience and apprenticeships
  • The holding and preservation of archive that might be made available to an international audience in perpetuity. As time passes there may be some urgency attached to this function. Loss damage, deterioration etc does no service and can actually cause damage to engineering education and interests and might prevent dissemination of reliable engineering information and inspiration.
  • That services might command income to sustain the museum ideal and generate the related training and employment opportunities primarily for youth.
  • That database of experts, services, suppliers be retained and updated both making searching faster but also providing income streams and providing advertising and exhibition opportunities.


*” Managing a Legend”-Stirling Moss, Ken Gregory and the British Racing Partnership. Robert Edwards.Foulis 1997.

ISBN:0854299882. This is a good read, directly relevant and specific; with photographs and race results for the 19.

Racing and Sports Car Chassis Design.Costin and Phipps.Batsford.1961-71.

Classic Sports Cars.C.Posthumus.Hamlyn.1980


Sports Racing Cars.A.Pritchard.Haynes.2005

ISBN: 1844251381

Classic Sports Cars.Posthumus &Hodges.Hamlyn.1991


Classic and Sports Cars Book of Racing Car Track Tests. Willie Green. Patrick Stephens.1989.

ISBN: 185260123X

The Lotus Book. William Taylor. Coterie Press.

Lotus 9,11,15,17,19 & 23. Unique Motor Books.

ISBN: 1901977307

Lotus. Chris Harvey.Osprey.1980.

ISBN: 1903088011

See Internet sites:


Car and Driver June 1961] Ziff-Davis Publishing Co. New York

Lotus sports Racers. Compiled by G.Capel &RM Clarke.Brooklands Books.

ISBN: 1855205556

Colin Chapman: Lotus Engineering. H.Haskell.Osprey.1993.

ISBN: 1855323761


All items in A&R library accept *

Lotus 19 ex Comstock Team

Lotus 19 ex Comstock team

5. Survey and Polling of Classic Cars: Lotus Interpretation.


Assessment is both a very human and scientific approach. In simple terms its an elementary benchmarking and or measure of relativity. Best to worst. Almost any subject person /object can be graded in this fashion although the results may be subjective. In some cases the assessment model might be marked or scored.

The exercise might be performed and samples taken by one of many organizations. The outcomes might be seen as broader representation and have commercial overtones ranging from popular demand to values.

Radio stations often run such exercises and it helps determine what is played. The BBC series on “Great Britons” see A&R related articles are based on assessments.

It ought be noted that fashions and taste changes and this is desirable. However the exercise still tends to produce the “classics” in the true meaning of the word.

The A&R will report regularly on such surveys and conduct its own on line.

Initial survey is provided by Classic Cars to whom we are indebted

 “Classic Cars”

Editor Robert Croucher introduces the subject of the survey with:

“the age old debate continues; what are the best classic cars? There is no definitive answer, of course but that’s what makes the question fun as well as rhetorical………this month’s special supplement asks a number of freethinking enthusiasts this difficult question. Their selection is as enlightening as its disparate”

Car Selection Criteria

The means of assessment might vary quite considerably. It might start with a predefined group; it might be random based solely on panel preference. The selection of the panel’s professional perspective may influence so a wide based cross section is desirable. The “Classic Cars” panel is very fair and balanced and hence likely to generate creative and informed selections. The panel might be provided with a suggested checklist and scoring method or they might be simply allowed to be guided by their knowledge and experience. Somewhere in the equation might be some of the following criteria:

  • Elegance and aesthetics
  • Specification and quality of workmanship
  • Technical/ engineering innovation
  • Race/ competition success
  • Value
  • Status in popular culture/ history and association etc
  • Symbolism
  • Rarity
  • Utility
  • “Engineering Package” and Engineering integrity
  • Car/ designer interface and interaction e.g. reputation and artistic expression etc.
  • Direct experience of ownership or driving experience

In this checklist are some obvious extremes but nonetheless objective and meaningful criteria. They are helpful to achieve balance

Panels Choice

The five panelists selected fifty cars. The panelists were:

  • Gordon Murray
  • John Haynes
  • Denis Jenkinson
  • The Earl of March
  • Vanessa Finburgh

These are their choice.

Classic cars: Top Ten Classics: August 1994
G.Murray J.Haynes D.Jenkinson Earl of March Ms.Finburgh


Lotus Elan Duesenb’J LanciaA’ B20 Jaguar Dtype Maserati 61


Lotus Elite JaguarXK150 BMW 202 Maserati250F Bugatti T51


Fiat 500 AC Cobra JaguarE type Ferrari P4 JaguarCtype


McLaren FI Ferrari BB Porsche356 Bugatti 35B M-Benz250S


Ferrari Mond’ MGA Roadst’ M-Benz300SL Porsche 924 AC Ace


AR 33 Strad’ Morris Cowl’ Citroen DA19 A-M DBR1 Alfa Monza


AR Giulia TZI Citroen DS19 Citroen SM BRM P25 A-M DB5


Lotus7 S’3 Auburn 852 Dino 246 Alfa R’ P3 Austin-H 100


Abarth 1000 Porsche9iiRS Porsche 928 MG K3 Lotus Seven


Porsche 550 RR Corniche MorrisM’1000 Porsche 550 Ferrari 275

“Famous Five’s Top Ten”

  • Maserati “Birdcage” 1958-62
  • Lotus Elan S3 1965-68
  • BMW 202 1968-72
  • Lancia Aurelia B20 1953-58
  • Jaguar D Type 1954-57
  • Duesenberg Model J 1929-37
  • Maserati 250 F 1954-58
  • Jaguar XK 150 dhc 1957-61
  • Bugatti Type 51 1931-35
  • Lotus Elite 1957-63


The selection is rich and diverse. It is reflects and informed choice of cultured people who are knowledgeable of cars. The totality of fifty cars creates the opportunity for wide based inclusion but also for some communality or common denominator.

The fact that three Lotus models are amongst the top fifty and that two are in the top ten is very significant. It is perhaps more natural that a peer engineer like Gordon Murray would select three Lotus out of ten.

This tells us how they are perceived and where they are placed in a continuum. Amongst some of the finest most exotic, exuberant and radical cars of all time Lotus emerges as one of the best.

The inference must be that if they hold the respect of such an esteemed and qualified panel they ought deserve greater preservation and presentation. To the editors who have seen many surveys where Lotus are acknowledged as the best and where other marques have a museum; it seems criminal that Colin Chapman and Lotus ought go unrecognized.

The editors ask who is being punished and to what purpose. If its proven / established that Chapman/Lotus designs are in the vanguard then the economic imperative ought be that this engineering inspiration is disseminated. To withhold or deny such an opportunity seems merely vindictive or suggests a distorted cost –benefit analysis.

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. Its suggested there will be catalogue for on line purchasing.

In particular the museum ought conduct surveys such as the “Classic Cars” magazine. This can be done both on line and from visitors. There is significant information to be gained not least relating to acquisition policy but also exhibitions. Contained within surveys is a deep inherent educational opportunity. It can be used to make students more analytical and expose then to engineering / production costs/ problems and outcomes. The museum exhibits and archive might be interrogated as part of the education search and evaluation exercise.


Classic Cars. August 1994.ipc magazines




Date: 10/02/2013

Title: Stirling Moss –My Cars, My Career

Author: Stirling Moss with Doug Nye

Publisher &Date: Guild.1988


A&R library copy: Yes

This is an attractive book of 300 pages approximately. Its content as the title.

A copy was acquired into the A&R library because of the strong and immediate connection with Lotus.

The authors offer analysis of approximately 80 different cars but as imagined the level of detail various considerably.  The work proceeds in roughly chronological order. The Lotus references include: –

  • Vanwall
  • Lotus Eleven Series I
  • Lotus Climax 18
  • Lotus 19 Monte Carlo
  • Lotus Climax 18/21
  • Lotus Climax 21

Thee editors consider the strength of this work to be contained within: –

  • The broad inclusion of 80 cars by definition within Moss’s career from the halcyon days of the 1950’s and early 60’s and in particular the reference to sports racing cars
  • The range and type of cars from the ultra professional and high echelon manufacturers to the home built specials
  • The consistency of one drivers take across the spectrum in a relatively narrow time frame
  • The exceptionally good range of photographs in black and white and colour
  • The insights into Moss the man, his motives and relationship with life and motor sport.
  • This work also provides a fairly invaluable source of cross-reference.

The editor was slightly disappointed that there was not more direct and extended technical commentary relating to the handling characteristics of the cars. Rather there is more information about the conduct of individual races. However on occasions this is both interesting and valuable; for example the Mercedes- Benz 300 SLR in the 1955 Mille Miglia.

On the Lotus – Climax 18s -1960-61] he remarks: –

“The car I drove during what was the peak of my career –typically Lotus, neither easy nor forgiving to drive in the cooper sense but extremely competitive if driven with considerable care ……a curious mixture of simplicity, and sophistication which bought me quite a lot of success; when it wasn’t trying to kill me!”

The editor was impressed by the piece on the Ferguson –Climax Project 99.

This work has another value in that it permits a valuable source of cross-reference. For example the A&R recently reviewed “Boys own Stuff” and we commented about a photograph of the Beart – Climax. Here in Moss’s work we find an additional reference plus a photograph of the car at what we believe the same race- May 1955,Silversone. In addition we can use the section of the book “Driving Technique to examine the photographs and film material within the A&R archive e.g. on Vanwall.

Altogether this represents a valuable work .In its own way rather unique. For the editor there was an aspect of un-stated comparison between Moss /Clark and Lotus and their respective personalities and driving style. This work will also be of use to film and documentary makers.

 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. Its suggested there will be catalogue for on line purchasing.

In particular it’s suggested that the proposed CCM&EC retains a permanent library. That this is available for research and also as a commercial research service.

Additionally books can be retailed including both new and second hand.

Should any of our subscribers wish for more information on any book reviewed please ask.

The A&R editors are always receptive to suggestions for book reviews again please ask we will endeavour to help.



6.2  Book Review

Date: 26/12/2012

Title: Carscapes

Author: K.A.Morrison and J.Innis

Publisher &Date: YaleUniversity Press/ English Heritage.2012

ISBN: 9780300187045

A&R library copy: Yes

This is serious work with cultural content although perhaps some traditionalists will not perhaps embrace the car so readily. The A&R contends that the motorcar has often high aesthetic content and along the way many of the buildings and structures that complement it. Morrison and Minnis set out the facts and examples out in a judicial manner. [Our subscribers may also wish to see A&R review of “Behind the Wheel that rather integrates and complements “Carscapes””

This is a serious thorough and academic work by leading Architectural Historians. Both are connected with English Heritage. [Its interesting to note that the A&R approached English Heritage to get listing for Tottenham Lane but was not successful- possibly following publication of this work there will be rethink]

Kathryn Morrison is Chairman of the Society of Architectural Historians and John Minis is an architectural historian.

Their work is of 450 pages approximately and is exquisitely illustrated with 225 colour photographs and 75 black and white.

This work is rather over due and perhaps slightly contentious in its giving recognition to the architectural aspects of the car. Some consider it non-partisan. The editors feel that it touches the nerve of hypocrisy that surrounds the car its usurers and  “heritage”. In deed English Heritage has shown some integrity in their defence of some of the less esteemed buildings of the 1960’s and 1970’s not least in the field of social housing. It’s a complex, multi layered issue confronting ownership, land value, redevelopment profit, usage and ongoing maintenance obligation and the “value of heritage”

Some will always argue that buildings are a product of an era, have a natural life and become obsolete to be replaced with the requirements of the age. Of course this could be applied to most of the arts and even human beings.

English Heritage has perhaps sought to walk a tightrope in which it attempts to preserve the very best and most representative of its era and thereby compromise and heal many of the opposing factions. Recently more automobile related buildings have been listed.

Of course such as well-researched and authoritative work as this cannot ignore the ongoing issue of Town planning Vis Vis the car and transport movement.

The title “Carscapes” is possible derives from the interaction of car and landscape. In many respects the two collided. Between the two a mutual link developed. They became a function of each other and one was rather needed to access the other. In deed many of the stately homes of Britain so loved and visited are accessed by people travelling by car. Our subscribers may also like to see our reviews on H. G.Morton that interlink.

The title may also owe some indebtedness to the work of Gordon Cullen [“Townscape”] whose work looked at the sculptural and multifaceted interaction of buildings,”streetscape” their form relationships, their fabric, texture and visual experience / exploration primarily from the perspective of the pedestrian.

“Carscapes” takes a look a look in essentially chronological order of the century of the motorcar in Britain .It assesses and expresses its impact.

The cover jacket design is significant. The building is the Audi UK showroom and Heritage Centre at Brentford. The flyover is universally criticised for its ugliness and intrusion and dominance .Yet the Audi building has its own aesthetic and has been designed to be seen by passing motorists. Of course the Great West road out of London one featured many Art Deco/ Internationalist style building, many related to engineering and the motor trade. [See A&R articles on specialist suppliers and the Audi Heritage Centre]

“Carscapes” is primarily a record and explanation of the architectural forms that evolved for the car as the railway, ocean liner and aeroplane shaped a form following function. Our appreciation of “Carscapes” cannot be complete without some understanding of motoring law, transport infrastructure, the economies and flexibilities of motorised individual transport, taxation, petrol distribution and societal aspects of car ownership and its role in society.

From this premise “Carscapes “ can be made digestible and we seethe impacts on the natural physical environment, structures and factories that built and stored the car through the specific buildings that displayed [showrooms] serviced repaired and car parks that contained them. Along the route Morrison and Minnis look at motoring minutiae that includes highways, bridges and signage and motorway service stations. The car came to America first and perhaps there was a greater sense of connection there that has seen many studies on Route 66 etc.

Its generally accepted by historians and sociologists that the motorcar was one of he greatest shaping influence of the 20c not least because of the democratic and mass ownership and liberties it created and the opportunity it provided as vehicle of personal self expression. Having accepted this overwhelming absorption and interaction and even dependence on the car it beholds that the substructures that maintained its existence should be given attention. The motorcar has become so engrained into our lives it surely must form part of collective identity and culture.

“Carscapes” is a very worthy and respected record. Handled sympathetically it records form and function and technological evolution as surely as the home.

The A&R are very proud to have such a cultured work as this within the library and feel certain it will be a valuable reference source.

“Carscapes” has been perhaps primarily written for Architects, historians, Town Planners and those interested in preservation. However the editors believe motor engineers ought read it as well. Our  “totality” of experience is shaped and influenced and even moulded by the envelope we transit.

“Carscapes” perhaps more than any previous work graphically explains how the actions of transportation transmogrify.

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. Its suggested there will be catalogue for on line purchasing.

In particular it’s suggested that the proposed CCM&EC retains a permanent library. That this is available for research and also as a commercial research service.

Additionally books can be retailed including both new and second hand.

“Carscapes” touching the poetic and   frequent ugly utilitarianism of transport systems provides a ready reference that would convert into educational exhibitions.

Should any of our subscribers wish for more information on any book reviewed please ask.

The A&R editors are always receptive to suggestions for book reviews again please ask we will endeavour to help.



Date: 11/08/2012

Title: de Havilland Mosquito [Castle Vision] and de Havilland Mosquito [Pegasus]


Publisher &Date: Castle Vision 1993 and Pegasus 1998

ISBN / CAT REF ETC: Castle Vision 5016500167421 and Pegasus 5034504722033

Duration: Castle Vision 55   min. and Pegasus 52 min

A&R library copy: Yes.


The A&R cannot overstate the significance of aviation and related technologies to our comprehension of Colin Chapman and Lotus. [See A&R specific articles relating to aviation and aerodynamics] These films although probably intended for an aviation / military historian have much to relate to our understanding of Colin Chapman and Frank Costin.

Our comprehension must focus on wartime necessity. Britain was fighting to defend itself and the weapons were as much technology, management and production engineering.

The Mosquito was considered an outstanding contribution to the war effort. Its speed, power manoeuvrability and resilience all contributed to its proud reputation. In turn these qualities were achieved through the application of mechanical theory predominantly high power and lightweight. This film records these features and reinforces the salient points. For the motoring / engineer the significance is understanding how Chapman and Costin applied these principles and were able to mutate them into racing and sports car chassis design.

Both films are near identical. The editor would recommend the Pegasus version for its better quality and explanations of subsequent designs following on from the Mosquito. The Castle film contains some additional interviews with pilots.

Both films include black and white period footage and present day colour at air shows. These are attractive and impressive as some are directly from the cockpit and the viewer has a small sensation of flying these magnificent machines along with their engine note and landing sequence.

The Castle Vision film is narrated by John Standing and Pegasus by Roy Ward.

Both films provide credits and acknowledgements that might be useful for further reference and follow up.

The Mosquito

The Mosquito was designed and built by de Havilland who was based at Hatfield. This is just outside London and helps explain why many de Havilland aircraft engineers became involved with Lotus.

The Pegasus film introduction quotes:

“In 1941 the RAF was being pressed to fill a new and ever more demanding role ……..Although first class modern fighters, Hurricane and Spitfires were in abundant supply the Air chiefs had a serious problem with the bomber force. This uncomfortable gap was filled by a revolutionary fighter bomber, one of the most original and versatile designs of the war- the de Havilland Mosquito”

The aircraft manufacturer believed there was a role for a very specific bomber / multi role aircraft and pressed ahead with the revolutionary design for the Mosquito although there may have been some precedent for its design in the “Albatross”

The specification was for a high wing cantilever monoframe in laminated wood. Metal was scare in wartime but the wooden furniture industry had capacity. The lightness of the material and the essential monococque construction combined with the twin rolls Royce 12 cylinder engines gave the plane a potential for 400mph. [speed of a fighter] The Mosquito was considered aesthetically beautiful in its functionality whilst providing superb versatile handling characteristics. For many the mosquito was one of the most potent weapons of World War II and much respected by its pilots and crew. Only more recently has the Tornado taken on the mantle of such a versatile multi-role combat aircraft.

The period black and white film gives some conceptual outlines of the design and explains some of the construction. Note women in the labour force. The Mosquito was developed very quickly .It is believed to have a maiden flight in 1940 and large scale production by 1941.The Mosquito was handed to the RAF and undertook many roles including reconnaissance. The quality information it provided informing the strategist enabling effective disruption, attrition and economic sabotage.

The period footage shows actual attacks. Targets included the V1, trains, tugs/ barges, road transport, infrastructure and submarines. At a later stage the Mosquito was equipped with rockets.

In the conclusion of the Pegasus film version an opportunity is taken to outline Britain’s military aircraft and briefly outlines the roles and specifications of the Vampire, Vulcan, Valiant  [V bombers] Canberra and Tornado.


The Castle Vision film contains some brief interviews with pilots and related personnel. The Pegasus film commences with background film of the Second World War in general and perhaps sets a wider context.

Film Clips

As stated both period and modern film sequences are included. The period film briefly explains some of the design, development and construction but perhaps concentrates on the actual attack roles that the Mosquito undertook. These perhaps ought be understood in the engineering context of what the plane could achieve. They unleashed considerable destruction and were remarkable cost effective but also at a lower casualty rate than other branches of Bomber Command.

Chapman and Costin: Application and mutation of Technologies.

Here we need not expand at length about Chapman and Costin as existing A&R articles go into greater depth. However the connection is forged how the aviation technology was deployed. Both men were products of the War and Chapman was a pilot and briefly in the RAF. Aviation technology both military and civilian featured in their design methodologies. Costin was to deploy laminated timber in his Marcos designs and Chapman/Costin enhanced aerodynamics in the Lotus cars bringing international success and compensating for less powerful engines. During the 1960’s Chapman would find fame with the monocoque construction in the Lotus 25 although this would be in aluminium sheet rather than wood laminate.

The Value and Importance

These films are made without any jingoistic overtones. They are objective and emphasise the significance of technology and how this can be translated into a competitive advantage.

In nearly every branch of science and engineering there are examples of transference and cross over. The importance is that some individuals have the capacity to see inherent opportunities and exploit them in other directions.

The editors comment these brief films as they:

  • Better than most mediums illustrate the context and technologies that emerged during the war and those that were at the vanguard for Chapman to adopt. The Second World War was barely three years past went Chapman entered motor sport.
  • Give full visual impact of the achievement and contribution of technology focused in a specific role.
  • It’s suggested that all engineers readily study and absorb aspects of this film as it demonstrates   sources of inspiration are diffuse. It’s widely recognised that much of Chapman’s genius was the recognition of “potentialities”. His was not a passive acceptance or a restrictive acknowledgement of assigned or allocated purpose .He neither saw or accepted “roles or mores” his was a highly developed imagination and conceptualisation of service and function to which he could harness people, concepts or components.

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. Its suggested there will be catalogue for on line purchasing.

In particular we propose selling film and related archive matter. This will be complemented my film shows, film evenings and themed mini display exhibitions etc.

Great emphasis will be placed on the interpretation of applied chassis design in the context of aviation technologies. To this ends its proposed that some specialist exhibitions be held at and in conjunction with aviation museums. Continuing to the present day aerodynamics is a major determinant in Motor sport. Whereas aviation once was the vanguard technology this has passed in part to space exploration and computerisation. It is inconceivable that Chapman would allow any technology to go un scrutinised. If the proposed CCM&EC is to honour this approach and explain this methodology it is under and obligation to interpret it to its users. This might be achieved by playing such films then running workshops in the form of design challenges to prompt solutions.

Additional Reference:

The A&R has related information on the Mosquito including exploded drawings that appeared in the aviation press.

 7. Lotus collectables

       JOCHEN RINDT – Lotus 72 – World Champions Collection

8. Lotus interest on “Youtube”

One item on Youtube maybe of interest our readers

A lot of great footage.


Thank you for your continued  interest and support


Editors of the newsletter

John Scott-Davies

Neil Duncan

Jamie Duncan  (webmaster)