The Hills, Spills and Thrills: Colin Chapman\u2019s and Lotus Transition from Trials to Track<\/p>\n

Introduction<\/p>\n

This article is written with inspiration from the following sources:-
\n\u2022\tThe revival of interest in Historic Trials [ see web references below]
\n\u2022\tThe editors consider that trials provided greater momentum to the development of Lotus and Chapman than is generally appreciated. In this article we debate this and provide some evidence.
\nThe subject also has a strong reference to the Ford side valve engine and the continuity into racing of the 1172 Formula in which the Lotus Mk.VI was so dominant. The bibliography pays special practical attention to this subject.
\nA future article will compare some of the proprietary Ford specials of the era with the Lotus Mk.VI.
\nTrials driving is a particularly English amateur sport. It had a significant and strong following immediately post war with an increasing interest up to the 1960\u2019s. This may have been influenced by the post war shortages but also the greater mechanical skills that many ex-servicemen had acquired. The dual role and reasonable fuel efficient competition cars would have increased their practical value.<\/p>\n

This branch of motor sport was probably successful also because it was fun, inexpensive and family orientated reasonable safe and accessible to a large range of people.
\nIt also provided seasonal interest.<\/p>\n

Circa 1955 about one hundred people were competing nationally. This represented about 50-60 cars per event, and about the same time there was waiting list for second hand cars.<\/p>\n

The sport benefited from its amateur nature and status, its enthusiasm, modest costs and rewards.<\/p>\n

Old, but warm clothes and waterproofs were a perquisite as was a distinct sense of humour.<\/p>\n

Part of this article was presented at a stand the editor held at the Bromley Pageant. Opportunity has been taken to update and extend.<\/p>\n

British Post War Economic Conditions.
\nThe immediate post war condtions were hard but they directly contributed to the specials building culture born of necessity. Purchase tax was approximately 30% of a new cars price. Petrol was rationed until the early 1950\u2019s. The crippling cost of the war had produced hardship and rationing and recovery required exports which further reduced availability. It\u2019s been estimated that 50% of all British cars at this time were exported. Part of the overall economic package restricted imports resulting in long waiting lists for some everyday popular models.<\/p>\n

However towards the end of the decade the economy improved as did disposable income and the availability of credit. Possibly to a younger generation [See A&R article Design Decades] had higher expectation and taste. This combined with the arrival of the Mini, the Austin Healey Sprite, adjustments to Purchase Tax would reduce the desire to construct specials [it\u2019s interesting to note that Chapman offered the Lotus Seven]. Ought we neither to ignore the impact of the introduction of the MOT. As we have noted many of the specials built from parts dating from the 1930\u2019s and perhaps having a hard life and little maintenance were neither economic to repair or competitive.<\/p>\n

Specials Building
\nJohn Bolster\u2019s book \u201cSpecials \u201cis an excellent introduction to the subject. Writing in 1949 Bolster identifies approximately 75 specials .The period of the 1930\u2019s was particularly active with many wealthy people willing to commission and experiment. The testing\/ proving ground of Brooklands also made a significant contribution. Bolster\u2019s main focus is racing and he identifies the Austin Seven single seater racer designed by Alex Issigonis as a good example. [Note the Lotus Mk.III; the A&R will provide a major article striking a contrast between these two machines]Readers will appreciate the culture and momentum that was started.Of course we have to appreciate that the Second World War intervened and by its conclusion technology and society had moved on.Dussek comments:<\/p>\n

\u201cFrom the dawn of motoring , enthusiast amateur car builders have experimented with collecting and re-assembling components- notably chassis, a engines and suspension units \u2013 to create highly personalized sometimes transient and frequently unique vechicles.More often than not , these owed their existence to parts gleaned from scrapyards, the requirements of availability and economy being equally important\u2026\u2026\u2026\u2026The cult of the \u201cspecial\u201d flourished in Britain , particularly from the 1920\u2019s to the 1960\u2019s , when the unitary construction deprived the impecunious builder of easily available chassis\u201d
\nSpecials were built for many reasons including:-
\n\u2022\tSpecific forms of competition
\n\u2022\tIndividualism
\n\u2022\tAn ingenuity to improve upon standard manufactures
\n\u2022\tCommercial opportunities to offer components or tuning to improve a product
\n\u2022\tLimited income but a strong desire to compete on near equal terms
\n\u2022\tAt various historical moments the requirement to overcome shortages [ particularly relevant to the immediate post second world war
\n\u2022\tAesthetic considerations [ which may or not be an extension of individualism]
\n\u2022\tA challenge of non-conformity to improve or provide superior products to that of the mainstream manufacturers
\n\u2022\tA practical car that is easily and cheaply repaired considering the frequent damage hat competition is likely to engender.
\nTo the special builder there is a requirement to take base components and incorporate them .The mainstream manufacturers who have possibly donated the most significant parts are:-
\n\u2022\tBentley
\n\u2022\tJaguar
\n\u2022\tAustin Seven
\n\u2022\tFord [ various but in this articles context the 1172 cc Side valve engine and related components]
\n\u2022\tM.G.<\/p>\n

Dussek comments:-
\n\u201cProbably more specials have been constructed on the basis of the Austin Seven than all other specials put together\u2026\u2026\u2026\u2026.it remained in production for 15 years, by 1930 it cost \u00a3125\u2026 featured a chassis shaped like an A in plan a three speed gearbox and a simple rear axle\u2026. it was propelled by a 747cc side valve engine developing 10 brake horsepower \u2026..the original cars were very light , weighing 800 lbs. [ 364kg] \u2026in time the power went up to 17 brake horsepower\u2026\u2026\u2026\u2026However from the 1930\u2019s onwards , redundant Austin Sevens were available from scrapyards and became the basis for thousands of specials. This movement was fostered by the Seven Fifty Motor Club, Formed in the late 1930\u2019s which was responsible for organizing competitions and encouraging amateur special builders in every possible way\u201d<\/p>\n

Stephens explains in his period book \u201cBuilding and Racing My750\u201d [ for reference Registration no GMA 219] that he allowed a budget of just over \u00a3196 and that after season the expense had increased to over \u00a3265 with upgrades etc. He believed that a 750 Formula car [i.e. similar to Lotus Mk.III] may be in the region of \u00a3250 to 300.<\/p>\n

Close behind Austin Seven has been the use of Ford components. This is very interesting in that both large capacity V8\u2019s were used in the 1930\u2019s and again in the 1960\u2019s in-between extensive use was made of the utility 1172cc side valve engine from the E93A and 100E.
\nAgain Dussek notes:-
\n\u201cDuring the 1930\u2019s designs based on the Ford V8 engine were popular. The V8 was introduced in 1932 and a number of constructors exploited its power by the simple method of lightening the chassis and substituting light weight bodies. This combination was especially effective in trials\u2026\u2026\u2026\u2026In 1935 Ford of Britain introduced an upgraded version of the \u00a3100 Y Type \u201cEight\u201d, this having 10 horsepower engine based on an 1172cc four cylinder unit with a bore of 63.5mm and stroke of 92.5mm developing 30 brake horsepower. This remained in use for 27 years in a variety of models\u2026\u2026\u2026..like the Austin Seven , the 1172cc Ford was available cheaply in very large numbers as in production the cars had much shorter life than their mechanical components. The modest performance of the engine could be raised in a series of simple steps\u201d
\nThe British have been attracted to and been generously provided with many forms of motor sports suiting driving style, budget and technical ingenuity.
\nSpecials were often designed for these and they include:-
\n\u2022\tCircuit racing
\n\u2022\tSprints or speed trails
\n\u2022\tRallies
\n\u2022\tHill climbs
\n\u2022\tTrials
\n\u2022\tAutocross<\/p>\n

Building a special was no mean fete. There are sonme similarities with building a modern kit car. Although the editors would suggest that building a special in the early post war period required skill and determination and particularly the ability to innovate and overcome shortages and dedicated facilities.
\nThe editors strongly recommend subscribers read the period special building manuals to full appreciate the effort involved. The evidence that many specials started with the best of intentions were not completed. Many builders underestimated the complexity and skill they would require. Often too they proved more expensive than originally thought. It\u2019s a measure and indication of Chapman\u2019s approach and the assistance and coordination of friends and his future wife Hazel that contributed to success.
\nTo successfully build a special most of the following were required:-
\n\u2022\tGarage or dedicated outside space for the duration of the build period [ preferably off road
\n\u2022\tHand tools but also important power tools and a welder [ Chapman did contract work out but this incurred extra costs ]
\n\u2022\tSome technical knowledge\/ mechanical empathy along with some of the reference manuals workshop manuals or perhaps a local library to conduct research
\n\u2022\tA friend or family assistance at least for some of the heavy lifting
\n\u2022\tA budget that might range from \u00a3150 – \u00a3250 [noting form A&R articles what wages and relative costs were.
\n\u2022\tA vision of the purpose or branch of competition to be perused and perhaps a local connection or accessibility to events
\n\u2022\tA donor car or access to a scrap yard
\n\u2022\tReasonable access to proprietary parts or good postal system as some items beyond self-construction would be needed<\/p>\n

The Nature of the Sport and Competition<\/p>\n

Trials really commenced from the dawn of motoring .They had a particular appeal in the 1930\u2019s [an era of some spectacular specials particularly at Brooklands etc.] The sport of course evolved from long distance road tests to the more specialized trials driving off road, the sport enjoyed a particular revival post war and this is perhaps easily understood as explained above. Trials also provided publicity and we will note that some of the early one of specials entered production .Many driver\/ constructor \/owners may have aspired to this and of course Colin Chapman is likely to have been caught up in the enthusiasm and opportunity.
\nThe following is a good outline of the culture and conduct of trials in the 1950\u2019s.<\/p>\n

The courses invariably consisted of a tightly defined route involving steep gradients, hills accents. Descents, adverse cambers, slippery slime mud fording streams and rivers, protruding trees roots, rocks, tricky unpredictable surfaces , tight spaces, tortious bends with minimal turning space have to be tackled without stopping. The hill climbing aspect involved attacking a severe gradient.
\nA trials car would often transverse country that a 4×4 or halftrack would find difficult
\nTrials are particularly associated with the fact that competitors are more often seen in the vertical than horizontal plane. Marking and scoring were strict and points could be lost for infringements including knocking down markers or by leaving the course.
\nNo wonder that army tank training grounds were often the venue or an old disused quarry…
\nIt\u2019s fairly evident that considerable driving skills and some engineering empathy are required.<\/p>\n

Quoted from Autocar \u201cThe sporting trial has been a feature of the British winter motoring scene almost since the inception of the sport and although originally designed for the ordinary production sports car, it now requires a specifically constructed trials car the characteristic trial is run over rough tracks, bridle paths, or Army tank testing courses. And the route often entails fording rivers and traversing large tracts of mud sometimes eight to ten inches deep.
\nCompetitors who start singly, are each given a detailed route which thy must follow without deviation. Competitors are normally marked only on their performance in the \u201cObserved Section and Special tests.\u201d The former consist of off \u2013the-road tracks or hills. Which by nature of their surface and\/or gradient are particularly difficult to negotiate. The organizers favourite surface are deep mud, loose sand or shingle, wet grass or chalk [particularly when combined a steep.
\nGradient] and narrow rutted paths, barely wide enough to take a car and often crossed by tree roots. . These sections, unless taken at the right speed and angle, will stop the car in its tracks.<\/p>\n

Every car must cover each Observed section non-stop [the undriven wheels must not cease to revolve] and marshals are posted along each section to signal the failure to the officials<\/p>\n

There are two basically similar systems for scoring, in the first the competitor is awarded a number of points at the start and has deductions made for each failure. In the second, he starts with no marks at all and is awarded points on each success. The more difficult hills are divided into sections, marks being awarded for each section covered. Where a hill proves unclimbable, each car is marked at its ultimate stopping place, points usually being awarded on the \u2018furthest up \u2018basis
\nTrials cars are controlled in their construction by certain regulations drawn up by the RAC. A fully operational differential is compulsory. Solid axles or variable slip differentials give an unfair advantage in that they allow one wheel to grip even on slippery surfaces. Four wheel drive is barred. Body design and types and sizes of tyres are also controlled. Passengers whose seating arrangements are also subject to these regulations, ride in the car [ no standing on the rear bumper to give extra weight in the rear].They may , however ,\u2019bounce \u2018up and down , and this , combined with the low tyre pressures used [ often only 5 or 6 lb per sq.in.], materially assists rear wheel adhesion.
\nWhen a car comes to a halt, engine roaring, wheels spinning wildly, passenger bouncing energetically to get the last ounce of tyre grip, special marshals record the stopping point and helpers push it to firmer ground .This is tough, satisfying sport in which an efficient car, warm clothes, a heavy but nimble passenger and a distinct sense of humour are almost equally to be desired.\u201d<\/p>\n

The nature of the sport provided great thrills whilst developing driving skills and mechanical empathy.
\nThe editors believe that the first post war trial event was held on the 10thSeptember 1945 .The organizers were the Sutton Coldfield &North Birmingham motor Club. It\u2019s reputed that approximately fifty cars attended including M.G.\u2019s, Allard\u2019s, V8 specials, Production cars and H.R.G in various degrees of tune and modification.<\/p>\n

The 750 Motor Club and Trials Organizations.
\nThe 750 Motor Club was and has remained the main organizer, and competition body for amateur motor sport. It to this organization that Chapman turned for advice and occasional inspiration when he became interested in motor sport as a young man. He would raise through the committee ranks [becoming president at one point] but retained a connection with the enthusiast for much of his career.
\nThe 750 Motor Club had a long association with the Austin Seven as we have noted and it was this model that chapman took as the basis for his first car and entry into motor sport. [Although the Austin Seven was the specials builder of choice necessity played an important role in Chapman s deployment].It\u2019s worth noting that the Lotus Mk\u2019s I,III.II,IV,VI,VIII ,Seven and Eleven right up into the 1960\u2019s competed in events sponsored by the 750 Motor Club.<\/p>\n

In period the premier event was considered to be the Annual R.A.C.Trials Championship in conjunction with the Championship Trial [run by the Trial clubs on behalf of the R.A.C] the award sought was the British Trials and Rally Drivers Association Gold Star.
\nThe principle Trials Clubs and Organizations of the era were;-
\n\u2022\tBritish Trials and Rally Drivers Association
\n\u2022\tHagley and district Light Car club
\n\u2022\tLondon Motor Club
\n\u2022\tMaidstone and Mid Kent Motor Club
\n\u2022\tSeven Fifty Motor Club
\n\u2022\tYorkshire Sports Car Club
\nMore recently it\u2019s believed that the National trials car Formula organized by the RAC Motor Sports Association and British Sporting Car Trials have been active.<\/p>\n

Television Coverage
\nThe popularity of the sport was reflected in TV coverage as early as 1952.The BBC made an external broadcast in November 1952 [The A&R holds correspondence from the BBC archive] Mike Lawson driving the Lotus Mk.IV was competing for the South and helped win the event.<\/p>\n

Spectators would be able to invoke the sights sounds and smells of the quintessential British landscape whilst being treated to the spectacle of spinning wheels , hot smoking tyres searching for grip , cars almost skating on slippery slime .Drivers manipulating an external \u201cFiddle: hand brake and athletic almost acrobatic passengers bouncing searching for grip.
\nIn the autumn cars might have been glimpsed through gloam and they mud stormed through the loam or warm cracked mud on exposed frost laden mornings. Driving required not so much power as weight in the right place over the driven wheels. Driver skill was paramount regarding throttle control and the placement of rubber for grip.
\nThe sport visually would capture the many thrills but equal disappointments.
\nIf nothing else it was healthy and inexpensive.<\/p>\n

Regulation and Mechanical Specification
\nThe regulations determined the mechanical specification of the cars .The cars receive enormous punishment but must remain light. The desired traction encouraged low center of gravity and preferably a concentration over the rear wheels.
\nThe Primary RAC Regulation and Formula stated that:-
\n\u2022\tWeight should not exceed 8 cwt
\n\u2022\tCars should carry a compulsory spare wheel
\n\u2022\tCars should be taxed and ensured
\n\u2022\tMudguards and horns were required
\n\u2022\tIf a fixed windscreen was used a wiper was compulsory
\n\u2022\tCars must have four wheels [ two of which were to be driven]
\nProhibitions
\n\u2022\tTyres were strictly governed according to engine size
\n\u2022\tA minimum wheelbase was stipulated
\nEngines
\nThe preferred engine of the 1950s and 1960\u2019s era was the ford 1172cc side valve and Austin 750, although at least one car was fitted with an 1100 cc Coventry Climax.
\nEngines were invariably highly tuned to produce considerable torque and power at low revs. After market tuning aids \/ equipment like Aquaplane [see A&R article] were often adopted and in minority examples ohv conversions.<\/p>\n

Suspension
\nSuspension was frequently highly original, but conventional back axles proved pragmatic and cost effective option, often located with coil spring dampers and Panhard rod.
\nTo achieve maximum traction tyres were run at extremely low pressures. Security bolts were vital as without them inner tubes would be ripped out.
\nGood brakes were essential as was the ability to control individual wheels in the search for grip. In addition to the foot break an external break was adopted.<\/p>\n

In the search for low eight cars often forfeited weather equipment, headlamps, dynamos, water pumps and conventional seats.<\/p>\n

Over period of time, both the nature of the competition, and of courses produced cars which were more specialized and less road orientated and dual use. The period of the 1930\u2019s and produced some rather extreme specials utilizing the V8 as we have noted .With an attempt to shift weight rearwards some cars suffered poor handling some dangerously so.<\/p>\n

Form and function \u2013The Trials Canon.
\nThe distinctive appearance of the trials car was dictated first by the regulations and then by practical necessity. The cars were required to be dual use initially, they had to compete in arduous conditions and due to the frequent inevitable damage required to be easily and inexpensively repairable.
\nThe functional requirements included:-
\n\u2022\tHigh ground clearance often assisted by tall wheels e.g. 17-18\u201d
\n\u2022\tTendency to be tall and Narrow track and relatively long with rear overhang [ relate to functions]
\n\u2022\tLight weight [ aluminum bodies also minimized rust]
\n\u2022\tOften large external fuel tanks hung over rear axle
\n\u2022\tTwin spare wheels permitting changes for dual use [often \u201cknobbly\u201d tyres at rear and of course a mixture of wheels construction front rear and indeed diameters. These were frequently \u201coutrigged\u201d again for weight concentration.
\n\u2022\tFold flat windscreens\/ or basic deflector
\n\u2022\tConcealed or protected headlamps
\n\u2022\tA range of hand grips permitting the passenger to bounce and retain their balance within the car
\n\u2022\tMudguard clearance to prevent clogging
\n\u2022\tFiddle hand brake to maximize traction
\n\u2022\tSimple utilitarian unpretentious radiator cowls
\nIn many respects the aesthetic had much in common with the prewar sports car.<\/p>\n

Trials Cars
\nThe early years of the sport encouraged a large number of specials constructed by the owner. Colin Chapman and his first special is a fairly typical example. Gradually the sport became more specialized and two manufactures in particular tended to dominate .These were Dellow and Cannon .In this chapter we will attempt to explain these and a few others in a little more detail.<\/p>\n

Allard
\nSydney Allard is believed to have been a garage owner in Clapham, South London. He is thought to have held a Ford dealership and was an enthusiastic trails competitor. It\u2019s believed that during the early mid 1930\u2019s he took a damaged Ford V8 as the basis of a special. He undertook extensive modification suitable for trails. This included;-
\n\u2022\tRemoving the heavy standard body and replacing this in lightweight aluminum
\n\u2022\tRelocation weight distribution towards the rear to increase traction
\n\u2022\tIncreasing the ground clearance
\n\u2022\tFitting a Ballamy split beam front axle
\nThis car was very competitive both in trials and racing .Further examples were built with engines varying from Ford V8 to Lincoln V12. These cars were not cheap and Dussek suggests that might have cost \u00a3650. Following the war Allard went into production and it\u2019s believed that 1900 cars may have been built including the famous J1.K1 etc.<\/p>\n

Dellow
\nIt has been quoted that Dellow was \u201cBritish Trials Special which was forced into limited production by popular demand\u201d.
\nKen Dellingpole and Ron Lowe who were business partners set up a tuning company They were also agents for H.R.G. [ see below] Ron built an Austin Seven modified with Ford components .The Dellow were fist built at Alverchurch then Oldbury in the Midlands between 1949 and 1957.<\/p>\n

It possibly arrived a little late on the scene but none the less enjoyed considerable competition and commercial success.
\nDellow are essentially dual use vechicles.Capable of being used on the road and in various forms of competition including circuit racing and hill climbs.
\nDellow used a very simple chassis forming an \u201cA\u201d seen in plan of largish tubes of 3 1\/8\u201d from which small 0.75\u201d tube formed the support for the body. Lionel Evans of Rad Panels, Kidderminster undertook to form the bodies.
\nThe Dellow followed a typical trials canon in that it was small, light with an external 15 gall. Fuel tank and twin spare wheels [i.e. weight over rear axle for traction]
\nThe car has been estimated at weighing between 11-11.5 cwt. Depending on specification and that it may have cost \u00a3636 c 1949 and this might have increased to \u00a3841-10-00d including purchase tax in 1952.[ This was not cheap .We can use this figure in connection with the economic situation to explain the culture and necessity of self-building specials.
\nSome evidence suggests approximately 300 cars were built. It has been suggested that sixty cars were built in the first year of production.<\/p>\n

It\u2019s believed that Walter Warring won the RAC Trials Championship in 1951 driving a Dellow <\/p>\n

Buckler
\nDerek Butler is thought of as something of an idealist and person of integrity not just in engineering terms. Possibly combined with the idealism to increase the take up of motor sport he spotted a commercial opportunity. It\u2019s believed he produced cars and kits between 1947 and 1962 shortly before his early death.<\/p>\n

It\u2019s believed that Derek was born in 1910. After the war he and his brother inherited some
\nEngineering companies with an aeronautical connection.
\nC 1947 possibly 1949 he built is first special in which he won several hundred awards. Significantly he also won the National Road Fuel Economy Contest driving one of his own cars.<\/p>\n

He believed there was a market for kits [see Economic conditions above] He therefore started
\nTo offer a space frame chassis at moderate cost in the UK. It\u2019s believed in total about 400-500 chassis kits were sold. From c 1947- 1949 to c 1956. This model was often referred to as the Mk. V.These particular kits used the Ford 10 components that we have alluded to .Many of the cars completed were dual use with the potential to compete in trials.
\nBucklers were based in Berkshire at both Crowthorne and Reading.
\nCustomers could use various engines and these included Ford, Morris, MG and rare Coventry Climax. This possessed a sturdy space frame and utilized E93A mechanical components. It has been suggested that the basic chassis kit [ simple aluminum body \/ cycle wings ] sold for \u00a385.In total Buckler suggested in period he would expect a customer to be able to build a Mk.V for about \u00a3190 [ see Stephens and Austin Seven special ] and a professionally built car using new components for \u00a3450 cf Lotus Mk.VI. Whereas Lotus used Williams and Pritchard for coachwork Derek Butler commissioned work from both Taylor and Offord.
\nHe produced what he called the Type 53 in 1953 and this was dedicated trials car [Reg No OCT 847 being quite well known]<\/p>\n

He also produced a chassis range for the proprietary Ford Special shells including the DD2 for the Microplas and Convair bodies.<\/p>\n

Buckler attempted an aerodynamic car quite early on and followed this up through the 1950\u2019s with the DD1, BB90 and BB1000. The company also built one offs for F 500 and it\u2019s believed they constructed some go carts.
\nBuckler had a reputation for quality and had some aero -engineering involvement. In particular their close ratio gearboxes were widely adopted and used by Lotus.
\nLike Chapman Derek Buckler is believed to have died at a relatively young age [53]<\/p>\n

Derek Butler was a generous and flexible engineer and organizer, He helped people fulfill their dreams and also adapted his chassis to customer needs possibly suffering financially in the process. He supported and contributed to the 1172 Series alongside that of the 750 Formula.
\nPossible slightly overlooked he none the less was an inspiration and we can deduct that Colin Chapman was a peer and possibly part inspired by Derek\u2019s achievements.<\/p>\n

Gregory
\nThe Gregory brothers [Believed to be Bob and Peter Allen] are believed to have built a small number of specials including V8 [on the Allard \/ Ballamy principle] and 1172 side valve special using space frame chassis. Bob Gregory is believed to have been based at Taplow, Bucks\u2019. It\u2019s thought that the 1172 side valves may have been constructed around 1956.
\nThe 1172cc side valve special seems to be closely based on the Lotus Mk.VI and seem to share a similar specification [Ford engines, gearbox, axles and aluminum bodywork] and performance. Both seem to share the same track and wheel base. There appears to be differences in the chassis but this is not significant the most notable difference regards the front suspension; the Gregory uses a transvers leaf spring and hydraulic dampers. The Gregory is believed to have used round tube throughout whereas the Lotus Mk.Vi uses a mixture of round and square. The disposition of the tubes in the space frame chassis are quite similar. [In this context we allude to the later Mk.VI chassis as used mainly as sports car and for the 1172 Formula]
\nPerhaps as befitting a trials car the bodywork of the Gregory is simpler and avoids complex double curvature particularly in the nose cone, rearspats and cowl. The rear guards of the Gregory appear to be proprietary motor cycle type in light gauge steel.
\nThe editors have evidence that a Lotus Mk.VI in the early \/ mid 1950\u2019s might have cost \u00a3400-500 to buy and construct whereas the Gregory was probably considerably cheaper mainly due to the more simplified bodywork .
\nThe Gregory was possibly designed for trials and hill climbs and general purpose [the example the editor has seen was fitted with a full width windscreen wipers and hood. Fitted with tuned engine and twin carburetors the power to weight ratio is excellent .like the Mk.VI acceleration and handling are excellent particularly on a smooth surface.
\nVarious correspondence in the motoring press suggests that between six and eleven Gregory 1172 specials might have been constructed dating from 1952. [However this figure might include the V8\u2019s]<\/p>\n

The Gregory V8 in particular OXK 276 seems to date from 1951.It possible that a Ford V8 Pilot was the donor. This particular car is claimed to have heavy duty tubular main chassis and a more light weight tubular sub frame to support the body which is two seat trials type. This car is believed to have been fitted with allard engine tuning modifications. It\u2019s very possible with changes in fashion and trials regulation this specification was no longer competitive and it might have descended into banger racing.<\/p>\n

Ken Rawlings [Standard \u2013Vanguard]
\nIt\u2019s believed that Ken Rawlings built a sports\/ trial car from Standard Triumph parts, in 1949 [The editor believes the car registration JOX 7 was registered as a Standard Vanguard and christened \u201cButtercup\u201d.Rawlings and Lacey are believed to have entered this car in the MCC Daily Express Rally of the 12th-15th November 1952 <\/p>\n

Cyril Crossby [Vauxhall Special] c 1947-1955
\nBuilt by Mr. Crosby EXW 513 started life as a Bedford HC 5 cwt. van with a 1203 cc 10hp engine onto which a singer Le Mans body was built. Modifications were made for practicality and trails work .These included;-
\no\tChassis side members to suit frame
\no\tCross members and engine relocation
\no\tSupport for two spare wheels
\no\tLater replacement engine of larger capacity and Roots supercharger
\nIt has been estimated the car weighed 1800lbs <\/p>\n

The car was very successful winning a number of awards particularly after the engine change. Post 1955 it might have been less competativewith regulation changes etc.<\/p>\n

Cannon
\nIt\u2019s believed that Mike Cannon Was a Tasmanian who settled in post war Britain. He may have been involved in farming and this might have contributed to his involvement in trials. Sources suggest that he was based at Crooked Chimneys, West Peckham, and Kent.
\nThe Cannon was a very successful trials car and it\u2019s estimated between 100 and 120 were built starting in the early 1950\u2019s.
\nHis cars were renowned for their light weight, strength and agility. They were based around a space frame of 1.75 and 0.075\u201d tube with an aluminum body. Ford components were used. The trials Cannon was available as a complete cars or as body\/chassis kit.
\nThe editors believe c 1963 these were retailing for \u00a3745<\/p>\n

H.R.G., Singer, M.G. and Morgan
\nAll of these cars were suitable for trials competition. Without expanding there was broad common denominator. They were sporting two seater cars, light with reliable engines and reasonably good power to weight ration. They were reasonably ruggedly built. Possibly they suffered from low ground clearance for trials.
\nThere important role was perhaps during the 1930\u2019s and just after the war as a compromise. As the nature of the sport and courses gained the machines were forced to evolve and adapt. However it\u2019s important to recognize the role that they played.<\/p>\n

Mallock
\nThe editors have some evidence that Arthur Mallock competed in trials but research has been unable to fully verify this. It would seem probable with his know involvement with Austin Seven Specials. It is interesting to note that like other special builders Arthur Mallock would enter racing with some success and build a considerable number of cars for sale under the marque name U2<\/p>\n

More Recent Trials Car
\nAs recently as 1995 the editors believe that Alanco Agricultural Ltd, of Tonbridge, Kent provided a Trials car chassis kit for \u00a3850 and there appears to be two options depending on class\u2019s .Either under 850cc or over and they refer to the RAC \u201cBlue Book\u201d. Other components seem to be supplied at additional cost.
\nOther marques include :Kincraft and Facksimile<\/p>\n

The Rocky Road
\nIt is worth noting that many drivers who would reach the uppermost levels of Formula I also competed in the humble trial.
\nThose included are:
\n\u2022\tGraham Hill
\n\u2022\tStirling Moss
\n\u2022\tAnd of course Colin Chapman who was considered close to, if not FI standard
\nTrials driving was possible fun recreational and relaxing .It was also seasonal. The editor believes inconsistent as it might seem that trails driving skills were valuable to the FI driver. He possibly aquired skills of mechanical empathy, a sense of placement in the search for traction and discretion of when and how to apply power. Most owners are likely to be driver\/ mechanics and the basics of undertaking improvised repairs and modifications; literally in the field would have been learnt.<\/p>\n

The camaraderie and networking would also have been useful. Stirling Moss and his father competed .There were other overarching relationships. Mike Lawson built and competed in the M&L special that he built with Alfred Moss and later Mike would achieve further success in trials driving a Lotus he commissioned.<\/p>\n

We ought not to overlook that trials was family sport and wife\u2019s played an important role in completion. Hazel Chapman is seen in many period photographs accompanying Colin in trials and mike Lawson\u2019s wife is equally prominent.<\/p>\n

Colin Chapman, Lotus and Trials \u2013an Overview
\nDussek book is useful and he comments that:-
\n\u201cColin Chapman\u2019s career also began by building specials immediately after the Second World War\u201d
\nIn fact Colin chapman became interested in trials at a relatively young age. As in all other aspects of his life he was extremely competitive and applied considerable thought to the project although his resources and facilities were meager. He won numerous awards competing in trials between 1948 and 1951.
\nColin and Hazel competed in trials with their Austin Special and Lotus Mk.II until Colin became more interested in circuit racing which he believed to be more scientific and engineering orientated a sport.
\nColin Chapman\u2019s initial interest is significant and much that was learnt, both proven theory and practice went into the later sports\/ sports racing cars .A frequent criticism that Lotus is that there are often fragile and unreliable. However this cannot be applied to the early trials cars and the Mk.VI these proved their merit in the most arduous of conditions and the available photographs prove the punishment they took. This is probably due to the inherent strength and the durable base donor components many from ford. These early cars survived and remained competitive for a considerable time after their completion and many have reentered competition today.<\/p>\n

The Mk.VI possesses many of he features of the trials cars and the editors would venture much of their success both commercial and competition might be attributed to their robust construction, the essential reliability of the primary mechanical components and their service\/reparability.
\nThe unrestored examples are important vehicles to study forensically in terms of evidence relating to exact constructional details, materials , specification that along with compatibility of materials and quality construction contributing to such longevity.
\nIn summary the participation in trials would have offered Colin Chapman most of the following:-
\n\u2022\tAn outlet for the \u201cMake-do and men\u201d necessity of post war Britain that sat so well with his instinct for innovation and improvisation
\n\u2022\tThe sport met his design criteria for light effective machinery
\n\u2022\tIt developed his driving skills , control, traction, foresight and possibly strategy
\n\u2022\tIt might have provided his earliest sense of feedback form his own designs
\n\u2022\tIt would offer networking , camaraderie and entry into the politics and administration of the sport and of course a preliminary induction to British motor racing culture
\n\u2022\tIt certainly provided familiarization with the Ford Side valve and Austin Seven
\n\u2022\tFrom the earliest entry we see the hall-mark of chapman relating to his interpretation of the rules.Even at this most amateur level he was seeking advantage
\n\u2022\tA reservoir of experience in skill , experience and perhaps impromptu roadside repairs and improvisations with limited equipment
\n\u2022\tWe cannot deny it acted as stepping stone or as we have noted a transition to racing
\n\u2022\tChapman like other participants might also early of have appreciated that success in the sport created demand for design components and cars. The earliest business activities of the fledgling Lotus Company was in trials cars and modifications to proprietary components.<\/p>\n

Car and Marque Names<\/p>\n

There has always been considerable speculation as to the origins of the name Lotus. The A&R does not have the definitive answer but the naming or christening cars may have some practical considerations. The editors speculate some of the following:-
\n\u2022\tFrom the dawn of motoring owners might have equated their cars with romantic, legend or superstition
\n\u2022\tSome may have seen or identified personal qualities and named cars like favorite pets
\n\u2022\tWhen it came to building specials and entering competition names became more significant possibly for the following reasons:-<\/p>\n

1.\tPracticality of identification- we have noted the popularity of constructing specials in Britain. There might have been too many Ford or Austin specials to differentiate
\n2.\tSurnames might have added further complications i.e. Mr. Ford\u2019s Ford Special etc.
\n3.\tThe requirement for taxation and insurance in some competition might have produced need for identification.<\/p>\n

The editors therefore postulate that cars were christened to ease identification
\nIncentives or motives including:-
\n\u2022\tSomething relating to the bodywork colour[ eg.Buttercup,Bluebell]
\n\u2022\tA corruption of or rhyme associated with the registration number Dixie [ DIX 1]
\n\u2022\tBiblical or mythological e.g. Jezebel
\n\u2022\tShould a market emerge a distinctive separate name was essential even if other proprietary components were being used.
\nA good example might be the Standard Vanguard \u201cButtercup\u201d see above.<\/p>\n

The First car constructed by Colin Chapman was an Austin Seven Special. Possibly for one of the reasons given he might have thought it appropriate to give his cars a distinctive and thought provoking name .One that was short but neither overtly traditional nor sentimental<\/p>\n

Trials Cars Registration No\u2019s
\nThe following registration a selection of cars that are known to have competed in trials:-<\/p>\n

Registration No.<\/p>\n

Marque<\/p>\n

OWA
\n523<\/p>\n

203
\nDKP<\/p>\n

Cannon
\n?<\/p>\n

NBY
\n2<\/p>\n

M&L Special<\/p>\n

MKE
\n346<\/p>\n

Cannon<\/p>\n

EJA
\n495<\/p>\n

Dellow<\/p>\n

591
\nGKM<\/p>\n

Cannon<\/p>\n

EOY
\n769<\/p>\n

Cannon<\/p>\n

717
\nENK<\/p>\n

Cannon<\/p>\n

XXB
\n680<\/p>\n

Cannon<\/p>\n

PK
\n3493
\nAustin
\nSpecial
\n[Lotus Mk.1]
\nRe Reg
\nOX 9292
\nLJH
\n702<\/p>\n

Lotus
\nMk.
\n11<\/p>\n

LMU
\n4<\/p>\n

Lotus
\nMk.
\n1V<\/p>\n

KOK
\n890<\/p>\n

Not Known<\/p>\n

FCD
\n910<\/p>\n

Paul Special<\/p>\n

EWA
\n883<\/p>\n

JAP-Bassinett <\/p>\n

LUO
\n368<\/p>\n

Gear Special<\/p>\n

SXX
\n762<\/p>\n

S.C.S<\/p>\n

JOX
\n7<\/p>\n

Standard-Vanguard special<\/p>\n

PPP
\n387<\/p>\n

Gregory<\/p>\n

EJN
\n495<\/p>\n

Dellow<\/p>\n

CLK
\n5<\/p>\n

Allard<\/p>\n

KTM
\n120<\/p>\n

Dellow<\/p>\n

KTM
\n191<\/p>\n

Dellow<\/p>\n

KTM
\n371<\/p>\n

Dellow<\/p>\n

KTM
\n372<\/p>\n

Dellow<\/p>\n

203
\nDKP<\/p>\n

Cannon<\/p>\n

DPG
\n7<\/p>\n

Marendaz<\/p>\n

NBY
\n2<\/p>\n

M&L Special<\/p>\n

MKE
\n346<\/p>\n

Canon<\/p>\n

EJN
\n496?<\/p>\n

Dellow<\/p>\n

OUB
\n909<\/p>\n

Dellow<\/p>\n

591
\nGKM<\/p>\n

Cannon<\/p>\n

OWA
\n523<\/p>\n

Not Known<\/p>\n

EOY
\n769<\/p>\n

Canon<\/p>\n

HEL
\n46<\/p>\n

Lotus
\nMk.
\nVI<\/p>\n

717?
\nENK<\/p>\n

Canon<\/p>\n

OTC
\n847<\/p>\n

Buckler<\/p>\n

MTT
\n667<\/p>\n

Dellow<\/p>\n

JUY
\n594<\/p>\n

Dellow<\/p>\n

XMC
\n333<\/p>\n

Dellow<\/p>\n

GJF
\n20<\/p>\n

Dellow<\/p>\n

RXM
\n506<\/p>\n

Dellow<\/p>\n

BLY
\n25O<\/p>\n

2
\nUKR<\/p>\n

AHH
\n999B
\n[1963]<\/p>\n

RPD
\n4<\/p>\n

TKR
\n511<\/p>\n

591
\nCKM<\/p>\n

2
\nKRO<\/p>\n

Lotus Trials Cars<\/p>\n

Austin Trials Special [Lotus Mk1] .1948 1st Registered as PK 3493 later as OX 9292
\nLike many other trials specials of the era the first car that Colin Chapman built was a trials special based on a 1930 [note already fourteen years old] Austin Seven.
\nThis car was built along the principles outlined in the lockup owned by Hazel\u2019s parents with the minimum of power tools. It\u2019s believed that Colin Dare and Hazel helped in its construction. This was pragmatically developed from an inexpensive surplus vehicle that Colin owned when his car trading activities ended. The raw material of the project was a 1930\u2019s Austin Seven saloon. The chassis was retained but the side members were strengthened [see bibliography for exact details of period modifications] by \u201cboxing\u201d. An early Chapman improvisation was to reverse the rear axle. By this method the suspension mounts were turned to the top with the effect of flattening the springs and reducing the tendency to oversteer.<\/p>\n

The standard Austin 747 cc engine was tuned by the incorporation of higher compression ratio, double valve springs, a specially made inlet manifold and a Ford downdraft carburetor.
\nAt his first effort Colin Chapman was able to innovate and the chassis was further improved with a stressed frame bodywork comprising three bulkheads. The design\/ layout provided two compartments and permitted seating for four or ballast.<\/p>\n

These were constructed of from sheet aluminum over plywood .Practical, effective and relatively easy to execute with limited tools .This technique was light strong and relatively inexpensive [the angular body shape limiting possibilities of this construction type]. Note that a recent kit car like the Locust adopted a similar arrangement…
\nChapman\u2019s The Austin Special was therefore relatively inexpensive, competitive yet easy to repair. Extremely practical were desirable qualities in a trial car Additional practicality was afforded by retaining the vulnerable mudguards by rawl plugs and wood screws. Repairs were easily effected without permanent damage to the vulnerable parts of the main body.<\/p>\n

Perhaps it can be understood that a certain pride was vested in this car and there was a desire for aesthetic. The Austin special was given a prominent polished radiator cowl. Some might have considered this an inappropriate indulgence and even suggesting inconsistency of thinking in relation to purpose; however possibly constructed from polished sheet copper it might have been relatively easy to make.
\nThis car was developed to incorporate Ford pressed steel wheels and semi-independent front suspension by modifying the Ford front beam axle.<\/p>\n

Advertised as an Austin Seven Special the car was sold by Chapman in late 1950; and believed sold for \u00a3135<\/p>\n

Lotus Mk.11 [Trials and Racing Car] 1949 Reg.No LJH 702
\nBy 1949 Chapman had amassed his academic training and had joined the RAF;
\nAlthough still on a relatively low budget.
\nThe Mk.II was more specialized and more competitive although it retained many features in common with the Austin Special.
\nThe chassis was again Austin Seven fitted with Ford front beam axle and an Austin Seven rear axle… Briefly Chapman experimented with the \u201cJelly Joint\u201d front suspension with the intention of gaining advantage in trials conditions. Engine size and power were increased by the adoption of the Ford 1172 cc side valve engine. Significantly this was mated to the Austin four speed gearbox overcoming the limitations of the Ford three speed box.<\/p>\n

The body was similar to the Austin special but was more compact, sculptured with some tubular bracing and now effectively a two seater.The headlamps swiveled whilst being protected within the body of the car. The car is estimated to have weighed 8 cwt. which seems a little optimistic?
\nDuring 1950 Chapman used the Mk.II in a variety of motoring competitions including trials, sped trials, races, rallies and hill climbs. It is significant that in this car that Colin achieved race success and on one occasion beat a Bugatti. This psychological boost and the greater engineering content of racing might have convinced him to pursue this option. The Mk.II proved extremely versatile and competitive.
\nIn October 1950 the Mk.II was sold to Mike Lawson who achieved considerable success in trials with this car. It was believed to have been advertised at \u00a3325.<\/p>\n

Lotus Mk.1V. Trials \/ Road Car 1952. Reg.No. LMU 4
\nMike Lawson enjoyed considerable success with the Mk.II and this probably gave him the confidence and inspiration to commission a new trials car from Chapman.
\nThis is due course would be the Mk.IV of 1952.<\/p>\n

The concept was traditional with the boxed Austin Seven chassis; it basically followed the Mk.II but the bodywork was attractive and the cockpit roomier.
\nChapman provided a novel front suspension which was nicknamed the \u201cJelly-Joint\u201d
\nThe intention was to replicate a tractors front suspension which was thought to provide advantage in trails driving\/ conditions. The car later reverted to a conventional Ford beam axle.<\/p>\n

The well proven Ford 1172 cc engine was retained along with the models three speed gearbox.
\nAs ever Chapman was willing to search for appropriate and practical design features suitable to the competition\/ conditions. Therefore this car intended specifically for trials was given a hinged mudguard arrangement. This allowed the car to be effectively narrowed where necessary improving maneuverability whilst protecting the guards somewhat from damage.<\/p>\n

Lawson adapted and evoloved the car to match the changing competition which included fitting twin carburetors\/ or a twin choke.
\nIt\u2019s believed that the Allen brothers might have made significant contribution to the building of this car. <\/p>\n

The Trials Mk.VI. Reg No.HEL 46
\nHEL 46 is a rather perhaps special and unique car. The evidence suggests that it was commissioned by Sinclair Sweeney [\u201cTodd\u201d] specifically as a trials car and later sold to Arthur Hay [see Smith, \u201cLotus\u201d The First Ten Years\u201d]
\nThe editor believes there might be an early reference too in January \u201cMotor Racing\u201d 1955.<\/p>\n

We tend to identify the Mk.VI with the efficient small space formed sports car that was remarkably successful in the early fifties normally fitted with the Ford 1172 cc side valve engine.
\nHowever HEL 46 may claim to be the forerunner of the successful Mk.VI model. It too is constructed with a space frame. Period photographs show a distinct chassis dedicated to trials [see editors illustration of Form and Function] it might be considered possibly the first departure from proprietary chassis and the first of the true Chapman designed space frame. It is perhaps important to consider many of the chassis photographs in period as I would seem that HEL 46 is overall lighter and the editor would suggest that this might be due to smaller gauge tube and perhaps the thought that the Ford side valve engine would not place too much stress on the chassis.
\nIt is reputed that this particular car was fitted with a solid Ford front beam axle and coil spring dampers whilst he rear axle benefited from a Panhard rod arrangement. Period photographs suggest that a mixture of wire and pressed steel wheels wee fitted \u2013 possibly 17\u201d at front and 18\u201d at the back. This might be a further explanation for the twin spare wheel carrier and that road tyres were interchangeable, accepting that these cars were frequently driven to events. In period photographs the headlamps are conventionally mounted and a full width windscreen is fitted.
\nThe external appearance of the body follows the pattern established by Lotus but it may be assumed that like the other Mk.VI this is partly stressed .HEL 46 also appears to have a very high ground clearance.<\/p>\n

In many respects HEL 46 is a conservative and conventional logical development of the previous successful trials cars. The main mechanical parts are known and well proven. The editors feel that this car is likely to have benefited from a much lighter and stiffer chassis and this might have provided a significant weight advantage.
\nIt is possible \u2013 extrapolating from period photographs] that this car\u2019s chassis had tubes of between 1.5\u201d to as small as 0.5\u201d and perhaps of 18- 20 swg.and this would make it extremely light.<\/p>\n

Racing: The Mk.111 and Mk.V1 and the 1172 Formula
\nIt is generally thought that Colin made the conversion to circuit racing following his success at the Eight Clubs, Silverstone meeting of 1950. At this event Colin drove the Lotus Mk.II. Period photographs Colin beating a Bugatti.Colin was successful at other events too. The dates are important and ought to be cross referenced they help piece together jigsaw and the time table under which cars were completed.
\nIt is evidence of perhaps:-
\n\u2022\tThe considerable capacity and versatility that Colin had built into the design
\n\u2022\tHis considerable driving skills
\nWe ought to note that immediately post war the competition was not that strong partly for reasons noted and that the specials that did compete had limitations.<\/p>\n

Circuit racing for Colin possibly offered greater rewards, intellectual demands, skills and higher levels of scientific design and engineering. Of course too we ought to acknowledge that he was able to see commercial opportunities. Despite the economic hardships we have noted Britain was increasing its wealth and welfare [see A&R articles Design Decades and the Festival of Britain]
\nColin may have been astute enough to realize that a combination of his driving skill and design would enable him to generate publicity for his own marque and this would hopefully generate sales.<\/p>\n

Colin was active in the 750 Motor Club which was the perfect launch pad from amateur club racing up the ladder to the ultimate in FI.It\u2019s difficult to comprehend from trials driving to FI would be achieved within a decade. He also enjoyed considerable networks and not least of his skills was a sense of opportunism ad perhaps occasionally cynical exploitation. These qualities may seem hard but there were positive outcomes of driving forward and breaking out of limitations.<\/p>\n

The purpose of this article is the examination of Chapman\u2019s entrance into motor sport through trails and his conversion to circuit racing .Therefore will give only minimum technical details of the two cars that honed the racing agenda and concentrate on the possible motivation and consequence. [Both theMk.III and Mk.VI deserve deep and through analysis in their own right and this will follow]<\/p>\n

The MkIII
\nThis car was constructed and probably very successful due to the assistance of the Allen brothers and Colin\u2019s access to Derek Jolly and his Austin Seven engine [see Lawrence]
\nEvidence would suggest that the Mk.III as conceived and built between June 1950 and its first race in May 1951.
\nWhat we don\u2019t know is what formed the motive for moving towards circuit racing. Certainly it\u2019s likely that it provided more excitement, Chapman might have projected a financial aspect linked to his Design and driving talents. But there is also the possibility that early correspondence with Jolly led him to believe he could steal a march on the opposition and launch as a motor racing organization\/ manufacturer.
\nThe Mk.III illustrates perhaps the contradictions facets of Colin Chapman\u2019s character.
\nThe raw donor was a second hand Austin seven bought for \u00a315.
\nFrom which a car was built that dominated the 750 Motor Club events. The car was build up with the resources, skills, equipment and good will of the Allen brothers. On completion due to some obsessive weight shaving techniques it\u2019s claimed the car weighed 815 lbs.
\nThis machine with Colin\u2019s driving; against perhaps and limited and inferior field would have a considerable impact on Chapman and the development of mototoracing. Competitors would have to catch up, become more scientific or purchase a Lotus to be in contention. Chapman would send shock waves through the essentially amateur sport.
\nSome controversy has surrounded the M.III and the AR will investigate this and provide a further dedicated article<\/p>\n

The Mk.VI
\nThe MK.VI deserves a separate article and this follow .Here it is sufficient to be brief.
\nThe editors believe and interpret events that Colin Chapman\u2019s participation within the 750 Motor Club allowed him insights into policy direction. The adoption of the 1172 Formula can be seen to perform a similar role to that of the 750 and Austin Seven and provide affordable club racing; which it did with some considerable success.
\nThe editors deduct that the Mk.VI was designed primarily for club racing but also had an inbuilt capacity for international class racing. It was possible in this area that Chapman hoped for initial success leading to reputation and hence sales.
\nTaylor quotes:-
\n\u201cThe Mk.VI dominated the 750 Motor Club 1172 Formula for two years, and in 1956 John Lawry won the 1200cc class of Autosport Production sports Car Championship\u201d
\nThe Mk.VI was a phenomenal car and package. It might be summarized as:-
\n\u2022\tOutstanding performance in totality
\n\u2022\tVery reliable and serviceable
\n\u2022\tPossessing an extraordinary aesthetic as result of Williams and Pritchard coachwork
\n\u2022\tReasonably affordable
\n\u2022\tRelatively easily \/ quickly constructed
\n\u2022\tIt held its value
\n\u2022\tIt was a true dual use car
\nThe sale of approximately one hundred cars and the domination of club motor racing are self-explanatory. The editors consider it was the Mk.VI that both commercial and competitively established much of the early Lotus reputation.
\nIn addition or simultaneously with the Mk.VI Colin Chapman:-
\n\u2022\tFurther his driving reputation and designer credential by beating the best international competition on occasions
\n\u2022\tOversaw the introduction of Team Lotus
\n\u2022\tWitnessed private owners dominate their class.Peter Gammon in UPE 9 was possible the most successful.
\nThe significance of the Mk.VI was that it gave success to owners of varying abilities i.e. a prospective purchaser could have high expectation that the results would be his and not merely that of an exceptionally gifted individual.<\/p>\n

With the Mk.VI Colin made the personal and organizational commitment to racing. He now had the skills, the experience much of the resources including those of the legion of helpers like the Allen brothers, a Team , a reputation , publicity through the motoring media ,evidence of success and demand for his products. With is encyclopedic knowledge of Ford parts in particular he had a near perfect platform to take momentum and degrees of continuity allied to his superior chassis design and handling to compete and subsequently dominate club racing until late in the decade. Neither should we overlook that even with the most modest of engines Chapman was able to drive and succeed at Le Mans; in a class.<\/p>\n

Although Colin would remain close to the club enthusiast his future was now in circuit racing and he had made the transition from trails to track.<\/p>\n

The Proposed CCM&EC
\nThe proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.
\nFor these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.
\nIn particular the editors would argue that trials ought to be well represented at the proposed museum and the connections with Austin and Fords could be developed. Furthermore the use of mechanical components would permit great symbiosis and scope for interpretation.<\/p>\n

Should the proposed museum be privileged to be located close to a track the inner area would be ideal for trials events but also demonstrations.<\/p>\n

The A&R believes that it ought to support amateur motorsport and the proposed museum could provide practical assistance whilst exploiting retailing opportunities and aftermarket products.<\/p>\n

Period demonstrations etc. also offer the opportunity for drama, film and documentary makers to have authentic backdrops and sets.<\/p>\n

Conclusion
\nThere is considerable evidence to argue in favour of low cost motoracing competition.
\nHaving the value of:-
\n\u2022\tAffordability to all sections of the community
\n\u2022\t\u201cNecessity is the mother of invention\u201d and closely related to improvisation and innovation .These are important qualities to adopt not just in engineering. It\u2019s something worthwhile and using the chapman methodology as a spring board and interpretation the proposed CCM&EC is very capable of developing.
\n\u2022\tWe have noted that trials was fun and family orientated again this as qualities to value and develop. The proposed CCM&EC is capable of providing for these needs underpinned with a learning mixture with entertainment.<\/p>\n

Also noting that Chapman could be a complex character the editors feel that the proposed CCM&EC could perform an important role regarding objectivity and research. The editors with knowledge of Chapman\u2019s shortcomings still believe on balance his contribution to British motor sport was colossal and that rather than totally demonize him with an alternative agenda it\u2019s preferable to search out the facts which when presented can be both fair but more important multi-faceted learning opportunities.
\nWhen all is said and done Chapman and Lotus competed in a market place. Lotus success was won against reasonable competition, some established manufacturers and a highly developed British motor racing culture.<\/p>\n

Reference:<\/p>\n

Magazine Features
\nSpecial Side Valve Supplement. Practical Classics.1989
\nCar Care. Side Valve. Thoroughbred and Classic Cars. July 1981<\/p>\n

Books
\nThe Construction of Ford Specials. John Mills.Batsford.1960
\nPerformance Conversion Wquipment.PH Smith.Foulis.1960
\nTuning Side-Valve Fords. Bill Cooper. Speed and Sport.1969
\nFord Special Builders Manual.GB Wake. Haynes.
\nMotoring Specials. Ian Dussek.Shire.1991
\nISBN: 0747801185
\nFord Specials.PJ Stephens.Foulis.1960
\nThe Ford Ten Competition Engine.PH Smith.Foulis.1960
\nTuning Manual. Cars and Car Conversion. [Speed and Sport] 1967
\nThe Ford Tuning Manual.DHHarri
\nHow to Build Ford Specials.JHHaynes.Modern Enterprises.1959
\nSpecials.J.V.Bolster.Foulis.1949
\nBuilding and Racing My 750.PJ Stephens.Foulis.1953
\nBuilding and Racing My 750 Special. John Haynes
\nBuilding a Ford 10 Special. John Haynes.
\nLotus _The Early Years.Peter Ross
\nThe Lotus Book. William Taylor
\nColin Chapman. Mike Lawrence.
\nManuals
\nFord Anglia, Prefect.P.Olyslager.Sunday Times.1961
\nFord Cars.TBD Service.Aurthur Pearson<\/p>\n

Web sites
\nThe Sport Trial Association and see wwwsportingtrials.com
\nwww.wheelspininfo\/cars\/cannon.htm<\/p>\n

The British Library
\nThe editors wish to acknowledge that this article and most others are compiled following research at the British Library.
\nA debt of gratitude is owed to this magnificent institution.
\nThe services and access to books are free. This means that quality research can be undertaken without regard to cost and availability issues.
\nThe service and support are second to none and the staff at all levels exceeding helpful and cooperative
\nTypically the editors can order books in advance and potentially examine ten books on any occasion.
\nShould any of our subscribers wish to recommend a book review or indeed an article that can be extracted from the British library please ask?
\nOf course where possible personal visits are recommended .Details are:-
\nThe British Library,
\n96 Euston Road,
\nLondon,
\nNW1. 2DB<\/p>\n

www.bl.uk<\/p>\n

Tel: 0207-412-7332<\/p>\n

The British Library was created to unite the Library of the British Museum with other natural archives.
\nIt has approximately access to 150 million items and engineering is well represented.
\nAvailable are:-
\n\u2022\tBooks
\n\u2022\tManuscripts
\n\u2022\tMaps
\n\u2022\tNewspapers
\n\u2022\tMagazines
\n\u2022\tPrints
\n\u2022\tDrawings
\n\u2022\tStamps
\n\u2022\tMusic scores
\n\u2022\tPatents
\n\u2022\tSound recordings.
\n[Note recent article on Chapman and patents .The editor intends to discover if it\u2019s possible to examine those submitted by Colin Chapman and if his is the case it will be reported through the A&R]
\nWithin the Library there is space for 1,200 readers and over 16,000 people use the collection each day either in person or via the web.
\nThere are additional reading rooms at Boston Spa and Colindale.<\/p>\n","protected":false},"excerpt":{"rendered":"

The Hills, Spills and Thrills: Colin Chapman\u2019s and Lotus Transition from Trials to Track Introduction This article is written with inspiration from the following sources:- \u2022 The revival of interest in Historic Trials [ see web references below] \u2022 The editors consider that trials provided greater momentum to the development of Lotus and Chapman than […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":282,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1775"}],"collection":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1775"}],"version-history":[{"count":2,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1775\/revisions"}],"predecessor-version":[{"id":1786,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1775\/revisions\/1786"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/282"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1775"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}