Throughout there are some excellent descriptive pieces and the editor will quote several of these. The debate about defence spending continues to the present and many of the principles and issues outlined remain relevant. Excellent and extensive sets of note references are made at the end of the book.<\/p>\n

Early on Hamilton-Paterson introduces the reader to the main test pilots. These include: –<\/p>\n

\n
• John Farley<\/li>\n
• John Cunningham<\/li>\n
• Brian Trubshaw<\/li>\n
• Geoff Tyson<\/li>\n
• John Derry<\/li>\n
• Neville Duke<\/li>\n
• Roland Falk<\/li>\n
• Bill Waterton<\/li>\n
• Roland Beaumont<\/li>\n
• Peter Twiss<\/li>\n
• Mike Lithgow<\/li>\n
• Eric \u201cWinkle\u201d Brown<\/li>\n<\/ul>\n

  Bill Waterton\u2019s life story figures highly in this narrative.<\/p>\n

  Some of the most notable engineer-designers were: –<\/p>\n

  \n
  • Stanley Hooker<\/li>\n
  • Archibald Russell<\/li>\n
  • George Edwards<\/li>\n
  • Frederick Page<\/li>\n
  • \u201cTeddy\u201d Petter<\/li>\n
  • Sir Roy Fedden<\/li>\n<\/ul>\n

    These extremely brave courageous men of integrity were frequently ex-RAF pilots and many were engineers. They often earnt during the 1950-s between \u00a31500-2000 per annum. They also paid high tax. There was a high death toll. When others are critical of Colin Chapman this work helps us understand that the aircraft designers were also pushing the envelope. The test pilots performed many roles not least by demonstrating the aircraft to engender sales and exports; thereby creating employment at home.<\/p>\n

    On several occasions Hamilton-Paterson refers to the period film \u201cThe Sound Barrier\u201d by David Lean. This image tended to enter the public psyche but was not the reality as the book details.<\/p>\n

    \u201c Empire of the Clouds\u201d is approximately 350pages. It commences with technological developments of the Second World War and not least the German and how the soviets developed the MiG-15. Of importance in the development of UK policy is the socio- economic culture in the transition from war to peace and from command economy to free enterprise. Hamilton- Paterson is critical of the political parties of all shades. Admittedly they had a difficult task and there were many competing considerations of social welfare, political reality and second-guessing as towards enemy technological development and the role of nuclear weapons etc.<\/p>\n

    Hamilton \u2013Paterson is rigorous in his analysis of the policy role and some of its inadequacy however the editors feel that it\u2019s worth restating and extending some of the factors involved. These include: –<\/p>\n

    \n
    • The diverse and sometimes contradictory competition and rivalry between the stakeholders e.g.: civil service, government ministers, treasury officials and airlines.<\/li>\n
    • The ability to predict need and an ability to design for this [including specification]<\/li>\n
    • Secrecy and competition<\/li>\n
    • Time table and lifecycles of parliaments<\/li>\n
    • Social costs and taxation and welfare requirements and reconstruction<\/li>\n
    • Free market \u2013 private ownership, negative competition<\/li>\n
    • NATO<\/li>\n
    • \u201cCost-Plus\u201d accounting and calculations<\/li>\n
    • Overtones of defence blackmail and fears of nationalisation impacting on investment<\/li>\n
    • International policy decisions e.g. 1946 McMahon Act in USA<\/li>\n
    • Geo-politics including land and land values, climate, distance, national boundaries and flying population [many of which favoured America]<\/li>\n
    • Military\/Civilian overlap and subsidy<\/li>\n<\/ul>\n

      Hamilton \u2013Paterson sums it up nicely as a combination or blend of duplicity, Whitehall farce and industrial confusion. It would also appear that boffins and accounts were also at odds with the hands on engineers, designers and test pilots. One test pilot JA\u201dRobby\u201dRobinson is quoted as saying the cockpits were \u201cergonomic slums\u201d and ludicrously inadequate. Often the test pilots advice or requirements were overlooked. There safety was not much of a concern either. Bill Waterton is a hero in Hamilton-Paterson\u2019s eyes but his forthright outspokenness did not endear him to his employers. He eventually effectively became a non-person.<\/p>\n

      When all of these are factored in clear-cut decisions in the UK would not be easy.<\/p>\n

      The editors would like to have perhaps seen the details of the actual government \/MoD specifications \/ contract for planes in order to better understand the relationship between the two parties. As continues to the present day e.g. the computers in the NHS. If flaws are contained at this stage its questionable who might be more responsible. Related to this might be issues of spares and anticipated servicing. Hamilton-Paterson notes that the English Electric Lighting required 1000 hours of serving for every hour of flight!!<\/p>\n

      In the early 1950\u2019s the Meteor is believed to have cost \u00a338,000 or approximately \u00a31 million in 2010.<\/p>\n

      Hamilton-Paterson also considers that British tooling and equipment was inferior to that of other competitors. The editors can understand this criticism but sadly it might reflect on fear of nationalisation or policy reversals .A climate of investment has to see possibilities of return.<\/p>\n

      Away from the more serious analysis and detail surround test pilots working practice Hamilton- Paterson paints graphic word pictures of a school boy amazed and exhilarated by the sight and sound of thee beautiful yet aggressive early jets. Both the editors can vouch for similar experience particularly relating to the Vulcan.<\/p>\n

      Of a conversation between father and son: –<\/p>\n

      \u201cNot scared exactly? My father asked with slight mockery, not scared exactly just rendered helpless by a majesty even the Second Coming could not hope to emulate\u201d<\/p>\n

      And later about attending an air show: –<\/p>\n

      \u201cThis is what they had come for after all, the violent music of a new technological era; the future made audible\u201d<\/p>\n

      Generally the author follows a chronology working from the Hunter in 1951 through the Vickers Viscount of c 1956. Hamilton-Paterson quotes that it earned \u00a36.25million in exports, which is suggested as an equivalent of \u00a31.25 billion in 2010, and in his estimation was Britain\u2019s most successful commercial aircraft.<\/p>\n

      The author suggests that the VC 10 was a tour de force. He provides some excellent descriptions of the start up procedure for the Lightning.<\/p>\n

      \u201cOn reheat seemed enough to jar the planet from its orbit .We were cocooned in thunder, annihilated by din\u201d<\/p>\n

      The TRS2, which is still hotly debated today, is discussed and analysed by the author. C 1965 \u00a3195 million development costs were written off. Some readers will be appalled but the whole context and relationships recorded will help explain.<\/p>\n

      Concorde is the last machine discussed. Again Hamilton- Paterson finds graphic statistics and records that the plane cost \u00a31.1 billion in development costs and that translated into 34 million families in Britain and France paying \u00a333 in tax. The whole experience is better understood as a result of this book and in particular the precarious, complex issues beyond technology that frequently impact on economic \/ commercial success.<\/p>\n

      To sum up this is a very readable and intelligent work. It is descriptive and analytical. It certainly pertains to the set up period of Lotus at Hornsey and indirectly explains why many of the de Havilland engineers, aerodynamicists contributed so much. As often the case its well researched and written works outside the major subject area that can offer very telling and compelling evidence of the circumstances. In many works about Colin Chapman and Lotus we hear the how; in this work we learn in addition the when, where, what, which and why are brought into clear focus. \u201cEmpire of the Clouds\u201d is thought provoking, entertaining, nostalgic and value for money.<\/p>\n

      This book will be of interest and value to: –<\/p>\n

      \n
      • Students of Colin Chapman and post Second World War motor racing design<\/li>\n
      • Aircraft designers, accounts and historians<\/li>\n
      • Drama and documentary writers might find much of post war sociology and culture that underpinned hopes expectations through to careers and perceptions<\/li>\n<\/ul>\n

        \u201cEmpire of the Clouds\u201d makes frequent reference to air shows at Farnborough and Biggin Hill. As the latter is close to the editors home local research will be conducted and results posted through this site.<\/p>\n

        Our subscribers might like to cross-reference this with other pieces from the A&R: –<\/p>\n

        \n
        • Colin Chapman, Lotus and Aviation<\/li>\n
        • Mosquito film review<\/li>\n
        • The de Havilland and Mosquito Museum review<\/li>\n
        • Britain Can Make It and The Festival of Britain<\/li>\n
        • Industrial Designers<\/li>\n
        • Frank Costin<\/li>\n<\/ul>\n

          Machines Featured in \u201cEmpire of the Clouds\u201d<\/b><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n

          BRITISH AVIATION: EXAMPLES<\/b><\/b><\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Manufacturer<\/td>\n	Name<\/td>\n	Model \/No.<\/td>\n	Weight.lbs<\/td>\n	Metric.kgs<\/td>\n<\/tr>\n
          Sopworth<\/td>\n	<\/td>\n	Rhino<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Short<\/td>\n	<\/td>\n	Silver Streak Streak<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Short<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Sperrin<\/i><\/b><\/td>\n	SA 4<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          C6C<\/td>\n	<\/td>\n	Autogiro<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Ciervac<\/td>\n	<\/td>\n	\n 40<\/p>\n<\/td>\n	RotaII& W.9<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Saro<\/td>\n	<\/td>\n	Shrimp<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          de Havilland <\/i><\/b><\/td>\n	DH 108<\/i><\/b><\/td>\n	Swallow<\/i><\/b><\/td>\n	TG 283<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hanley Page<\/td>\n	<\/td>\n	HP 115<\/td>\n	XP84<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          BAC<\/td>\n	<\/td>\n	Concorde<\/td>\n	GB SST<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Bristol<\/td>\n	<\/td>\n	\n 173<\/p>\n<\/td>\n	XH 379<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          BAE<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	TSR.2<\/i><\/b><\/td>\n	XR 219<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hanley Page<\/td>\n	<\/td>\n	HP 115<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Fairey<\/td>\n	<\/td>\n	FD.2<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Bristol<\/td>\n	<\/td>\n	Brabazon<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Bristol<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Britannia<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hawker<\/td>\n	<\/td>\n	P1127<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Fairey<\/td>\n	<\/td>\n	Rotodyne<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Fairey<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Delta<\/i><\/b><\/td>\n	FD 2<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Bristol<\/td>\n	<\/td>\n	\n 173<\/p>\n<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          English<\/i><\/b><\/td>\n	Electric<\/i><\/b><\/td>\n	Lightning<\/i><\/b><\/td>\n	P1<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          English Electric<\/i><\/b><\/td>\n	Canberra<\/i><\/b><\/td>\n	BI VN 799<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          de Havilland<\/td>\n	Mosquito<\/td>\n	<\/td>\n	Emp’13,356<\/td>\n	\n 8,028<\/p>\n<\/td>\n<\/tr>\n
          de Havilland <\/i><\/b><\/td>\n	DH 106<\/i><\/b><\/td>\n	Comet<\/i><\/b><\/td>\n	I<\/i><\/b><\/td>\n	Emp’75,400<\/td>\n	\n 32,200<\/p>\n<\/td>\n<\/tr>\n
          “Multi”<\/td>\n	<\/td>\n	Tornado<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hawker<\/i><\/b><\/td>\n	Harrier<\/i><\/b><\/td>\n	Jump jet<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hawker<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Hunter<\/i><\/b><\/td>\n	F Mk.I<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          de Havilland<\/td>\n	<\/td>\n	Venom<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          de Havilland<\/i><\/b><\/td>\n	Vampire<\/i><\/b><\/td>\n	FI<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          de Havilland<\/td>\n	<\/td>\n	Trident<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          SEPCAT<\/td>\n	<\/td>\n	Jaguar<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Gloucester<\/td>\n	F<\/td>\n	Meteor<\/td>\n	Mk.IV<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Gloucester<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Javelin<\/i><\/b><\/td>\n	GA5<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Vickers<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Viscount<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Vickers<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	VC 10<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Vickers<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Valliant<\/i><\/b><\/td>\n	BI<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Blackburn<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Buccaneer<\/i><\/b><\/td>\n	S Mk.I<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Avro+others<\/i><\/b><\/td>\n	\u00a0<\/i><\/b><\/td>\n	Vulcan<\/i><\/b><\/td>\n	B2<\/i><\/b><\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Supermarine Aviation<\/i><\/b><\/td>\n	Swift<\/i><\/b><\/td>\n	\n 535<\/i><\/b><\/p>\n<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Manufacturers<\/b><\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          de Havilland<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Shorts Aircraft<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hanley Page<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          The Blackburn Aircraft Co<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Sopwith Aviation Co<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Avro<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          The Bristol Aeroplane Co<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Hawker Aircraft Ltd<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Westland<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Airspeed<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Aircraft Manuf’Co<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Armstrong Whitworth<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Cierva<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          English Electric<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Fairey<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Supermarine Aviation<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Vickers<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          B.A.E.<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          SEPCAT<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Gloucester<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          <\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n<\/tr>\n
          Nb Bold Italic indicates machines featured in ” Empire of the Clouds”<\/i><\/b><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The Proposed CCM&EC.<\/b><\/p>\n The proposed museum believes that commercial and educational objectives are both a necessity and complementary.<\/p>\n For this reason our business plan includes provision for promoting products that are complementary with the Chapman methodology of mechanical efficiency and sustainability.<\/p>\n Written into our plan are extensive proposals that relate to aviation and in particular micro lights .Our proposals range from books to models to introduction to flying lessons with direct connections to flying schools and clubs. In addition we propose outreach and overlaps with aviation museums. In addition its intended to hold working demonstrations and display pieces to complement school and college curricular etc.<\/p>\n The proposed museum is subtitled the \u201cExploratory -Laboratory\u201d and our visitors and students will be encouraged to conduct experiments. In particular race simulators will enable students to measure and experience theoretical principles in practice on a look and learn basis.<\/p>\n Conclusion.<\/b><\/p>\n There are parallels between motoring and aviation. These go beyond engineering .Not least perception and association that influence marketing and owner identification.<\/p>\n Much of the Chapman genius was to recognize parallel technologies and extrapolate between to the two. Only second was his determination to use specialists to extract the best possible design and performance.<\/p>\n The A&R appreciates the importance of the scientific and engineering overlap and the British contribution in this development that of course continues to the present day in FI and also green technologies and search for fuel savings. The proposed CCM&EC the business plan allows for a considerable interpretation of aviation \/ aerodynamic technology with demonstrations and commercial income from activities related to flying.<\/p>\n Should any of our subscribers wish for more information on any book reviewed please ask.<\/p>\n The A&R editors are always receptive to suggestions for book reviews again please ask; we will endeavour to help.<\/p>\n <\/a><\/p>\n 6. The Cool 500<\/b><\/p>\n Date: 19\/02\/2014 \nAuthor: Matt Master \nTitle: Top Gear: The Cool 500 [The Coolest Cars Ever Made] \n<\/span>Publisher &Date: BBC Books.2012 \n<\/span>ISBN: 9781849901390 \nA&R library copy: Yes<\/p>\n There are several books with a similar concept but Top Gear Cool 500 has its value.<\/p>\n The editors suggest that its strength is:-<\/p>\n \n 500 entries provides inclusive \/representational range<\/li>\n The selection of photographs [ some period, many promotional or marque brochure and studio compositions] are very evocative and useful<\/li>\n Dates are given<\/li>\n Production number [ not every model]<\/li>\n The decade breakdown overlays with A&R articles Lotus Design Decades<\/li>\n Their system\/recording allows model\/ marque ease of comparison & peer benchmarking<\/li>\n Marque evolution can be traced and those with some consistency of iconic product\/DNA<\/li>\n Includes small selection of racing cars including F1<\/li>\n Useful index that allows further ease of reference\/ statistical comparison<\/li>\n Generally compact and user friendly<\/li>\n<\/ul>\n The editors believe this work might appeal to:-<\/p>\n \n Motoring historians and journalists<\/li>\n Social \/ cultural historians and commentators<\/li>\n Brand managers<\/li>\n Creative media and advertising professionals<\/li>\n Prospective purchasers and collectors<\/li>\n Motor design engineers and coachwork designers<\/li>\n Students of engineering aesthetics<\/li>\n Drama, film and documentary researchers etc.<\/li>\n<\/ul>\n The editors liked the fact that such a large proportion of Lotus models were included. To whet the appetite a selection of other marques are included.<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n Date Given in book<\/td>\n Marque<\/td>\n Model No<\/td>\n Name<\/td>\n <\/td>\n<\/tr>\n \n 1956<\/p>\n<\/td>\n Lotus<\/td>\n Eleven<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1957<\/p>\n<\/td>\n Lotus<\/td>\n Seven<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1958<\/p>\n<\/td>\n Lotus<\/td>\n <\/td>\n Elite<\/td>\n <\/td>\n<\/tr>\n \n 1963<\/p>\n<\/td>\n Lotus<\/td>\n Ford-Lotus<\/td>\n Cortina<\/td>\n <\/td>\n<\/tr>\n \n 1966<\/p>\n<\/td>\n Lotus<\/td>\n <\/td>\n Europa<\/td>\n <\/td>\n<\/tr>\n \n 1967<\/p>\n<\/td>\n Lotus<\/td>\n \n 49<\/p>\n<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1976<\/p>\n<\/td>\n Lotus<\/td>\n <\/td>\n Esprit<\/td>\n “The definitive 70’s wedge”<\/td>\n<\/tr>\n \n 1977<\/p>\n<\/td>\n Lotus<\/td>\n \n 78<\/p>\n<\/td>\n JPS<\/td>\n <\/td>\n<\/tr>\n \n 1996<\/p>\n<\/td>\n Lotus<\/td>\n <\/td>\n Elise<\/td>\n <\/td>\n<\/tr>\n \n 2000<\/p>\n<\/td>\n Lotus<\/td>\n <\/td>\n Exige<\/td>\n <\/td>\n<\/tr>\n \n 2000<\/p>\n<\/td>\n Lotus<\/td>\n 340 R<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2010<\/p>\n<\/td>\n Lotus<\/td>\n <\/td>\n Evora<\/td>\n <\/td>\n<\/tr>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1934<\/p>\n<\/td>\n Austin<\/td>\n \n 7<\/p>\n<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1937<\/p>\n<\/td>\n Talbot- Lago<\/td>\n T150 CSS<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1952<\/p>\n<\/td>\n Fiat<\/td>\n 8v<\/td>\n Zagato<\/td>\n “Subtle and perfectly balanced”<\/td>\n<\/tr>\n \n 1959<\/p>\n<\/td>\n Maserati<\/td>\n Tipo 61<\/td>\n Birdcage<\/td>\n <\/td>\n<\/tr>\n \n 1963<\/p>\n<\/td>\n Gordon Keeble<\/td>\n GK-4<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1966<\/p>\n<\/td>\n Bizzarrini<\/td>\n \n 5300<\/p>\n<\/td>\n Strada<\/td>\n <\/td>\n<\/tr>\n \n 1968<\/p>\n<\/td>\n Marcos<\/td>\n XP<\/td>\n Mantis<\/td>\n <\/td>\n<\/tr>\n \n 1970<\/p>\n<\/td>\n Ferrari<\/td>\n 512 S<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 1991<\/p>\n<\/td>\n Bugatti<\/td>\n EB 110<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2002<\/p>\n<\/td>\n VW<\/td>\n 1-Litre<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2004<\/p>\n<\/td>\n Chrysler<\/td>\n ME<\/td>\n Four-Twelve<\/td>\n<\/tr>\n \n 2005<\/p>\n<\/td>\n Ford<\/td>\n GT<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2006<\/p>\n<\/td>\n Ferrari<\/td>\n P4\/5<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2007<\/p>\n<\/td>\n Alfa Romeo<\/td>\n 8C<\/td>\n Competizone<\/td>\n<\/tr>\n \n 2007<\/p>\n<\/td>\n Ferrari<\/td>\n F430<\/td>\n Scuderia<\/td>\n <\/td>\n<\/tr>\n \n 2008<\/p>\n<\/td>\n Nissan<\/td>\n 370 Z<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2008<\/p>\n<\/td>\n Citroen<\/td>\n <\/td>\n GTbyCitroen<\/td>\n<\/tr>\n \n 2009<\/p>\n<\/td>\n Noble<\/td>\n M600<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2009<\/p>\n<\/td>\n BMW<\/td>\n VED<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2010<\/p>\n<\/td>\n Porsche<\/td>\n \n 918<\/p>\n<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2010<\/p>\n<\/td>\n Bugatti<\/td>\n Veyron<\/td>\n SuperSport<\/td>\n <\/td>\n<\/tr>\n \n 2011<\/p>\n<\/td>\n Jaguar<\/td>\n C-X75<\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n 2011<\/p>\n<\/td>\n McLaren<\/td>\n MP4-12C<\/td>\n <\/td>\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Top Gear .The Cool 500 is nicely presented with monocolour photographs on the hardback front and rear covers. These pose cars in \u201coffsets\u201d that accentuates differences but invites comparison.<\/span><\/p>\n The text by Master\u2019s is not technical and he deliberately focuses on the \u201creputational\u201d and cultural significance of each item in some period context.<\/p>\n This aspect makes it very complementary with AR articles Lotus Design Decades.<\/p>\n Subscribers might like also to read and study this work alongside A&R book review \u201c50 Cars that Changed the World\u201d by the Design Museum.<\/p>\n When we read so often , and when such distinguished sources make complementary remarks and inclusion about Colin chapman and Lotus it really does question why a museum does not exist where the marque could really be given the presentation and interpretation that so many acknowledge and credit.<\/p>\n The purpose not a retrospective anointment or adoration but rather a means of projecting excellence, increasing sales, employment and British engineering innovation. Where so many other traditional brands sell on heritage, reputation design aesthetic and content it seems almost sabotage when such achievement goes unacknowledged.<\/p>\n The disadvantage.<\/b><\/p>\n \n Unit item cost possibly relatively expensive associated with relatively small batch<\/li>\n Possible ransom opportunity upset sales and production<\/li>\n Purchase and delivery uncertainty and their impacts<\/li>\n Possible legal controls and loss warranty again influence sales [other caveats and technical barriers]<\/li>\n Dilutes manufacturers reputation. Concepts of grand integrity. Also success may be attributed to another source.<\/li>\n Opportunities for economy of scale and franchise removed<\/li>\n Possible servicing restrictions, objections warranty issues etc<\/li>\n Potential for several external engines across model range.<\/li>\n Potential for gap between engine and chassis capacity and performance<\/li>\n May complicate sponsorship.<\/li>\n<\/ul>\n 7. Collectables<\/strong><\/p>\n <\/a><\/p>\n Lotus Pedal Car<\/p>\n 8. YouTube<\/strong><\/p>\n Lotus cars Norfolk<\/a><\/p>\n  <\/p>\n Thank you for your continued \u00a0interest and support<\/p>\n Editors of the newsletter<\/p>\n John Scott-Davies \nNeil Duncan \nJamie Duncan\u00a0 (webmaster)<\/p>\n","protected":false},"excerpt":{"rendered":" Colin Chapman Museum and Education Centre Newsletter March 2014 Newsletter – Number \u00a046 Lotus out and about Museums worth visiting Questions from our readers Announcement Lotus books for the library The Cool 500 Lotus\u00a0Collectables Lotus interest on YouTube All previous articles are held on the website. 1. Lotus out and about Came across this hanging […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":1796,"menu_order":1,"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\/1823"}],"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=1823"}],"version-history":[{"count":2,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1823\/revisions"}],"predecessor-version":[{"id":1841,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1823\/revisions\/1841"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1796"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1823"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}