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

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

Note that several sources have been drawn upon for specifications.\u00a0 For general consistency the editors use Taylor, The Lotus Book .In this article other additional\/ complementary sources are used and stated where appropriate.<\/p>\n

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

The Post -War Era<\/strong><\/p>\n

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

\n
• Post \u2013war Rationing including petrol and raw materials steel etc.<\/li>\n
• Suez crisis impact and petrol rationing<\/li>\n
• Purchase tax was considerable and major savings \/increased specification could be created by self-building<\/li>\n
• Ford and Austin Specials- a culture of building , tuning and experimenting partly to avoid taxes<\/li>\n
• 750 Motor Club and 1172 Formula and culture of highly competitive amaeuter club racing<\/li>\n
• The Lotus Seven, Lotus Elite ,Austin Healey Sprite Mk.I, Mini, and E Type Jaguar<\/li>\n
• London particularly the swinging sixties , Carnaby Street and the Racing Car Show*<\/li>\n
• The World economic crisis on two occasions with its impact on oil prices and consumers through petrol price but also VAT and interest rates<\/li>\n
• Mainstream manufactures providing more sophisticated models particularly the hot hatches and GTi range<\/li>\n
• European legislation .Mot\u2019s and safety issues etc. impacting on exports e.g. US<\/li>\n
• The availability of engines gearbox and axles etc. from manufacturers<\/li>\n
• Technical skill levels and apprenticerships in engineering have reduced so fewer have skills or motivation to assemble component cars. Note property prices have also become significantly higher based on footprint many do not have space to assemble component car<\/li>\n
• Culture and taste showing an interest in sustainability<\/li>\n<\/ul>\n

  *The Racing Car Show [see dedicated A&R article]<\/p>\n

  Many of both Lotus and Marcos models debuted at the Racing Car Show and made a considerable impact including winning orders. To fully appreciate this context subscribers are recommended to see A&R dedicated article and that of Carnaby Street which explains the London scene in the 1960\u2019s<\/p>\n

  Peers<\/strong><\/p>\n

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

  \n
  • Eric Broadley<\/li>\n
  • Frank Nichols<\/li>\n
  • A.Mallock<\/li>\n
  • Walklett brothers<\/li>\n
  • John and Charles Cooper<\/li>\n
  • John Tojeiro<\/li>\n
  • Julian Kingsford-Booty<\/li>\n
  • David Ogle<\/li>\n
  • Trevor Wilkinson<\/li>\n<\/ul>\n

    British Specialist Car Manufacturers of the Era<\/strong><\/p>\n

    \n
    • TVR<\/li>\n
    • Morgan<\/li>\n
    • Lola<\/li>\n
    • Turner<\/li>\n
    • Gilbern<\/li>\n
    • Ginetta<\/li>\n
    • Elva<\/li>\n
    • Tornado<\/li>\n
    • Berkley<\/li>\n
    • Bond<\/li>\n
    • Falcon<\/li>\n
    • Deep Sanderson<\/li>\n
    • Fairthorpe<\/li>\n
    • Lenham<\/li>\n
    • Rochdale<\/li>\n
    • Unipower<\/li>\n<\/ul>\n

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

      Marcos<\/strong><\/p>\n

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

      Jem Marsh<\/strong><\/p>\n

      Jem Marsh as noted is a contemporary of Chapman and they had interests in common.<\/p>\n

      These might be summarizes as:-<\/p>\n

      \n
      • Both were of similar age<\/li>\n
      • Both had experience of the British armed forces post war.<\/li>\n
      • Both men were competent competition drivers; Jem Marsh right through his life and career<\/li>\n
      • Both gained experience and participated in amateur club racing via the 750 Motor Club [note importance of 750 and 1172 formulas] its interesting to note both men had ridden motorcycles.<\/li>\n
      • Both worked with \/alongside other men of considerable abilities .Chapman in early days with Mike and Frank Costin , Keith Duckworth ; and Jem Marsh again with Frank Costin, Dennis and Peter Adams and others<\/li>\n
      • Both men produced and sold a mixture of competition and road cars with some small overlap of customer base but Lotus on a far greater scale.<\/li>\n
      • Both men shared some character traits in common but the differences were greater [see A&R article on Motoring Icons]<\/li>\n
      • Both responded to the market for tuning and components for specials [ see era ] and both developed this into turnkey and component cars although at vastly different volumes<\/li>\n
      • Both men witnessed their cars raced at Le Mans again with Lotus having far greater success and publicity<\/li>\n
      • Both men demonstrated considerable determination and business acumen against the odds at various times to keep their specialist marques afloat again Chapman being the more enterprising and resourceful of the two with a far larger concern and workforce to support. Both experienced massively polarized success and failure \u2013Chapman perhaps more so both in his racing team and car production<\/li>\n
      • Both men learned lessons, both perhaps aspiring against realities but also able to adapt and improvise e.g. .Chapman the Elan following the Elite and Marsh the Mini \u2013Marcos Vis the 1800.<\/li>\n
      • Both used mainstream engines notably Ford to give their products practicality and affordability<\/li>\n
      • Both men had a particular impact during the 1960\u2019s and their products were owned by the style leaders of the swinging sixties [ see A&R article on \u201cThe Avengers\u201d and Carnaby Street, as noted their cars were launched\u00a0 at the Racing Car Show.<\/li>\n<\/ul>\n

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

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

        Jem Marsh spent many years in the Navy. He enjoyed photography and developed this as sideline. Following this he had employment as a stunt driver, car salesman and gained some useful experience at Firestone\u2019s.<\/p>\n

        Jem Marsh is a tall lean man and this is unusual in a racing driver and probably incongruous in the compact cigar body racers of the 1950\u2019s. Jem was competitive on and off the track and possessed a strong sense of vision and determination when motivated and focused. Jem entered racing through the 750 Motor Club and drove an Austin Special with some success. He had his first race in 1954. Of the early mid 1950\u2019s he stated:-<\/p>\n

        \u201cWe could pick up Austin Seven\u2019s for \u00a35\u201d<\/p>\n

        During the 1950\u2019s in Britain there was a demand for second hand cars due to many factors including the war, postwar austerity, export preventing home market availability and also purchase tax etc.<\/p>\n

        Note these factors would be significant until the widely available introduction of the Mini and Austin Healey Sprite Mk.I in the late 1950\u2019s.<\/p>\n

        These factors created a market for second hand cars and possible specials as a derivative. Jem would have had a special perspective on this [as did Chapman] from racing and observation\/ experience. It was probably the demand for tuning equipment \/ conversion parts that led him to form Speedex. It is worth looking at period magazines to see the companies that were providing tuning and\u00a0aftermarket spares. These included Aquaplane, Dante, Super Accessories and LMB [Lesley Ballamy for whom Jem worked briefly-see A&R articles]<\/p>\n

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

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

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

        The marque name Marcos is combination of these men\u2019s surnames.<\/p>\n

        Jem Marsh split from Frank Costin and in the early 1960\u2019s set up production at Bradford on Avon. Here he was to enjoy both financial support and encouragement from Grenville Cavendish c 1962-66.<\/p>\n

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

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

        Frank Costin<\/strong><\/p>\n

        We recommend our subscribers to see our extended and dedicated article on Frank Costin in our contemporary\u2019s series. Frank Costin had experience of the 2^{nd<\/sup> World War Mosquito and allied construction \/ design of gliders and light aircraft.<\/p>\n}

        Dennis Adams<\/strong><\/p>\n

        Dennis Adams holds an important place in British specialist motor design. He was self-taught and gained some early experience at Lister\u2019s in Cambridge. He is believed to have served in the RAF.His designs include:-<\/p>\n

        \n
        • Adams Roadster<\/li>\n
        • Probe series 15 onwards through to Probe 2001[Probe was dubbed \u201can investigation into extreme of styling\u201d ]<\/li>\n
        • Autocars project<\/li>\n
        • Sports racing cars [see chapter XP Group 3]<\/li>\n
        • Luxury off road vehicles<\/li>\n
        • Recreations \/reinventions interpretations of classic\/ veteran vehicles<\/li>\n
        • Single seat commuter car<\/li>\n
        • Futuristic\u00a0 3 seat vehicle<\/li>\n
        • Wrought iron work<\/li>\n
        • Furniture<\/li>\n<\/ul>\n

          His most famous and memorable work is probably the original Marcos 1800. [See sketches p 66 \u201cMarcos\u201d by Barber & page 107 \u201cSpecialist Sports Cars\u201d by Heseltine] this car possesses elements of the Ferrari GTO \/GTB and the aerodynamic E Type Jaguar and perhaps also the Alfa Romeo GTZ.<\/p>\n

          Adams is also famous for the appearearnce of the Probe in the iconic film \u201cClockwork Orange\u201d<\/p>\n

          It\u2019s believed that from the early 60\u2019s he undertook design consultancy and that by the early 1980\u2019s he formed a design consultancy named Adams Design Studio. He was featured along with Probe 16 in Daily Telegraph supplement discussing British designers which also included Chapman. The Probe was also given some prominence at the London Motor show when Styling was promoted again involving the Telegraph.<\/p>\n

          His brother Peter was a skilled carpenter and contributed significantly to the chassis constructed of marine ply.<\/p>\n

          When first taken on and working in Wales with Frank Costin it\u2019s believed his wage was \u00a335 month.<\/p>\n

          Gullwing GT prototype [Xylon?]:c1959<\/strong><\/p>\n

          This car was designed by Frank Costin .The prototype is believed to have his design for both body and chassis.<\/p>\n

          The GT possibly had a brief that contained some of the following elements:-<\/p>\n

          \n
          • The GT was possibly conceived primarily as a sports car for road use with the potential for competition<\/li>\n
          • To be enclosed: I \/ for aerodynamics, ii \/ for advantage racing class,iii \/ comfort \/protection combined road \/race car, iv \/ address new generation Mini & AH Sprite etc.<\/li>\n
          • In order to be competitive weigh same or less than Lotus Seven with greater torsional rigidity [it\u2019s believed that Costin aspired to a weight between 7-8 cwt.]<\/li>\n
          • Ability to accept proprietary parts notably Ford: I economy\/ availability ,ii tuneability, iii eligibility for racing class<\/li>\n<\/ul>\n

            Frank Costin is reputed to have referred to the Xylon as \u201ca dry Lotus Seven\u201d<\/p>\n

            The prototype was registered as DFF 529. It\u2019s likely that it was built through 1959 and registered in 1960.It\u2019s believed that it was painted a dark colour [as indicated by B&W photographs] possibly blue with unpainted aluminum guards front and rear.<\/p>\n

            In appearance the prototype possessed:-<\/p>\n

            \n
            • Gullwing door arrangement with large side window<\/li>\n
            • Low bonnet with long tapering nose cone<\/li>\n
            • 4 piece windscreen<\/li>\n
            • High cabin [ nb Jem Marsh\u2019s height]<\/li>\n
            • Cycle guards front and rear where they are integrated with body<\/li>\n
            • Small low and close set headlamps<\/li>\n
            • Curious rear end \/ cabin treatment<\/li>\n<\/ul>\n

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

              The Chassis<\/em><\/p>\n

              Structural timber<\/em><\/p>\n

              Timber is not a material associated with the chassis of motor cars but it has excellent properties and is used to advantage in: boats, planes, gliders, furniture, and architecture and of course in many prewar automobiles where it was used for framing. It is strong, stable durable and has a modest weight. It\u2019s relatively easily worked and joined. Its strength can be increased when it is veneered, laminated or resin bonded.<\/p>\n

              The chassis was constructed of special laminated plywood on the monocoque principle and joined using the synthetic Aerolite 300 adhesive. Small sections are assembled into a whole by gluing and stapling.\u00a0 Localized stress areas were reinforced. There are not many photographs of the chassis but a diagram appears in Jem Marsh\u2019s book, pictures in Haynes and possibly the best image of the chassis, engine bay and front suspension appears in \u201cThe Post War Touring Car\u201d along with a front three quarter photograph of the completed 759 DBM. A good verbal description interestingly appeared in a review published by \u201cSports Car and Lotus Owner\u201d<\/p>\n

              Twite comments that:-<\/p>\n

              \u201cThe basis of chassis is two deep side boxes which are joined by various cross members, all of which are glued together, no bolts are used at all. The side boxes are of necessity very deep to give the necessary strength and this causes some problems with entry and exit.\u201d<\/p>\n

              Essentially the chassis was formed of three \u201ctorsion\u201d boxes fore and aft and three crossways.<\/p>\n

              Some have compared the constructional method with three primary longerons as used in airframe fuselages.<\/p>\n

              The advantage of the marine ply\/spruce monocoque included:-<\/p>\n

              \n
              • Strength<\/li>\n
              • Fire resistance<\/li>\n
              • Impervious to extremes of temperature<\/li>\n
              • Corrosion proof<\/li>\n
              • Does not fatigue in same way as metal<\/li>\n
              • Relatively easily repaired as damage often localized and tending not to impact through chassis Vis tube space frame.<\/li>\n
              • Reasonably energy absorbing\u00a0 in accident therefore reasonably safe<\/li>\n
              • Assembly jigs reasonable easy and cheap to make<\/li>\n<\/ul>\n

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

                Mechanical Specification [Summary]<\/em><\/p>\n

                The GT was offered with a variety of engines and the following generalized specification:-<\/p>\n

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

                Standard rear axle \u2013choice ratios rear semi elliptic spring according to some sources possibly on prototype others suggest coil springs<\/p>\n

                Engines\/gearbox : the prototype used the Ford 1172 cc side valve thereafter\u00a0\u00a0 Ford 105 E [ most often used for racing in 1000cc GT class] and 122E, twin SU carburetors, Ford\u00a0 [or Hewland five speed conversion for racing ]\u00a0 gearbox, hydraulic brakes. Some sources suggest that the Nash Metropolitan rear axle was utilized. It\u2019s also possible that a Formula Junior engine was considered [see A&R article]<\/p>\n

                The GT was well equipped<\/p>\n

                Dimensions<\/em><\/p>\n

                Wheel base\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 7\u2019-3\u201d<\/p>\n

                Front track\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 4\u2019<\/p>\n

                Rear track\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 4\u2019<\/p>\n

                Overall length\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 12\u2019<\/p>\n

                Overall width\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 4\u2019-7\u201d<\/p>\n

                Overall height\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 4\u2019-6\u201d<\/p>\n

                Kerb weight\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1008 lbs. [includes 5 galls. Fuel]<\/p>\n

                Performance and handling were quite exceptional due to the excellent power to weight ratio. The GT offered handling, economy and convenience.<\/p>\n

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

                Following the prototype with its unconventional looks there was both a slight aerodynamic and aesthetic improvement with a front end bearing some resemblance to a \u201cFrog Eye\u201d Mk.I Sprite. Some examples also had transparent Perspex covers \/fairings over the lights.<\/p>\n

                Marketing and Sales<\/em><\/p>\n

                Jem marsh headed up the sales concessionaires at his Speedex Castings & Accessories based at Luton.<\/p>\n

                Famous GT Registration Numbers<\/em><\/p>\n

                NOD 1<\/p>\n

                80 SNK<\/p>\n

                G 128<\/p>\n

                8853 JH<\/p>\n

                759 DBM<\/p>\n

                Spyder\/Fastback\/GT: c1962\/63<\/strong><\/p>\n

                This model seems to be primarily an aesthetic upgrading of the original model. It appears to retain the laminated marine ply construction with a proprietary wood preservative treatment. The screen had become wrap-round and integrated with the rounded aerodynamic body shape. The gull wing doors were retained in a \u201cbubble\u201d type canopy over the cockpit. Triumph suspension was used and Standard 10 back axle. There seems to be a choice of engines including Ford [ohv] with twin carburetors. Disc brakes were fitted on the front wheels which might be standard pressed steel or mag-alloy. The editors believe it was first displayed at the Racing Car Show of 1963.<\/p>\n

                The following specification is provided by Twite.<\/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

                Specification<\/td>\n	\u00a0<\/strong><\/td>\n<\/tr>\n
                Engine \/Cyli<\/td>\n	4-water cooled<\/td>\n<\/tr>\n
                Bore \/Stroke<\/td>\n	80.9 x 48.5<\/td>\n<\/tr>\n
                CC<\/td>\n	997<\/td>\n<\/tr>\n
                Valve Gear<\/td>\n	ohv<\/td>\n<\/tr>\n
                Comp Ratio<\/td>\n	10:01<\/td>\n<\/tr>\n
                Carburettors<\/td>\n	Twin Weber<\/td>\n<\/tr>\n
                Max.Power<\/td>\n	85 bhp @ 7500 rpm<\/td>\n<\/tr>\n
                Trans\/Gears<\/td>\n	4<\/td>\n<\/tr>\n
                Front Brakes<\/td>\n	Disc 9″ dia<\/td>\n<\/tr>\n
                Rear Brakes<\/td>\n	Drum 8″ dia<\/td>\n<\/tr>\n
                Steering<\/td>\n	Rack & pinion<\/td>\n<\/tr>\n
                Front Susp’<\/td>\n	Ind’ x coil spring<\/td>\n<\/tr>\n
                Rear Susp’<\/td>\n	Rigid axle & coil springs<\/td>\n<\/tr>\n
                Chassis<\/td>\n	Laminated plywood unit construction<\/td>\n<\/tr>\n
                Wheel base<\/td>\n	7′-6″<\/td>\n<\/tr>\n
                Front Track<\/td>\n	4′-2″<\/td>\n<\/tr>\n
                Rear Track<\/td>\n	4′-0.5″<\/td>\n<\/tr>\n
                O’length<\/td>\n	13′<\/td>\n<\/tr>\n
                O’width.body<\/td>\n	4′-8″<\/td>\n<\/tr>\n
                Kerb weight<\/td>\n	1,000 lbs<\/td>\n<\/tr>\n
                Front Tyres<\/td>\n	5.60 x 13<\/td>\n<\/tr>\n
                Rear Tyres<\/td>\n	5.60 x 13<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Twite records that a works car was entered for Le Mans in 1962.<\/p>\n Famous Registrations:-<\/p>\n 3 FNM<\/p>\n HOO 144<\/p>\n The Marcos \u201cFastback\u201d<\/p>\n The Marcos Spyder fell between two stools. Some observers claim it was too basic as road based sports car. There were very few orders and production data confirms this. It was offered as an open two seater later upgraded with a bubble type hardtop canopy.However the preference of the racing community possibly vis classes was for a permanent fully integrated hardtop and this was developed by Marcos by mid-1963 and is most frequently referred to as the fast back.<\/p>\n XP: \u201cScience-fiction\u201d <\/strong>prototype: c1963<\/strong><\/p>\n The XP is a totally unusual car and none of the text books give adequate answers for its role or its potential market. It appears to have some of the shape of an ultra-aerodynamic creation of Frank Costin to deliver exceptional fuel economy .The XP appears to have been designed for a much larger engine possibly even a V6 or V8 possibly intended to be rear mounted. The central steering wheel and three abreast accommodation seems too radical for the British market \/era and it might be questioned if the car was commissioned for purposes other than road transport or as means of gaining publicity. Motoring historians seen uncritical about the cause of its demise.<\/p>\n Marcos 1800:1964 -66\/ 1966-67, 1967-68<\/strong><\/p>\n It might be contended that the Xylon, Gullwing\/Coupe and Fastback although proposed as road \/race cars had succeeded primarily as club racers. Therefore it possible that when Jem Marsh commissioned a new design from Dennis Adams he wished for a genuine road sports car and for non-racing customers [potentially a much bigger audience] having said that the Marcos 1800 appeared at the 1964 Racing Car Show .The car bore a likeness to the aerodynamic bodied E Type, Ferrari GTO\/GTB and the Alfa Romeo GTZ.It was strikingly low sleek, stylish, of its time and extremely beautifully finished inside and out. The dashboard, interior and steering wheel were very highly regarded and impressive as were the specially cast alloy mag wheels. The dash board in particular evoked aviation practice [see \u201cBritish Auto Legends\u201d It was extremely low [necessitating semi reclining seats] and this made it very memorable and accentuated its shape. It was possibly this dramatic appearance that caused the 1800 to be sold to celebrities, pop stars and rock royalty and which perhaps gained it such a powerful early reputation. It was well received by the press.<\/p>\n It\u2019s believed that the car had been designed to accommodate tall drivers like Jem Marsh. In order to allow for varying heights adjustable pedals and steering column were included .The seats being fixed.<\/p>\n The cockpit trim was possibly far and above that of what is associated with a kit car and head restraints were adopted.<\/p>\n Like the earlier GT it was constructed from marine ply box sections comprising door cills, front footweels, and transmission tunnel and united with a one-piece marine ply baseboard. The construction is often alluded to as \u201cmulti-monocoque\u201d. The body in GRP was unstressed.<\/p>\n The mechanical specification included the Marcos tuned Volvo engine and gearbox.<\/p>\n The Marcos 1800 was offered as turnkey or in component kit form. The kit was comprehensive and it\u2019s estimated that it could be assembled in approximately 24 hours. The manufacturers provided a long list of extras. The Marcos 1800 was very expensive and in price league of an E Type.<\/p>\n Critics commented that the car was noisy, cramped, access was difficult and that storage space was very limited. However performance and handling were excellent resulting from approximate 50\/50 weight distribution; engine behind axle line.<\/p>\n Stan Gray played an important role in the cars development.<\/p>\n The following specification is quoted in \u201cAutomobiles\u201d<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n Specification<\/td>\n Marcos 1800 GT<\/td>\n<\/tr>\n No. of Cylinders<\/td>\n 4:Volvo<\/td>\n<\/tr>\n Cubic Capacity<\/td>\n 1783 cc [1788cc?]<\/td>\n<\/tr>\n Compression Ratio<\/td>\n 10:01<\/td>\n<\/tr>\n BHP<\/td>\n 114<\/td>\n<\/tr>\n Max. mph<\/td>\n 115<\/td>\n<\/tr>\n Overall length<\/td>\n 13′-3″<\/td>\n<\/tr>\n Overall width<\/td>\n 5′-2.5″<\/td>\n<\/tr>\n Height<\/td>\n 3′-5.5″<\/td>\n<\/tr>\n Wheel base<\/td>\n 7′-5″<\/td>\n<\/tr>\n Track [front]<\/td>\n 4′-1″<\/td>\n<\/tr>\n Track [rear]<\/td>\n 4′-1.5″<\/td>\n<\/tr>\n Weight<\/td>\n 11.75 cwt [approx.]<\/td>\n<\/tr>\n Turning circle<\/td>\n 30′<\/td>\n<\/tr>\n Fuel tank capacity<\/td>\n 12 Imp.\u00a0 gals<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \u00a0Additional \/supplementary specification:<\/p>\n Front track\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 49\u201d<\/p>\n Rear track\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 49\u201d<\/p>\n Wheelbase\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 89\u201d<\/p>\n Ground clearance \u00a0\u00a0 5\u201d<\/p>\n Tyres\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 5.90 x 13 [5.5 J] Mag \u2013alloy option & Pirelli tyres<\/p>\n Weight\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1215 lbs. [dry] 1702lbs and 1336 lbs.<\/p>\n Haynes in \u201cGuide to Component Cars\u201d suggests that on a smooth surface the Marcos 1800 might be compared with the Lotus Elan. He also records:-<\/p>\n \u201cThe Marcos is a really splendid sports car with exciting styling.\u201d<\/p>\n Other engine options through this period included hose by Ford of 1783cc 1498cc 1650 cc. Ford engines were often fitted with twin carburetors. The 1650 cc engine was supplied by Lawrencetune.<\/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 Marque<\/td>\n Marcos<\/td>\n <\/td>\n<\/tr>\n Model<\/td>\n 1600<\/td>\n 1500<\/td>\n<\/tr>\n Displacement<\/td>\n 1,599 cc<\/td>\n 1,499 cc<\/td>\n<\/tr>\n Maximum HP<\/td>\n 95 DIN<\/td>\n <\/td>\n<\/tr>\n Maximum speed<\/td>\n 120 mph<\/td>\n <\/td>\n<\/tr>\n Wheel base<\/td>\n 88.9″<\/td>\n <\/td>\n<\/tr>\n Front track<\/td>\n 50′.5″<\/td>\n <\/td>\n<\/tr>\n Rear track<\/td>\n 52′-0″<\/td>\n <\/td>\n<\/tr>\n Overall length<\/td>\n 160.5″<\/td>\n <\/td>\n<\/tr>\n Kerb weight<\/td>\n 14.8 cwt.<\/td>\n <\/td>\n<\/tr>\n Body<\/td>\n 2 door, 2 seat coupe<\/td>\n <\/td>\n<\/tr>\n Tyres<\/td>\n 165 x 13<\/td>\n <\/td>\n<\/tr>\n Fuel capacity<\/td>\n 10 gals.<\/td>\n <\/td>\n<\/tr>\n Engine<\/td>\n Ford<\/td>\n <\/td>\n<\/tr>\n Cylinders<\/td>\n 4<\/td>\n <\/td>\n<\/tr>\n Bore \/stroke<\/td>\n 81 x 77.6 mm<\/td>\n <\/td>\n<\/tr>\n Compression ratio<\/td>\n 9.6:1<\/td>\n <\/td>\n<\/tr>\n Maximum power<\/td>\n 95 bhp @ 5,500 rpm<\/td>\n 85 bhp @ 5,300 rpm<\/td>\n<\/tr>\n Carburettors<\/td>\n Weber<\/td>\n Twin CD Stromberg<\/td>\n<\/tr>\n Cooling<\/td>\n Water cooled<\/td>\n <\/td>\n<\/tr>\n Valves<\/td>\n Push rod<\/td>\n <\/td>\n<\/tr>\n Transmission<\/td>\n Rear wheel drive<\/td>\n <\/td>\n<\/tr>\n Clutch \/Gearbox<\/td>\n Diaphram clutch \/4 speed<\/td>\n <\/td>\n<\/tr>\n Chassis<\/td>\n Monocoque of marine ply , forward structure steel tube; body f-glass panels<\/td>\n<\/tr>\n Suspension front<\/td>\n Independent wishbone, coil springs tele-shock absorbers<\/td>\n <\/td>\n<\/tr>\n Rear suspension<\/td>\n Fixed axle, coil springs, oblique thrust rods, telescopic shock absorbers<\/td>\n<\/tr>\n Steering<\/td>\n Rack & pinion<\/td>\n <\/td>\n<\/tr>\n Brakes<\/td>\n Disc front \/drum rear<\/td>\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \u00a0Mini Marcos: 1965-74 \u2013 [nb reintroduction 1991]<\/strong><\/p>\n Published sources do not inform with regard to the commercial intentions of the Mini Marcos or the proposed customer base. Several motoring historians suggest that Jem Marsh saw a similar design at the Racing Car Show and was able to get his version into production earlier. Possible factors that shaped its existence are:-<\/p>\n \n The Marcos 1800 was an aesthetic success but expensive ; limited sales were predictable against established competition<\/li>\n The Mini had been in production for some time , second hand and crashed cars were available<\/li>\n The Mini had established a reputation in racing. Competition and rallies. There were after market and tuning modifications available<\/li>\n The Mini came in various engine sizes giving customers choice [841, 1098, 1275 cc]<\/li>\n The Mini Marcos potentially could fulfill an updated role of the Speedex and earlier body shells fitted to Ford specials<\/li>\n Body shell production would be easier than assembling and selling complete cars. It was likely to have higher turnover and geater volume sales<\/li>\n It provided some competition opportunities because it was slightly lighter than the Mini<\/li>\n In some respects the Mini Marcos was reworking at least of the principals involved with the Xylon<\/li>\n Jem Marsh might have seen the Mini Marcos as baby or starter model to ongoing Marcos ownership or larger and more expensive models<\/li>\n<\/ul>\n Malcolm Newell takes primary responsibility for the design of the original Mini Marcos. Although it\u2019s believed Malcolm Sharp also made worthwhile contributions. Its launch was the 1966 Racing Car Show.<\/p>\n The Mini Marcos was a two seat coupe using a glass fibre monocque shell with tubular sub-structure and possibly a wooden floor designed to take Mini mechanical components and sub frames with a wide range of options \/ tuning etc. Both rubber and hydrolastic suspension are believed to have been fitted. It was offered in kit form and was reasonably affordable.<\/p>\n The car proved light, simple and enjoyed great handling and performance as a result of the f.w.d and transverse engine. It was very British.<\/p>\n The Mini Marcos despite its somewhat crude yet functional appearance produced a low drag and deceptively small frontal area.<\/p>\n The Mini Marcos was not considered particularly aesthetically pleasing by some although the authors credit with it with an extremely functionality and its shape was determined by economics and the retention of standard Mini parts. Notably the front mounted radiator. This is an interesting study of aesthetics as applied to form and function where function predominated. The Mini Marcos proved fast, reliable, competitive and significantly, cheap.<\/p>\n The Mini Marcos did well in competition and earned a reputation at Le Mans where it competed in 1966 and 1967.<\/p>\n The manufacturing rights of Mini Marcos has been bought and sold on many occasions. It therefore has chequred history. It has been sold in various occasions either as a complete assembled car or as a kit. Between its launch and 1974 its estimated 700 were sold.<\/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 Marque<\/td>\n Marcos<\/td>\n<\/tr>\n Model<\/td>\n Mini-Marcos 1300 GT<\/td>\n<\/tr>\n Displacement<\/td>\n 1,275 cc<\/td>\n<\/tr>\n Maximum HP<\/td>\n 76 SAE<\/td>\n<\/tr>\n Maximum speed<\/td>\n 105 mph<\/td>\n<\/tr>\n Wheel base<\/td>\n 80″<\/td>\n<\/tr>\n Front track<\/td>\n 48.5″<\/td>\n<\/tr>\n Rear track<\/td>\n 47.3″<\/td>\n<\/tr>\n Overall length<\/td>\n 125.5″<\/td>\n<\/tr>\n Kerb weight<\/td>\n 10 cwt<\/td>\n<\/tr>\n Body<\/td>\n 2-door, 2-seat plastic construction<\/td>\n<\/tr>\n Tyres<\/td>\n 145 x 10<\/td>\n<\/tr>\n Fuel capacity<\/td>\n 6 gals.<\/td>\n<\/tr>\n Engine<\/td>\n BMC Mini Cooper S<\/td>\n<\/tr>\n Cylinders<\/td>\n 4<\/td>\n<\/tr>\n Bore \/stroke<\/td>\n 70.6 x 81.33 mm<\/td>\n<\/tr>\n Compression ratio<\/td>\n 9.75:1<\/td>\n<\/tr>\n Maximum power<\/td>\n 76 bhp @ 6,00 rpm<\/td>\n<\/tr>\n Carburettors<\/td>\n Twin SU semi-downdraught<\/td>\n<\/tr>\n Cooling<\/td>\n Water cooled<\/td>\n<\/tr>\n Valves<\/td>\n ohv<\/td>\n<\/tr>\n Transmission<\/td>\n Front wheel drive<\/td>\n<\/tr>\n Clutch \/Gearbox<\/td>\n Diaphram clutch \/4 speed gearbox<\/td>\n<\/tr>\n Chassis<\/td>\n Utilises BMC Mini sub frame<\/td>\n<\/tr>\n Suspension front<\/td>\n Independent “Hydrolastic” unis T&B arms & tie rod<\/td>\n<\/tr>\n Rear suspension<\/td>\n Independent “Hydrolastic” units located by trailing arms<\/td>\n<\/tr>\n Steering<\/td>\n Rack & pinion<\/td>\n<\/tr>\n Brakes<\/td>\n Disc front , drum rear<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \u00a0XP Group 3:1968<\/strong><\/p>\n It\u2019s believed that the code letters stood for \u201cExperimental Project\u201d<\/p>\n This was a rear \/mid-engine sports-racing coupe. It\u2019s believed this machine was designed for the FIA Group 3 [3L, GT category]. The XP was again designed by Dennis Adams and possessed a wedge shape profile. The chassis remained stressed plywood monocoque based<\/p>\n It\u2019s believed that the first engine obtained was Repco-Brabham V8. This machine was not a competitive success and was not developed. Later a lower performance V8 was substituted and the car used on the road. It has survived.<\/p>\n It\u2019s possible that Marcos hoped to produce a run of these cars or that it was intended as donkey prior to producing a road sports car.<\/p>\n Adams believes his design was slightly compromised during construction.<\/p>\n Marcos 2L 1970-71 & 3 L, 2.5 L& 3L-Volvo: 1969-c 1971<\/strong><\/p>\n Adams shape 2 \u2013seat coupe with various engines. They were displayed at the 1969 Racing Car Show.<\/p>\n These models are variants of the steel tube cars and continued the \u201c1800\u201d Adams shape [2-seat coupe] but with steel tube chassis but adopted the Ford V4 ohv engine of 1966cc and<\/p>\n Ford V6, Volvo straight 6 and Triumph 2.5 L<\/p>\n Production numbers tell their own story but this needs to be related to the era \/ world economic events.<\/p>\n A brief summary specification of the 1969-71 3 L:-<\/p>\n Engine: Ford V6<\/p>\n Capacity: 2994 cc<\/p>\n Max power: 136 bhp @ 4750 rpm<\/p>\n Front suspension: coil and wishbone and anti roll bar<\/p>\n Rear suspension; live axle, coils upper and lower links, Panhard rod<\/p>\n Steering: rack and pinion<\/p>\n Dimensions<\/p>\n Length: 13\u2019-4.25\u201d<\/p>\n Width: 5\u2019-2.5\u201d<\/p>\n Height: 3\u2019-6.5\u201d<\/p>\n Fuel consumption averaged; 23 mpg<\/p>\n In 1969 Marcos advertised the 3L model in \u201cMotorSport\u201d they quoted from \u201cMotor\u201d April 1969 stating:-<\/p>\n \u201c Striking closed two-seater with tremendous punch , outstanding road holding very hard ride, but superb seats , well appointed\u2026\u2026.its full performance is impressive \u2026\u2026.\u201d<\/p>\n Marcos strap line was \u201cThree litre fireball \u2026\u2026..All you need is a Marcos\u201d<\/p>\n Mantis: 1971<\/strong><\/p>\n See extended details below with comparison with 1970\u2019s Elite and Eclat.<\/p>\n Marcos since the 1980\u2019s<\/strong><\/p>\n There is some merit in contrasting the Marcos with TVR [see A&R article].Both companies were in the specialist market and both adopted medium \u2013to large powerful engines. More recently the larger possibly to compete with mainstream supercars. In the Marcos case this has resulted in some loss of aesthetic refinement and general loss \/ dilution of character and possibly a marketing move towards a more butch and macho car. Of course export and markets might well also determine this along with the realities of engine availability.<\/p>\n 1983:<\/em><\/strong> Mantula [Rover V8 believed to be the 3.5 L engine giving estimated 190 bhp.engine upgraded with development. Weight distribution approximately 50\/50] Spyder, Martina<\/p>\n 1990\u2019s:<\/em><\/strong> 1992 \/1994 LM 200 GT RS, 400,500,600; 1993 Mantara, 1996\/7 Mantis, [Ford V8] GTS, 1998 Mantaray<\/p>\n 2000\u2019s <\/em><\/strong>2002.Marcasite<\/em>, 2004 TSO<\/p>\n Marcos at Le Mans<\/strong><\/p>\n We have noted that both Lotus and Marcos competed at Le Mans.It\u2019s interesting perhaps that Marcos have entered at opposite ends of the engine capacity. Some of their early reputation was based on the Mini Marcos. The firm reestablished itself in the mid 1990\u2019s and enjoyed some success.<\/p>\n Marcos: Estimated Production No\u2019s<\/strong><\/p>\n The editors do not have definitive figures and numbers vary from different sources. An attempt has been made to average and amalgamate these. We are happy to amend with information from reliable sources.<\/p>\n Model\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Year\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Production<\/p>\n GT\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1960-63\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 29<\/p>\n 1800\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1964-66\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 99<\/p>\n 1500\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1966-67\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 82<\/p>\n 1600\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1967-68\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 192<\/p>\n Mini Marcos\u00a0 1965-74\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 700 [possibly well over 1264 into 1995\u2019s]<\/p>\n 3L\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1969-71\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 80<\/p>\n 2.5L\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1971-\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 11<\/p>\n 3L-Volvo\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1970-71\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 250<\/p>\n 2L\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1970-71\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 40<\/p>\n Mantis\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1970-71\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 32<\/p>\n Deductions to be meaningful need to factor in considerations such as: general state of the economy \/ impact on buying public, the alternative competition and price. However they do provide insights and we will take this up when discussing finance.<\/p>\n Brief Company Histories and Design Methodologies<\/strong><\/p>\n Lotus<\/em><\/strong><\/p>\n It\u2019s not considered necessary here to recall Chapman \/ Lotus history in great detail. Much can be discovered by the comparison of commonality given above and in -depth analysis can be found in A&R articles:-<\/p>\n \n Lotus Design Decades<\/li>\n 20c Motoring Icons<\/li>\n<\/ul>\n For this article\u2019s objective Chapman\/Lotus history [non chronological] might be summarized as:-<\/p>\n \n Chapman\u2019s history and development witnesses some extreme polarization of success and fortune in both commerce and competition. Chapman is said to have been eulogized and demonized in equal measure<\/li>\n Chapman delivered a succession of\u00a0 FI cars and won 7 World Constructors Championships .Following\u00a0 an interruption after his death Lotus is again currently in the forefront of FI which have been complemented\u00a0 with equally distinctive high performance road cars notably the Elite,Elan,Esprit etc.<\/li>\n Lotus cars successfully competed at nearly every branch and level of motorsport and introduced some of the greatest British drivers to FI<\/li>\n Chapman\u2019s designs were invariably innovative , ground breaking and iconic<\/li>\n Chapman placed importance on research & development and consultancy that sometimes carried the organization and possibly subsidized it.This principle has continued to the present day.<\/li>\n Chapman is renowned for his collaboration with the likes of Ford [cars and engines- Cortina, Twin Cam and Cosworth DFV ], and Vauxhall [ Talbot Sunbeam Lotus \/ Carlton Omega]<\/li>\n Chapman for all his flaws developed talent and developed human potential<\/li>\n Chapman had a reputation as a ruthless entrepreneur and through DeLorean was found guilty of fraud<\/li>\n Since his death in 1982 Lotus has suffered multiple changes in ownership, financial difficulties but despite this has still produced the award winning Elise that almost twenty years after its introduction still achieves plaudits and remains incontestable in its class;\u00a0 and with build quality issues in the main resolved.<\/li>\n Chapman with his colleagues and engineers contributed much too post war Britain\u2019s reputation as the leader in International motor sport.<\/li>\n The Chapman design methodology continued in the Elise is innovation, experimentation, performance through light weight \/ high power to weight ratios, sheer unalloyed driving pleasure and satisfaction.<\/li>\n<\/ul>\n Marcos<\/em><\/strong><\/p>\n The history of Marcos is very much that of Jem Marsh, his driving competence and skill. This has perhaps feed into the product as it did with Chapman. Racing possibly also acquainted Marsh with the market and designers and perhaps gave him insights of potential products. He was able to merge these through Speedex and the development of a specialist car range. His thinking was of the time and era. Marcos also enjoyed a reputation which possibly worked through to demand as a result of the striking appearance of the 1800.Marsh perhaps used low volume to advantage.<\/p>\n Marcos like most of the small British specialist car makers have suffered with the vagaries of the economy. Culture, legislation, competition from mass market products becoming more sophisticated and their own high overheads and low volume.<\/p>\n Marcos has faced closure on several occasions during its lifetime including one demise early 1970\u2019s.<\/p>\n The most recent within the last decade. After a turbulent history and several financial catastrophes Marcos closed in 2007.<\/p>\n As at the present the future of the company is unknown. Jem Marsh like chapman benefited from the skills of able assistants and colleagues e.g. Frank Costin.<\/p>\n It\u2019s to be hoped that this iconic marque will not be lost and that it can be revived although the nature of legislation and development costs mitigate against this for small companies.<\/p>\n Business Philosophy<\/strong><\/p>\n Colin Chapman<\/strong><\/p>\n Possible the quotation that most encapsulates Chapman design methodology is by Rudd:-<\/p>\n \u201cThe most elegant and effective and traditional Lotus solution is the one with the least parts effectively deployed\u201d<\/p>\n This was design mantra that permeated his road and competition cars. It brought him international success through British Club Racing to Indianapolis, Le Mans and seven FI Constructors championships.<\/p>\n The philosophy of Chapman relating to manufacturing cars is complex. He started in a humble fashion with limited resources but considerable ambition and the application of innovation to overcome limited resources.<\/p>\n Success led to him offering services and with the Lotus MK.VI low scale production. The Mk.VI sold approximately one hundred cars in the early mid 1950\u2019s which the editors believe established Chapman both competitively and commercially. These \u201ckits\u201d were for the enthusiast and club racer. At the same time Chapman was developing the aerodynamic racers which were far more expensive, sophisticated with racing engines.<\/p>\n It\u2019s not known categorically if Chapman built cars just to support racing but they did provide finance. To this ends he designed cars for particular racing classes. Overlapping were the road cars like the Elan, Europa. Some of the cars were over ambitious and lacking development and quality control. [This was probably a function of the idealist\/ engineering integrity specification overcoming available budget and volume \u2013 of course some would argue a proper business plan would have revealed this.<\/p>\n Chapman enjoyed considerable success with collaboration with other manufacturers namely Ford and Talbot.<\/p>\n In the 1970\u2019s he could see that taste , times and expectation was changing and along with VAT the market for the enthusiast kit car such as the Seven was barely viable. He hived it off.<\/p>\n Chapman tried to take the Lotus brand up market through the 1970\u2019s and 80\u2019s but this was not an entire success partly because the product was not the most competitive but perhaps more so the world economy and crisis associated with oil. However the Esprit became iconic as a result of its appearance in James Bond.<\/p>\n Chapman was willing to diversify and this can be seen in theory to be desirable but in practice it was not a commercial success e.g. Furniture, boats and micro lights.<\/p>\n Chapman was implicated in De Lorean.Against the background of other events we might understand the temptation and feelings of injustice but these are not an excuse.<\/p>\n More recently with stability from Proton Lotus has found international success with the Elise [and this is perhaps it\u2019s true to the Chapman methodology and a car suitable for the enthusiast pure driving experience] and improved build quality, reliability etc. Lotus is doing well again in F1.<\/p>\n It ought to be appreciated that virtually all Chapman are designs are essentially green because of their superior mechanical efficiency ensured through low weight and aerodynamics.<\/p>\n Chapman extracted considerable income from consultancy and this applies up to the present time.<\/p>\n Jem Marsh<\/em><\/strong><\/p>\n We have outlined in the company history most of the factors that determined Marcos. They had a much smaller product range and limited formal competition entry. It\u2019s evident that Jem Marsh attempted to discern markets and respond and in many respects was successful, however like many of the British specialist there was perhaps a failure to really budget and understand the nature \/ response of the mainstream manufacturers. Although most of the Marcos models were very well equipped possibly to the standard of professionals and well established marques this does not compensate when astute customers conduct evaluations.<\/p>\n As mentioned the risk of the specialist market is that they fall between too stools.<\/p>\n Chapman is an excellent example. In the early days he provided for the race orientated enthusiast, quickly moving significantly up market with the Elite. However the retail price placed it in another league where its value for money was challenged. Chapman realized that the future was within the quality end of the market and commenced a strategy to realize this from the 1970\u2019s onwards .It is not an easy task for the specialist and there are many complex customer perceptions to overcome.<\/p>\n We can see that Jem Marsh attempted to diversify with the Mantis and this was something of a gamble. He was possible aware of a potential market but meeting this at price quality and performance is not an easy task even for the smaller more adaptable and responsive specialists.<\/p>\n We are also aware that Jem Marsh attempted expansion through to enter the American market. He was possibly aware of the potential but there is no sentiment in industry and an enormity of risk, calculation and preparation is demanded.<\/p>\n Many of the British specialists have developed some of the most iconic, aesthetic and high performance cars but for many of the reasons given they have struggled to survive. It remains a privilege to have owned or driven examples of the marque .Their low volume will assure them of rarity and value.<\/p>\n Profitability Spreadsheet:<\/strong><\/p>\n Lotus<\/em><\/strong><\/p>\n For Lotus there are few direct references to annual returns however the Lotus Book by William Taylor gives useful information on production numbers and Nye supplements this with some accounts. Financial information for Lotus is not readily available although the A&R have traced some, this will be the basis for an extended article. For our purposed here it will be sufficient to quote Nye.<\/p>\n We understand the following figures applied for Lotus:-<\/p>\n \n 1959\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Loss\u00a0\u00a0\u00a0 \u00a329,062<\/li>\n 1964\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Profit\u00a0\u00a0 \u00a3113,000\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 [nb Elan production 1195]<\/li>\n 1965\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 [nb 2505 cars including 986 Lotus Cortina\u2019s]<\/li>\n 1966\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3251,000 on turn over of \u00a32,156,000<\/li>\n 1968\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 At Hethel Lotus Group profitability\u00a0 had increased by 11.5 to 16.5 %\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 and\u00a0 production 1968\/69 is suggested at 4506<\/li>\n 1970\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Profitability dropped to 6.5%<\/li>\n 1980\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 365 cars built\u00a0 and around this period at it lowest ebb Lotus was \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 valued at\u00a0 only \u00a33m<\/li>\n<\/ul>\n Lawrence has stated:-<\/p>\n \u201cAt the end of 1963 Lotus \u2026\u2026 a total of 1, 1195 Lotus cars of all types were made. On top of that were 567 Lotus Cortina\u2019s .The turnover was \u00a31,573,000\u2026. and\u00a0 generated a pretax profit of \u00a3113,000.The financial figures to not take into account the money generated by Team Lotus , which was paid into the account of Team Lotus Overseas.<\/p>\n Using just one example of race winnings [which is not entirely reliable or representative] we can note that the winnings from the 1966 Indianapolis was $ 77,000 approximately.<\/p>\n Marcos: Form, Function, Finance<\/em><\/strong><\/p>\n The editors have been unable to discover any published financial analysis for Marcos [it would be good research to explore other sources].Neither is it clear at what margins Marcos operated. These must have been reasonable considering the small volume. It\u2019s possible that they conducted other activities that helped cross subsidies or it might have been finance and sales through part exchange.<\/p>\n In order to make objective comparisons and indeed to help engineers it would be useful to know what development cost were and in general what the budgets were and perhaps the costs of bought in engines [including if these were contracted in batches etc.]<\/p>\n It\u2019s reputed that Marcos faced liquidation following the Mantis; knowledge of costs would help appreciate the overall viability of the project. The editors believe the study of costing important especially in relation to competition with other marques and the means to possibly steal a march through value for money or added value.<\/p>\n Perhaps an important lesson is that in period owners used hunch and intuition rather than expensive and time consuming market research and of course often as sole proprietor they took the ultimate responsibility.<\/p>\n We do know that Jem Marsh was aware of the high cost of the original 1800 and as result took the following cost cutting measures:-<\/p>\n \n Chassis Tube chassis 1\u201d tube*<\/li>\n Ford engines<\/li>\n Interior [dashboard, wood rim steering wheel, ]<\/li>\n Delicate steel bumpers [ altered to moulded fibre-glass]<\/li>\n De Dion axle substituted<\/li>\n<\/ul>\n *Note overtime material costs and assembly costs change often in relationship to labour.<\/p>\n The timber plywood chassis had initially advantage but later economics preferred the tube construction. Possibly another consideration was market perception when Marsh was considering the expansion\/ export to the US.<\/p>\n Jem Marsh like Chapman was probably aware of the opportunities of the American market. This might have represented an opportunity to increase sales volume but it\u2019s also known that there are risks and many specialist have foundered in the process including TVR. However there are constant dynamics and manufacturers have to respond appropriately.<\/p>\n The British specialist car market has been one of extraordinary innovation and improvisation. Often small individual or family owned companies providing for niche markets increasing quality and choice. Often in the process keeping motor sport healthy and virile. They have often provided lessons for the mainstream mass manufactures .Sadly the economics of their existence does not favour sustainability although there are current examples of survival and in this we ought to see the achievements of Lotus.<\/p>\n Weights: Lotus<\/em><\/strong><\/p>\n Weight is a particular good measure of assessing fuel efficiency. Unfortunately we don\u2019t have comparable cd information for both marques to make reliable and consistent comparisons.<\/p>\n The respective weights provide interesting comparisons; particularly when the same engine \/ gearbox and rear axle might have been used in both marques.<\/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 Year<\/td>\n Marque<\/td>\n Model<\/td>\n <\/td>\n Weight<\/td>\n lbs\/ cwt<\/td>\n<\/tr>\n 1948<\/td>\n Lotus<\/td>\n Trials Car<\/td>\n <\/td>\n 1092<\/td>\n lbs<\/td>\n<\/tr>\n 1951<\/td>\n Lotus<\/td>\n Mk.III<\/td>\n <\/td>\n 815<\/td>\n lbs<\/td>\n<\/tr>\n 1952<\/td>\n Lotus<\/td>\n Mk.VI<\/td>\n <\/td>\n 952<\/td>\n lbs<\/td>\n<\/tr>\n 1957<\/td>\n Lotus<\/td>\n Seven<\/td>\n <\/td>\n 924-980<\/td>\n <\/td>\n<\/tr>\n 1968<\/td>\n Lotus<\/td>\n Seven<\/td>\n <\/td>\n 1210-1258<\/td>\n <\/td>\n<\/tr>\n 1954<\/td>\n Lotus<\/td>\n Mk.VIII<\/td>\n <\/td>\n 1148<\/td>\n <\/td>\n<\/tr>\n 1956<\/td>\n Lotus<\/td>\n Eleven<\/td>\n <\/td>\n 1019<\/td>\n <\/td>\n<\/tr>\n 1957<\/td>\n Lotus<\/td>\n Elite<\/td>\n <\/td>\n 1484<\/td>\n <\/td>\n<\/tr>\n 1962<\/td>\n Lotus<\/td>\n Type 23<\/td>\n <\/td>\n 884<\/td>\n <\/td>\n<\/tr>\n 1962<\/td>\n Lotus<\/td>\n Elan<\/td>\n <\/td>\n 1210-1250<\/td>\n <\/td>\n<\/tr>\n 1962<\/td>\n Lotus<\/td>\n Cortina<\/td>\n <\/td>\n 1822<\/td>\n <\/td>\n<\/tr>\n 1966<\/td>\n Lotus<\/td>\n Europa<\/td>\n <\/td>\n 1350-<\/td>\n <\/td>\n<\/tr>\n 1967<\/td>\n Lotus<\/td>\n Elan +2<\/td>\n <\/td>\n 1180-1970<\/td>\n <\/td>\n<\/tr>\n 1969<\/td>\n Lotus<\/td>\n Seven S iV<\/td>\n <\/td>\n 1276-1310<\/td>\n <\/td>\n<\/tr>\n 1974<\/td>\n Lotus<\/td>\n Elite<\/td>\n <\/td>\n 2240-2550<\/td>\n <\/td>\n<\/tr>\n 1975<\/td>\n Lotus<\/td>\n Elcat<\/td>\n <\/td>\n 2450<\/td>\n <\/td>\n<\/tr>\n 1976<\/td>\n Lotus<\/td>\n Esprit<\/td>\n <\/td>\n 2218<\/td>\n <\/td>\n<\/tr>\n 1982<\/td>\n Lotus<\/td>\n Excel<\/td>\n <\/td>\n 2507<\/td>\n <\/td>\n<\/tr>\n 1989<\/td>\n Lotus<\/td>\n Elan<\/td>\n <\/td>\n 2198<\/td>\n <\/td>\n<\/tr>\n 1989<\/td>\n Lotus<\/td>\n Carlton<\/td>\n <\/td>\n 3641<\/td>\n <\/td>\n<\/tr>\n 1996<\/td>\n Lotus<\/td>\n Elise<\/td>\n <\/td>\n 1518<\/td>\n <\/td>\n<\/tr>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Weights: Marcos<\/em><\/strong><\/p>\n Haynes in \u201cGuide to Component Cars\u201d:-<\/p>\n C1959\/60 Marcos GT\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 9-9.5 cwt [depending on specification]<\/p>\n 1964 Marcos 1800 Volvo\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1215 lbs. – [estimated 12 cwt]<\/p>\n 1965 Mini Marcos\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 10 cwt approximately<\/p>\n Lotus Elite\/ Eclat & Marcos Mantis Compared and Contrasted<\/strong><\/p>\n \u00a0The 1974 Lotus Elite and 1975 Eclat<\/em><\/p>\n We tend not to identify 4 seat cars with Lotus but they have played an important commercial role in the marques line up since the 1960\u2019s. The Cortina was possible not deliberately branded or promoted as four seater but it acknowledged the market for family cars. Chapman may have wished to retain brand loyalty from customers as they matured and had children. He might have deducted that as they progressed in their careers and professions they would be required to project professional images and that it was desirable and economic that he should take the marque up-market. The Elan + 2 with its extra pair of seats for children was early evidence of this thinking. Ron Hickman is believed to have designed the body. Early prices were just under \u00a32,000 including tax, built. The c 1971 2S 130 cost approximately \u00a32,626.<\/p>\n As this model ended its production life Chapman would have probably wanted a replacement and possibly believed there was trend \/ even demand for sporting 4 seaters. Of course motoring history informs us of the hot hatch and GTi\u2019s like the Golf provided an excellent product to challenge the conventional sports car. The introduction of the Elite and Eclat also possibly coincided with a deliberate move by Chapman to take the brand up market. He probably appreciated the customers had more competitive choice and were more sophisticated and had higher expectation. He is likely to have deducted that there might be greater profit in a more expensive range [good research might involve finding any formal market research that was undertaken of if the decision was hunch]<\/p>\n For these reasons it\u2019s probable that Chapman took a new direction with these two models and they represented a break with the past and a radical departure. Both these models were more: sophisticated, stylish, luxuriously appointed, and expensive. They were comparatively expensive the Elite initially costing nearly \u00a35.500.<\/p>\n The cars were designed by Oliver Winterbottom and it\u2019s believed that Giugiaro \/Ital. Design [see A&R article] may have contributed the interior. The shape incorporated a fashionable semi-wedge profile and a blend of curves and straight lines that were perhaps not entirely compatible\/ harmonious. The distinctive shape did provide a fairly low drag at the time of the fuel crisis.<\/p>\n The GRP bodies were produced by the VARI moulding process that resulted in production economics.<\/p>\n The design incorporated steel frames within the doors and this model won the Don Safety Trophy. The Elite proved spacious, comfortable with reasonable storage.<\/p>\n The Eclat [see specification contrast table] was complementary model in many respects. It shared aspects and possibly provided production economics. Although too a four seater it looked less like an estate car. As a result it had less head room etc. for passengers at the rear. In 1977 it\u2019s believed it retailed at \u00a38,372.<\/p>\n The statistics quoted by Taylor suggest that sales were not fantastic. This always requires further detailed investigation and comparison with well-established and traditional brands with equal or higher reputations for quality, performance and resale value need to be examined.<\/p>\n Technical specifications from the \u201cLotus Book\u201d<\/em><\/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 Model<\/td>\n Elite SI<\/strong><\/td>\n<\/tr>\n Year<\/td>\n 1974-80<\/td>\n<\/tr>\n Volume<\/td>\n 2,398<\/td>\n<\/tr>\n Engine<\/td>\n Lotus 907, 16v dohc<\/td>\n<\/tr>\n C.C.<\/td>\n 1973<\/td>\n<\/tr>\n Carburation<\/td>\n 2x Dellorto DHLA 45<\/td>\n<\/tr>\n Power Output [bhp]<\/td>\n 160<\/td>\n<\/tr>\n Transmission<\/td>\n Lotus 5 speed BL Maxi int’<\/td>\n<\/tr>\n Chassis<\/td>\n Box section steel backbone .Y front, rear cross mem’<\/td>\n<\/tr>\n Body<\/td>\n G.R.P<\/td>\n<\/tr>\n Front Suspension<\/td>\n Double pressed steel w\/bone c.s.\/d anti roll bar<\/td>\n<\/tr>\n Rear Suspension<\/td>\n Pressed steel semi-trailing radius arm lower link, fixed d\/shaft, c.s.\/d<\/td>\n<\/tr>\n Brakes F\/R<\/td>\n 10.5″ disc\/9.5x 2.25″ inboard drums<\/td>\n<\/tr>\n Wheels F\/R<\/td>\n 14 x 7 ” alloys<\/td>\n<\/tr>\n Tyres F\/R<\/td>\n 205 x 60 x 14<\/td>\n<\/tr>\n Length<\/td>\n 175.5″<\/td>\n<\/tr>\n Width<\/td>\n 71.5″<\/td>\n<\/tr>\n Height<\/td>\n 47.5″<\/td>\n<\/tr>\n Wheelbase<\/td>\n 98″<\/td>\n<\/tr>\n Track F\/R<\/td>\n 58.5 \/59″<\/td>\n<\/tr>\n Weight<\/td>\n 2240 lbs \/2550 lbs with auto & air -con unladen<\/td>\n<\/tr>\n Model<\/td>\n \u00a0<\/strong>Eclat & Eclat Sprint<\/strong><\/td>\n<\/tr>\n Year<\/td>\n 1975-80<\/td>\n<\/tr>\n Volume<\/td>\n 1299<\/td>\n<\/tr>\n Engine<\/td>\n Lotus 907, 16v dohc<\/td>\n<\/tr>\n C.C.<\/td>\n 1973<\/td>\n<\/tr>\n Carburation<\/td>\n 2x Dellorto DHLA 45<\/td>\n<\/tr>\n Power Output [bhp]<\/td>\n 160<\/td>\n<\/tr>\n Transmission<\/td>\n Ford Granada \/Capri 4 speed all-synchro<\/td>\n<\/tr>\n Chassis<\/td>\n Box section steel backbone .Y front, rear cross mem’<\/td>\n<\/tr>\n Body<\/td>\n G.R.P<\/td>\n<\/tr>\n Front Suspension<\/td>\n Double pressed steel w\/bone c.s.\/d anti roll bar<\/td>\n<\/tr>\n Rear Suspension<\/td>\n Pressed steel semi-trailing radius arm lower link, fixed d\/shaft, c.s.\/d<\/td>\n<\/tr>\n Brakes F\/R<\/td>\n 10.5″ disc\/9.5x 2.25″ inboard drums<\/td>\n<\/tr>\n Wheels F\/R<\/td>\n 13 x 5.5″ steel ;alloy’s on Sprint<\/td>\n<\/tr>\n Tyres F\/R<\/td>\n 185-70 x 13<\/td>\n<\/tr>\n Length<\/td>\n 175.5 “<\/td>\n<\/tr>\n Width<\/td>\n 71.5″<\/td>\n<\/tr>\n Height<\/td>\n 47.5″<\/td>\n<\/tr>\n Wheelbase<\/td>\n 98″<\/td>\n<\/tr>\n Track F\/R<\/td>\n 58.5\/59″<\/td>\n<\/tr>\n Weight<\/td>\n 2450 lbs<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The Marcos Mantis<\/em><\/p>\n Jem Marsh possibly believed there was market for a four seat specialist sports car. There was historic president in the Gilbern and many production saloons were capable of coming within striking distance of out and out sports cars. He might also have seen the European adoption of the American V8 through the 1960\u2019s in cars such as the British Gordon Keeble .It possible that he wished to cultivate an export market to the USA.<\/p>\n The Mantis arrived in 1971 it was possibly bad timing and possibly caught up in unforeseen events. [VAT and oil crisis etc.]<\/p>\n Many consider the Mantis a bizarre shape. It was designed by Dennis Adams. Some believe it to be a curios styling, an unhappy mix without any consistent motif.\u00a0 The editors consider this to be consistent with some of Adams other futuristic concepts including the Probe. The shape was probably determined by the four seat [possibly 2+2] accommodation, engine size Vis weight \/ load and intended performance. The tube chassis\/grp body construction [moulded in two halves] and a style that would easily distinguish the car as of Marcos heritage. Adams design was possibly modified for production or suffered alteration for economic considerations.<\/p>\n The shape was dramatic, low based on a stable, strong chassis and with the 2.5 L engine capable of a very respectful performance.<\/p>\n It\u2019s believed the prototype was powered by Ford V6 but production cars were provided with the Triumph 2.5 L injection engine. The Mantis was luxuriously appointed. It is interesting to note that by comparison a Rover V8 -3500 in the period would have cost c \u00a32,150 including tax.<\/p>\n Model Comparisons<\/em><\/strong><\/p>\n Both cars: –<\/p>\n \n \n Two seater sports cars of light compact design<\/li>\n Both bodies were made of fibre glass\u00a0 [but diametrically opposed structural concepts]<\/li>\n Its claimed they suffered noise in the cockpit associated with the fibre glass bodies.[the editors not privileged to have driven either car are unable to comment from experience]<\/li>\n Were reasonably expensive for the time and the probable clients [see A&R articles on Design Decades and social History \u2013Price relativity]. In period both cars represented about 30% of a new house price.<\/li>\n Neither manufacturer really benefited from these low volume cars<\/li>\n The International economic conditions and oil crisis was not conducive to their success<\/li>\n<\/ul>\n<\/ul>\n Product Prices<\/strong><\/p>\n When subscribers compare prices we strongly recommend that our article on Price Relativity is consulted where we attempt to place vehicle costs in relation to house prices and wages in an attempt to draw meaningful comparisons.\u00a0<\/strong><\/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 c1952<\/td>\n Lotus<\/td>\n Mk.VI<\/td>\n \u00a3400-500<\/td>\n Estimated \/ specification<\/td>\n<\/tr>\n <\/td>\n Lotus<\/td>\n Eleven<\/td>\n \u00a3872<\/td>\n \u00a31308 inc pt<\/td>\n Ford 1172 sv<\/td>\n<\/tr>\n <\/td>\n Lotus<\/td>\n Eleven S2<\/td>\n \u00a31690<\/td>\n pt\u00a3811<\/td>\n Le Mans<\/td>\n<\/tr>\n <\/td>\n Lotus<\/td>\n Eleven S2<\/td>\n \u00a31490<\/td>\n Nett<\/td>\n Club<\/td>\n<\/tr>\n 1959\/60<\/td>\n Lotus<\/td>\n Seven S\u00a0 1<\/td>\n \u00a3892<\/td>\n Eng’\u00a3356<\/td>\n Chassis\u00a3499<\/td>\n<\/tr>\n 1959<\/td>\n Lotus<\/td>\n Seven S\u00a0 1<\/td>\n \u00a31036<\/td>\n “F”<\/td>\n <\/td>\n<\/tr>\n 1959<\/td>\n Lotus<\/td>\n Seven S\u00a0 1<\/td>\n \u00a31546<\/td>\n “C”<\/td>\n <\/td>\n<\/tr>\n 1959<\/td>\n Lotus<\/td>\n Seven S\u00a0 1<\/td>\n \u00a3536<\/td>\n Kit form<\/td>\n Eng’options<\/td>\n<\/tr>\n 1960<\/td>\n Lotus<\/td>\n Seven S 2<\/td>\n \u00a3587<\/td>\n Kit form<\/td>\n <\/td>\n<\/tr>\n 1961<\/td>\n Lotus<\/td>\n Seven S 2<\/td>\n \u00a3499<\/td>\n Kit form<\/td>\n <\/td>\n<\/tr>\n 1962<\/td>\n Lotus<\/td>\n Seven S 2<\/td>\n \u00a3868<\/td>\n <\/td>\n <\/td>\n<\/tr>\n 1962<\/td>\n Lotus<\/td>\n Super Seven<\/td>\n \u00a3681<\/td>\n pt\u00a3350<\/td>\n inc cr gears<\/td>\n<\/tr>\n 1962<\/td>\n Lotus<\/td>\n Super Seven<\/td>\n \u00a3599<\/td>\n Kit form<\/td>\n without cr<\/td>\n<\/tr>\n 1965<\/td>\n Lotus<\/td>\n Super Seven<\/td>\n \u00a3645<\/td>\n Kit form<\/td>\n without extra<\/td>\n<\/tr>\n 1965<\/td>\n Lotus<\/td>\n Super Seven<\/td>\n \u00a3695<\/td>\n pt\u00a3173<\/td>\n <\/td>\n<\/tr>\n c 1968<\/td>\n Lotus<\/td>\n Seven S 3<\/td>\n \u00a3775<\/td>\n Kit form<\/td>\n <\/td>\n<\/tr>\n c 1968<\/td>\n Lotus<\/td>\n Seven S 3<\/td>\n \u00a31250<\/td>\n Kit form<\/td>\n SS Twin cam<\/td>\n<\/tr>\n 1969<\/td>\n Lotus<\/td>\n Seven S 3<\/td>\n \u00a31600<\/td>\n <\/td>\n SS<\/td>\n<\/tr>\n c1970<\/td>\n Lotus<\/td>\n Seven S 4<\/td>\n \u00a3895<\/td>\n Kit form<\/td>\n <\/td>\n<\/tr>\n c1970<\/td>\n Lotus<\/td>\n Seven S 4<\/td>\n \u00a31245<\/td>\n Kit form<\/td>\n Twin cam<\/td>\n<\/tr>\n c1970<\/td>\n Lotus<\/td>\n Seven S 4<\/td>\n \u00a31265<\/td>\n Kit form<\/td>\n Holbay<\/td>\n<\/tr>\n c1973<\/td>\n Lotus<\/td>\n Seven S IV<\/td>\n \u00a31487<\/td>\n <\/td>\n <\/td>\n<\/tr>\n 1963<\/td>\n Lotus<\/td>\n Elite<\/td>\n \u00a31451<\/td>\n Kit form<\/td>\n Special Equip<\/td>\n<\/tr>\n c 1963<\/td>\n Lotus<\/td>\n Elite<\/td>\n \u00a31966<\/td>\n inc-p’tax<\/td>\n <\/td>\n<\/tr>\n 1965<\/td>\n Lotus<\/td>\n Elan<\/td>\n \u00a31187<\/td>\n \u00a3249<\/td>\n <\/td>\n<\/tr>\n c1973<\/td>\n Lotus<\/td>\n Elan Sprint<\/td>\n \u00a32436<\/td>\n <\/td>\n <\/td>\n<\/tr>\n 1971<\/td>\n Lotus<\/td>\n Europa<\/td>\n \u00a31595<\/td>\n Kit form<\/td>\n Twin cam<\/td>\n<\/tr>\n 1971<\/td>\n Lotus<\/td>\n Europa<\/td>\n \u00a31715<\/td>\n <\/td>\n Twin cam<\/td>\n<\/tr>\n c1973<\/td>\n Lotus<\/td>\n Europa Spec<\/td>\n \u00a32436<\/td>\n <\/td>\n <\/td>\n<\/tr>\n 1983<\/td>\n Lotus<\/td>\n Esprit S3<\/td>\n \u00a315380<\/td>\n <\/td>\n <\/td>\n<\/tr>\n 1997<\/td>\n Lotus<\/td>\n Elise<\/td>\n \u00a320950<\/td>\n <\/td>\n 1.8i<\/td>\n<\/tr>\n 2013<\/td>\n Lotus<\/td>\n Elise<\/td>\n \u00a329050<\/td>\n <\/td>\n 1.6<\/td>\n<\/tr>\n 2013<\/td>\n Lotus<\/td>\n Elise<\/td>\n \u00a337205<\/td>\n <\/td>\n 1.8S<\/td>\n<\/tr>\n 2013<\/td>\n Lotus<\/td>\n Evora<\/td>\n \u00a353080<\/td>\n <\/td>\n 3.5 V6<\/td>\n<\/tr>\n 2013<\/td>\n Lotus<\/td>\n Evora<\/td>\n \u00a362290<\/td>\n <\/td>\n 3.5 V6S<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Marcos<\/strong><\/p>\n C 1961 Marcos Spyder\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3830 [kit] estimated<\/p>\n Haynes in \u201cGuide to Component Cars \u201c, c 1966<\/p>\n 1964 [on introduction] Marcos 1800 [Volvo]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a32,283. [Complete including tax]<\/p>\n C1966\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,429. [Kit]<\/p>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,430. [Complete + \u00a3299 tax]<\/p>\n Marcos 1800 L [Live rear axle]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,310. [Kit]<\/p>\n C1967 Marcos -1600]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,316<\/p>\n 1965 Mini Marcos\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3199 [basic kit]<\/p>\n 1970-71 Marcos Mantis\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,185 built [\u00a32,425 kit]<\/p>\n C1973 Mini Marcos Mk.IV\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3324 [part kit including VAT]<\/p>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 <\/strong>\u00a3357 [complete kit]<\/p>\n 1992 Mini Marcos\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a310,685 [export spec\u2019 1275 cc engine]<\/p>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,639 [basic kit Inc VAT]<\/p>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3575 [glass] & \u00a3382 trim]<\/p>\n C1992 Marcos Mantula\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a325,000 approx.,<\/p>\n Additional Peer Price Comparison [\u00a3-rounded] Majority of figures include taxes.<\/strong><\/p>\n 1961 Autocar Road Tests\/ Motor Sports Car Road Tests:<\/strong><\/p>\n \n AC Greyhound\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,087<\/li>\n AC Ace\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a32,094<\/li>\n Alexander Turner\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31.052<\/li>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Ditto\u00a0\u00a0\u00a0\u00a0\u00a0 950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3815<\/li>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Ditto\u00a0\u00a0\u00a0 Kit\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3550<\/li>\n Austin Healey Sprite Mk.I\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3678<\/li>\n Berkley Sport 2 Seater\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3574<\/li>\n Jaguar E Type\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a32,097-\u00a32,160<\/li>\n Gordon Keeble\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,045<\/li>\n Saab 96\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3885<\/li>\n VW Beetle\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3716<\/li>\n Sunbeam Alpine\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3985<\/li>\n Morris Mini Travellor\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3623<\/li>\n TVR Grantura\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,298<\/li>\n Lotus Elite\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,966<\/em><\/strong><\/li>\n Lotus Seven\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,157<\/em><\/strong><\/li>\n Lotus Eleven Le Mans\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a32,501<\/em><\/strong><\/li>\n<\/ul>\n C 1962 \u201cThe Motor\u201d<\/strong><\/p>\n \n Gilbern Mk.1\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 MGA 1600\u00a0\u00a0\u00a0\u00a0 Kit\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3978<\/li>\n Morris Mini Cooper\u00a0 997cc\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3679<\/li>\n M.G. Midget\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3689<\/li>\n Reliant Sabre\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,164<\/li>\n Sunbeam Harrington Le Mans\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,556<\/li>\n<\/ul>\n 1964 Autocar Road Tests<\/strong><\/p>\n \n Alfa Romeo Giulia Spider\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,396<\/li>\n Chevrolet Stingray\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,323<\/li>\n Reliant Sabre Six\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31.076<\/li>\n Fiat 500 D\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3399<\/li>\n Renault R8 1100\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3674<\/li>\n<\/ul>\n C1965\/66 \u201cThe Motor \u201cSports Car Road Tests<\/strong><\/p>\n \n Ford Lotus Cortina\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,100<\/li>\n Gilbern GT\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 MGB\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Kit\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3995<\/li>\n<\/ul>\n \u00a31,260 -\u00a31,408<\/p>\n \n E Type Jaguar\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,992<\/li>\n MGB\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3870<\/li>\n Morris Cooper S\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3695<\/li>\n Reliant Sabre Six\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,075<\/li>\n Sunbeam Alpine\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3891<\/li>\n Triumph Spitfire\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3729<\/li>\n Volvo 1800\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,836<\/li>\n<\/ul>\n Projected Futures<\/strong><\/p>\n Lotus<\/strong><\/p>\n Recently the future of Lotus has been cast into doubt. There have been concerns about its financial viability, possible sale and relocation. Lotus has been owned by Proton since 1996. Proton suggest that the future is secure but we are not privy to long term strategic plans or perhaps the vagaries of world economics and motor car demand.<\/p>\n Recent senior staff have included A.Farikullah and S.Z.Abidin.<\/p>\n Lotus has enjoyed considerable success and international acclaim with the Elise.<\/p>\n In 2002 Lotus were granted The Queens Award for Enterprise. In 2010 five new proposed models were introduced at the Paris Motor Show. These were to be released over a five year period. This seemed too many somewhat over ambitious.<\/p>\n The recent range has included the Elise, Exige, and Evora.<\/p>\n The editors feel that the dilemma that surrounds Lotus is focused on its role. Lotus Consulting possible contribute deign to most of the cars in production today but these are invisible and my necessity secret .Its possibly also the greater source of income. The Lotus production models possible playing a promotional role and show case for the consultancy wing. Their economics partly assisted by shared components or related economies of scale. In absolute accountancy\/ economic terms they may not be fully viable. Lotus as such cannot cross subsidize as larger manufacturers might across their range that might include commercial vehicles etc.<\/p>\n Lotus possibly also suffers from placement in the hierarchy of brands. Chapman realized that the economics of the enthusiast sports car was barely viable. He intentionally took the range up market. However in the process reputations, quality, resale value, perception and value for money become critical. No longer in a defined niche competition with the major manufacturers is not easy. Not just Lotus but other British specialist sports cars manufacturers find themselves between a rock and a hard place unable to go back or climb out. Their reputations increasingly becoming regressive and the once predominant purchasing category older and not being seen as so cool as by the younger audience. FI has the means to keep the brand in the forefront of prospective purchasers but this really requires success and is expensive so much so that only the mass producers can afford the cost and potential loss. Chapman achieved miracles with relatively low budgets but he was increasingly aware of the need for ever increasing spend and investment in R&D<\/p>\n It\u2019s to be hoped that Lotus can succeed in the current generation of FI and that this might translate into a wider purchasing appeal in the emerging markets of the East and South America etc.<\/p>\n As off 2014 Lotus engineering are believed to be involved or providing consultancy to over one hundred projects for some of the largest motor corporations. It\u2019s likely much of this might involve hybrid technologies although the full extent has and is likely to remain a secret for commercial reasons.<\/p>\n Marcos<\/strong><\/p>\n The future of Marcos is unknown. However it is to be assumed that this specialist marque with a considerable reputation and following [rather like TVR] can expected to be revived in the future.<\/p>\n The vulnerability of the specialist manufacturers does enable Lotus to be considered an achiever and survivor.<\/p>\n The Proposed CCM&EC<\/strong><\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For 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.<\/p>\n Consistent with the application of benchmarking is a series of exhibitions based on the display and evaluation of Colin Chapman\/ Lotus and their main competitors. This might take the form of contrasting marque histories, competition, and design construction and assembly methods. Noting how history and changing assessments and perceptions impact on marketing etc.<\/p>\n Cars and design objects can be placed in juxtaposition for maximum interpretation value. In addition test runs and other photo opportunities can be exploited.<\/p>\n Merchandising opportunities are extensive.<\/p>\n Cooperation with marque owner clubs and manufacturers museums could be sought.<\/p>\n This provides some exciting opportunities because of the extreme contrasts not least visual in many cases. In addition it allows the proposed museum to examine an important and continuing manufacturing activity so desperately needed which embraces a British culture, success and continuity.<\/p>\n An exhibition and interpretation of this nature also permits vivid graphic and practical demonstrations of sustainability in the more considered holistic context.<\/p>\n Conclusion<\/strong><\/p>\n Our study of Marcos and Lotus provides fascinating insights into the dynamics of British culture, technology, the motor industry, and manufacturing. These have changed dramatically over time. By examining the interrelationships it\u2019s hoped lessons can be learnt.FI and the specialist car manufacturers have been and remain significant drivers of innovation and component of our economy and exports.<\/p>\n Through our study it\u2019s possible to establish links and bridges between tastes, demand, and organizational delivery to end product. Attempts can be made to extrapolate success and efficiency through costs, sales and longevity.<\/p>\n The specialist car providers play an important role in individuality and choice. They have existed to develop and deliver products that excel in their chosen field and specifically driving pleasure, performance or unique aesthetics. Small companies are often best placed to do this with their greater adaptability and flexibility. They enhance democracy but often struggle in real world economics. By debating and exploring the interwoven linkages it\u2019s hoped that specialist manufacturers can continue. In some small way the editors hope that we can contribute to the continuity by addressing and explaining the interrelationship of costs, the role of budgets, performance, and value for money and peer competition. We hope this will assist engineers and entrepreneurs understand success and failure and the ingredients of both. From a foundation of analysis we hope they might design build and market with a successful formula.<\/p>\n The achievements of Lotus can be seen to be that much greater in the context of the obstacles they have overcome and the products they continue to develop and bring to the market.<\/p>\n Using the comparative analysis that the A&R adopts it\u2019s hoped that the merit of Colin Chapman and Lotus are seen a worthy of a museum. As such the investment is intended to:-<\/p>\n \n Promote Car sales and engineering<\/li>\n Contribute to national economy through tourism<\/li>\n Support and integrate with local economy to support enriched tourism within the experience economy<\/li>\n Contribute to the development and education of engineers and entrepreneurs<\/li>\n Reduce welfare by increasing education and self-sufficiency and skills<\/li>\n Promote the wider cultural dimension of design through engineering<\/li>\n<\/ul>\n The editors are developing a series of comparative articles that will evaluate Lotus against:-<\/p>\n \n TVR<\/li>\n Ginetta<\/li>\n Gilbern<\/li>\n Elva<\/li>\n Chevron<\/li>\n Bond<\/li>\n Reliant<\/li>\n Turner<\/li>\n Lola<\/li>\n<\/ul>\n Please let us know if you would like other marques to be included and any preference in sequence.<\/p>\n Reference:<\/strong><\/p>\n Websites:<\/strong><\/p>\n www.Lotus.com<\/a><\/p>\n www.marcoscars.net\/models.htm<\/p>\n Books<\/strong><\/p>\n *Marcos: Making My Marque.Jem Marsh.Poulton Lodge.2009<\/p>\n ISBN: 9780956296801<\/p>\n **Marcos.<\/strong>DM Barber.Cedar.1995.<\/p>\n ISBN: 0951700294<\/p>\n Motor Sports Car Road Tests. Temple Press.1965<\/em><\/p>\n The Lotus Book .W.Taylor.Coterie Press.1999.<\/em><\/p>\n High Performance Cars.Autosport. [Morgan with a difference \u2013John Bolster- TOK 258]<\/em><\/p>\n Motor Sports Car Road Tests second Series. Temple Press.1965<\/em><\/p>\n Guide to Used Sports Cars Vol\u2019s I &II .J.H.Haynes.Haynes.c 1965<\/em><\/p>\n Lotus \u2013The Legend. David Hodges.Parragon.1998.<\/em><\/p>\n ISBN: 0752520741<\/em><\/p>\n Specialist Sports Cars.R.Heseltine.Haynes.2001.<\/em><\/p>\n ISBN: 1859606903<\/em><\/p>\n Guide to Component Cars. JH Haynes.Haynes.1966<\/em><\/p>\n Automobiles.Mainwaring.Warne.1965<\/em><\/p>\n The Worlds Racing Cars.Twite.Macdonald.1964<\/em><\/p>\n British Auto Legends…Zumbrunn\/Heseltine.Merrrell.2007<\/em><\/p>\n ISBN: 9781858944944<\/em><\/p>\n A&<\/em>R library<\/em><\/p>\n Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/em><\/p>\n *Available at British Library<\/p>\n **Available Surrey County Council Library<\/p>\n \u00a0<\/a><\/p>\n <\/a><\/p>\n 5. Colin Chapman: Wheeler-Dealer of Warren Street? Not as you know it.<\/strong><\/p>\n Introduction<\/strong><\/p>\n The A&R conducts and disseminates research relating to Colin Chapman and Lotus.<\/p>\n The primary focus are:-<\/p>\n \n The technical and design methodology adopted for his road , race cars and Industrial Design<\/li>\n The cultural dimension and impact of Chapman\u2019s designs and racing achievements<\/li>\n The exercise of benchmarking to provide comparison and assessment<\/li>\n An interpretation of the interactive dynamic cultural, historic and technological dimensions in which Chapman lived designed and influenced as an Industrial Designer, Car Manufacturer\/Consultant and F1 Grand PrixTeam owner and strategist. Assembling interactive materials to form exhibitions to further a graphic \/educational interpretation<\/li>\n<\/ul>\n In the pursuit of such research the editors take a special interest in British society and the events that impinged on Chapman and to which he might have reacted. We consider it a disservice to ignore or a failure if the circumstances and context of his achievements and failings are not placed in the fullest societal context.<\/p>\n Recently the editors were reading \u201cSmoke in the Valley\u201d by Knayston in order to achieve a deeper, fuller and more thorough understanding of Britain in the immediate post war period and thereby structure historical events; and offer better explanations and indeed evaluations of Chapman in period.<\/p>\n A photograph is published in this work entitled \u201cThe car\u00a0 dealers of Warren Street ,autumn 1949\u201d It\u2019s well known that Chapman cut his teeth in his later teens in selling second hand cars. What is less known are the circumstances surrounding the events.<\/p>\n In this article we shall explore the role that Chapman provided in greater detail.<\/p>\n The editors take the opportunity of providing detail references as these are particularly useful, detailed and objective. They will be of considerable relevance to drama, film and documentary film makers wishing to assemble an authentic representation of the era. The titles recorded correspond with Chapman\u2019s adult life and design career. They also contain primary reference to London where Chapman was based, studied, worked and married.<\/p>\n Of the text books mentioned the editors particularly commend \u201c20th<\/sup> Century Britain\u201d for its thoroughness and its detailed explanation, analysis and economic data that are the backbone of other events described.<\/p>\n In order to have a fuller grasp of this article subscribers might like to see A&R articles:-<\/p>\n \n Festival of Britain<\/li>\n Price Relativities<\/li>\n Lotus Design Decades [Starting with 1950\u2019s<\/li>\n Mary Quant, boutiques and Carnaby Street.<\/li>\n<\/ul>\n Brief Social Assessment of Britain during the Second World War<\/strong><\/p>\n The British people experienced much in common and particularly those in the industrial town\u2019s cities and ports that were of strategic importance and suffered bombing. The Second World War necessary as it might have been to preserve liberty and decency damaged the economy and improvised people\u2019s lives in many respects. A summary of some of the most important consequences includes:-<\/p>\n \n Generation of men entering the armed forces many losing their lives and impact and disruption of family life<\/li>\n A planned economy with switch to military production\/loss of consumer products<\/li>\n Rationing and shortages adopted for several reasons including switch to military but also broader economic and social objectives which lasted almost ten years into peacetime. Extensive rationing applied to many basics including food ,clothes and general consumer goods<\/li>\n Dislocation of population associated with relocation of industry and armaments manufacture<\/li>\n Gender role swop as consequence men in armed forces<\/li>\n Growth of the state, planning, involvement, direction and increase in civil service and public service employment. Some measures considered intrusive, heavily regulated\u00a0 state control<\/li>\n Destruction and loss of capital plant and homes requiring rebuilding and relocation<\/li>\n Curtailment of freedom of expression relating to spying and its consequence<\/li>\n Acceleration of technological developments, industrial processes , logistics and new materials<\/li>\n Early deployment of computers<\/li>\n Men in armed forces acquiring discipline, education , technological awareness and taste for adventure<\/li>\n Degrees of innovation and improvisation along with experimentation in many fields of endeavor<\/li>\n Emergence of new societal values and expectations matched by uncertainties and fears<\/li>\n For many a pervading sense of drabness, reduced freedom of expression and humour<\/li>\n<\/ul>\n Post War Britain<\/strong><\/p>\n Johnson in \u201c20th<\/sup>.Century Britain\u201d identifies distinct phases following the war and the editors support the broad categorization as:-<\/p>\n \n Austerity 1945-47<\/li>\n Prosperity at Last 1952-55<\/li>\n The Golden Age\u00a0 1955-73<\/li>\n<\/ul>\n Murphy observes that:-<\/p>\n \u201cBy the end of the 1940\u2019s the British people were becoming restive, they had endured nearly a decade of rationing\u201d<\/p>\n And the Readers Digest assessment was that:-<\/p>\n \u201cOnce the euphoria of victory faded away, it became clear how much that the war had cost . Britain was utterly exhausted, but the people struggled on. The country needed to be rebuilt for the peace .For several years , the regime of rationing was even tighter than it had been in war, but there were bright glimmers ahead\u2026\u2026\u2026..\u201d<\/p>\n The post war period threw up many obstacles and was not easy for Britain to the extent that in 1947 Atlee announced a crisis austerity plan for the economy. Pertaining to Chapman he was caught up in the consequence of the basic petrol ration that was abolished in August 1947 to halt pleasure motoring. In addition there were emergency budgets. From April 1948 motorists were restricted to 90 miles a month effective from June that year.<\/p>\n Post War Britain experienced many of the fallowing:-<\/p>\n \n Continued rationing of\u00a0 essentials including food ,clothes and petrol for a period after the war extending into the early 1950\u2019s but relaxed in stages<\/li>\n Dislocation of people and employment and extended period of readjustment<\/li>\n Sociological action\/reaction to war and particular demand for liberty, freedoms, choice , colour and gaiety<\/li>\n In reality many especially ex-servicemen experienced ambivalence, regrets and fears and some conflicts as traditional family relations were reestablished. For many there was feeling of peril and anxiety.<\/li>\n Britain as we have noted above past through very difficult times to reestablish its peacetime economy. The nation was in a state of flux and the economy frequently on a knife edge. The slogan was \u201cExport or Die\u201d and this impacted on consumer goods for the internal market. Extensive rebuilding was required of industry , the social fabric , welfare and culture when there was so little capital available<\/li>\n Strikes , wages freezes and labour disputes e.g. Dockers<\/li>\n Threats of energy crisis and power cuts even risk of famine<\/li>\n Britain\u2019s traditional relationship with her colonies was changing<\/li>\n Gradually as the economy improved wages increased and the baby boom matured there emerged a youth economy<\/li>\n Out of the ashes and rebuilding programme a new generation of entrepreneurs would emerge recognizing the pent up demand and creating opportunities [ a theme developed as we discuss Chapman to follow]<\/li>\n<\/ul>\n Consumption of selected consumer durables [monthly averages] 1947-57<\/p>\n Year\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 New car reg\u2019 [1000\u2019s]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 TV sets [1000\u2019s]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Refrigerators [1000\u2019s]<\/p>\n 1949\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 12.8\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 17.4\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 384<\/p>\n 1950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 11.1\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 42.4\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 445<\/p>\n 1951\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 11.4\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 57.6\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 455<\/p>\n 1954\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 32.7\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 104.2\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 515<\/p>\n 1957\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 35.5\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 151.3\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 779<\/p>\n Source: M.Hall \u201cThe consumer sector \u201cin Worswick and Ady, The British Economy.<\/p>\n Income statistics\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1956\/57<\/p>\n Average weekly wage [women]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a36.16<\/p>\n Average weekly wage [men]\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a311.89<\/p>\n Annual rate of inflation\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 3.7%<\/p>\n Percentage of income spent on food\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 35%<\/p>\n Price of pint of beer\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 9p<\/p>\n Percentage of households owning TV\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 27%<\/p>\n 1956 Taylor Woodrow new built house,<\/p>\n Crawley New Town\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a32,195<\/p>\n Average annual wage<\/p>\n 1955-\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3469<\/p>\n 1960\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3581<\/p>\n 1970\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a31,289<\/p>\n 1978\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,827<\/p>\n Source Britain 1914-200 [Social and Economic History 1945-2000]<\/p>\n However the Festival of Britain nick named the \u201ctonic to the nation\u201d marked a significant turning point. It possibly marked the watershed from austerity towards affluence and ushered in an era of growth, increasing disposable income, freedoms, consumption and in particular the motorcar. It featured innovative design and it fell on the likes of Chapman to be in the vanguard of innovation.<\/p>\n It would be significant opportunity for Chapman and Lotus and one the A&R will analyses from various perspectives in some considerable detail.<\/p>\n The Post War Demand for Transport and Private Cars<\/strong><\/p>\n Mass production amongst other factors had democratized motoring in the 1920\u2019s and 30\u2019s. In the early 1920\u2019s a family size Austin would have cost approximately \u00a3495 [about the annual salary of a professional man in Britain at that time]. In 1923 an Austin Seven would retail c \u00a3225 and this would have fallen to c \u00a3125 in 1930. The Ford \u201cY\u201d competition of 1932 cost approximately \u00a3100.<\/p>\n Of course the Second World War 1939-1945 intervened.<\/p>\n In 1949 some sources suggest that only 7% of adults owned a car.<\/p>\n Some of the factors determining the demand were:-<\/p>\n \n During the 6 years of war there had been very little new car production<\/li>\n Prewar cars had possibly been \u201claid up\u201d or little used and possibly become unusable<\/li>\n Raw materials were rationed and steel for example went to the companies that could export<\/li>\n New cars were virtually unobtainable until exports had been meet and the home market could be targeted. There was a considerable waiting time for those available<\/li>\n Imports including those of cars were banned to assist the recovery of the economy<\/li>\n Large sections of the population had been dislocated, many were forced to relocate due to the bombing and rehousing. Those that lived in the suburbs needed additional transport for work , shopping and emergencies<\/li>\n There was greater leisure and perhaps a nostalgia even escapism for the countryside and lifestyle which the car facilitated and made possible. Private transport encouraged families to go further in search of leisure .Manufacturers sold their cars on the back of slogans like \u201cEvery weekend a holiday\u201d<\/li>\n People required freedom of expression and travel following privation and the motor car was the ideal medium to satisfy this. The car was the second greatest private space beyond the house and offered mobile independence and privacy<\/li>\n The war had enforced a more egalitarian society and possibly post war people naturally sought status and the private car was a means to establish and express this and possibly represented class aspiration<\/li>\n Possibly many of the women who had worked during the war returned to being housewives but having experienced degrees of emancipation sought and perhaps in many circumstances required a motor car<\/li>\n Demographic changes and baby boom with emphasis on young families<\/li>\n For many the return to normality included hobbies and a minority would wish to include motorsport in various forms not least trials<\/li>\n For some the car was an essential ingredient of a caravan holiday [see reference leisure]<\/li>\n<\/ul>\n For the reasons set out above cars were at a premium and fetching high prices.<\/p>\n A further indication of the interest and demand for transport can be expressed in the first post war Motor Show of October 1948 held at Earls Court. Over 550,000 people attended in ten days.Incidently the Jaguar XK120 and Morris Minor [\u00a3569 but restricted] were displayed at polarized ends of the market. 32 British firms exhibited.<\/p>\n In 1948 it\u2019s understood there was approximately 2 million vehicles on British but this increased to 3 million by 1952.<\/p>\n The decade of the 1950\u2019s witnessed many contradictions. Peace accompanied a slow recovery and improving real wages and increased employment opportunities. A Ford Popular cost approximately \u00a3390 in 1953.However the Suez Crisis was a major if short term set back and witnessed the reintroduction of petrol rationing. It was not until 1958 that hire purchase and easy payments would fully open up a consumer society especially for private motor cars.<\/p>\n The popular sports cars associated with the immediate post war period include the Morgan, MG.TC, Triumph TR2 and Austin Healey 100\/4.<\/p>\n Foundation Years<\/strong><\/p>\n This is the title of the second chapter of Lawrence\u2019s biography of Chapman. In many respects this is a valid assessment. It witnesses Colin attend University College in central London. Although Chapman was not perhaps as academic or motivated he was certainly enterprising. Colin and his friend Colin Dare the young men started buying and selling second hand cars. Lawrence observes:-<\/p>\n \u201cWednesday and Saturday afternoons would see the two Colin\u2019s ,Chapman and Dare , in Warren Street , a few hundred yards from University College and London\u2019s notorious meeting place for used car dealers\u2026\u2026\u2026\u2026dealers would arrive in Warren Street , park their cars and trade. Used cars were all that there were in Britain in 1946\u201d<\/p>\n Lawrence confirms our extended research that cars were in considerable demand for the explanations given. It\u2019s possible that Colin Chapman inherited an entrepeneural streak from his father and it might be that these enterprising young men recognized and opportunity and took the moment. They certainly had the mechanical and driving skills, were confident and articulate. Based in London they had close proximity to both the greatest source of raw material and a ready market of buyers as we have established. During this era many famous men and women were developing along similar lines for example Bernie Ecclestone, Eddie Jordan [later generation but similar business skills] , and later in the decade Sir Terrence Conran and Mary Quant along with Sir Freddie Laker<\/p>\n The role that Chapman performed was natural and necessary considering the demand that existed; it might also have provided:-<\/p>\n \n A youthful learning and testing and rites of passage experience<\/li>\n An opportunity for a career platform , sideline or safety net<\/li>\n An embryonic means to finance bigger plans requiring investment or to form early collateral<\/li>\n A development of skills and what is now known as adding value<\/li>\n A source of independent income of parents possibly to finance study and expenditure or to acquire finance to marry, buy house etc.<\/li>\n Although not over altruistic Chapman was performing a service<\/li>\n<\/ul>\n There was a probability that the cars he acquired were elderly and neglected. The owners possibly no longer needed the cars or were unable to maintain them, many may have lost the garages and storage space as result of the blitz. Therefore Colin provided the useful service of bringing these to the market. Many of the new owners might have been of a younger generation and willing to undertake repairs or have them recommssioned as stop gap before British car manufacturing could resume.<\/p>\n The evidence is that Colin was successful in his venture until the bottom fell out of the market with the sudden petrol rationing announcement. How many cars Chapman bought and sold are not known neither is it clear where they were stored. It might be assumed that he only paid approximately \u00a35-10 for each and invested minimally to make them run.<\/p>\n The editors believe that Colin Chapman was extremely resourceful .He learnt skills the hard way and from modest baseline as had many industrialist entrepreneurs before him. Although not expressed in the words of the time, extending the life of cars had a green dimension .Those built in the 1930\u2019s especially the Austin Seven was probably capable of an extended life. The new owners possibly felt that ownership of a car could be economically justified .It might have allowed a husband to commute on the tube and for the wife to take a part-time job or otherwise support the family. It would have certainly created a leisure opportunity for travel and relaxation. Possibly some of the cars were deliberately bought in damaged condition before entering the growing off road trials competitions.<\/p>\n The negotiating skills that Chapman acquired along with attuning himself to the market would last a lifetime. In future articles we will update this and explain how it developed along with British society and increasing affluence<\/p>\n The Proposed CCM&EC<\/strong><\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For 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.<\/p>\n In particular it is recommended that the proposed CCM&EC holds a series of exhibitions in which the achievements of Chapman can be placed in their historic context. As we have noted these are not merely technical but also contain a social and economic history.<\/p>\n As society changes so does its needs, expectations and fashion. Designers and manufacturers need to be attuned to these. The best like Chapman in fact often anticipate, lead and influence. In fact Chapman was doing this as early as the late 1950\u2019s and early 1960\u2019s with his Elite and Elan.<\/p>\n Conclusion<\/strong><\/p>\n The A&R considers that the fullest appreciation and indeed the fairest evaluation of Colin Chapman requires deep investigation of context and circumstance in order to assess his response to opportunity and for the consequences to be measured.<\/p>\n Through social and economic investigation we hope to reveal many complex and interactive forces and the nuances that surround them. These we hope can form the basis of detailed exhibitions that will permit fully entertaining and educational interpretation to be achieved.<\/p>\n In this article we hope to have shown how adaptive responsive, mature for years and entrepreneurial Chapman was. In future articles we will weld this to his design skills and bring out the extent to which he moulded events and markets. This he attempted on many occasions not least with motorboats, micro lights and public space utility furniture.<\/p>\n Reference:<\/strong><\/p>\n Leisure in Post War Britain .Hylton.Amberley.2012<\/p>\n ISBN: 9781445603438<\/p>\n A World to Build. [1945-48] Kynaston.Bloomsbury.2008<\/p>\n ISBN: 9780747585404<\/p>\n Smoke in the Valley. [1948-51] Kynaston.<\/p>\n ISBN:<\/p>\n Family Britain. [1951-57] Kynaston.Bloomsbury.2009<\/p>\n ISBN: 9781408800836<\/p>\n Demobed.Allport.Yale University.2010<\/p>\n ISBN:<\/p>\n Never Again [Britain 1945-51].Hennessy<\/p>\n ISBN: 9780300168860<\/p>\n An English Affair.Davenport-Hines.Haper.2013.<\/p>\n ISBN: 9780007435845<\/p>\n Seasons in the Sun. [The Battle for Britain 1974-79].Sandbrook.Penguin.<\/p>\n ISBN: 9780141032160<\/p>\n 20th<\/sup> Century Britain. [Ed.] Johnson.Longman.1998.<\/p>\n ISBN: 0582228174<\/p>\n Britain 1914-2000. [Ed] D.Murphy.Collins.2000.<\/p>\n ISBN: 0003271315<\/p>\n Yesterday\u2019s Britain. Readers Digest.2000.<\/p>\n ISBN: 0276423917<\/p>\n Colin Chapman.Lawrence.Breedon.2002.<\/p>\n ISBN: 1859832784<\/p>\n Lotus-The Early Years.P.Ross.Coterie.<\/p>\n Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/em><\/p>\n *Items in italics non A&R library books.<\/em><\/p>\n 6. SCALE MODEL CAR REVIEWS.<\/strong><\/p>\n SUBJECT: Morgan 4\/4 Series II [Ref: 08111G]<\/p>\n SCALE: 1\/18<\/p>\n MANUFACTURER: Kyosho<\/p>\n MATERIALS: Die cast and resin<\/p>\n APPROXIMATE DIMENSIONS: model\u00a0\u00a0\u00a0 210 mm L X 80 mm W\u00a0\u00a0 X\u00a0\u00a0 60mm H; plus original box<\/p>\n APPROXIMATE YEAR OF MANUFACTURE: 2000?<\/p>\n Weight: Not known<\/p>\n The above item has entered the archive and the editors feel that its quality and importance is worthy of review. This model\u2019s design content is significant and they additionally provide benchmarking and assist the study of comparative aesthetics.<\/p>\n Some model reviews include technical detail of the original model. Here the editors concentrate on the models inherent qualities and their contribution to coachwork \/ aesthetic analysis . A brief specification of this model is included because it may help engineers \/ designers understand both the enduring appeal of the model but also its sustainability.All models reviewed are considered to have direct or indirect links with Lotus through competition and\/or aesthetics.<\/p>\n In this instance subscribers might like to cross reference this piece with our major article comparing Morgan and Lotus as specialist sports car manufacturers.<\/p>\n AN AESTHETIC APPRECIATION OF MORGAN 4\/4<\/strong><\/p>\n Manwaing in \u201cAutomobiles\u201d describes the Morgan as:-<\/p>\n \u201cTraditional \u201csports car\u201d appearance .Radiator grill of thin bars; exposed headlamps and separate front and rear wings. Cut away cockpit sides; spare wheel recessed into rear panel\u00a0 which follows line of rear wings \u2026\u2026..Perforated disc wheels standard or wire wheels with \u201cknock-off\u201d\u00a0 hub-caps\u201d\u2026..bonnet line noticeably lower and has no louvers on top , only eight lourves on each side. Shallow flat windscreen\u201d<\/p>\n Haynes observes:-<\/p>\n \u201ctraditionally styled bodywork\u00a0 with an upright radiator grill , narrow box like body with cutaway doors , separate flared front wings joined by running boards\u00a0 and fold flat windscreen\u2026\u2026\u2026\u2026.slightly revised body styling was used as on the +4\u00a0 and aerodynamic penetration is much better than it looked\u2026\u2026\u2026.\u201d And simply summed up as:-<\/p>\n \u201cA good cheap, economical sports car\u201d<\/p>\n The Morgan 4\/4 is a model that is significant in the relationship of aesthetics and commercial success .It embraces deep emotions and comprehension of what the sports car should be and how it ought to look. Traditionalism is more than a conservatism or nostalgia there are important aspects of human comprehension and what appropriate forms for functions are.<\/p>\n Many critics have suggested the inspiration for the body shape. The editors believe its traditional canon has evolved in part from the determinants of working in timber and metal forming over the chassis base. The BMW 328 lines might be seen in the 4\/4.It is perhaps important to look at other pre-war models particularly the MG T series and Riley\u2019s. The early MG T models were successful not just for performance but the looked right. When updated they lost sales if they gained in performance.<\/p>\n The enduring nature, adaptability, economy and sustainability of the Morgan canon ought to be understood by automobile designers. The longevity of their design is present in the current model range including the 4-4, Plus4 and Plus Eight.<\/p>\n In order to help comprehend form and function of the 4\/4 the following specification might be useful.<\/p>\n Brief specification:-<\/p>\n Engine: Ford 1172 cc side valve<\/p>\n Maximum speed: 75 mph<\/p>\n Wheelbase: 8\u2019-<\/p>\n Track front and rear: 3\u2019-11\u201d<\/p>\n Tyre size: 5.00 x 16<\/p>\n Weight 13 cwt.<\/p>\n FIRST IMPRESSIONS OF MODEL<\/strong><\/p>\n First impressions of the Morgan 4\/4 are excellent. It captivates primarily because of the traditional design canon that has been so enduring. The Morgan 4\/4 combines a magnetic tactile quality with a real authenticity that real enthusiasts will love and students of aesthetics and coach building can readily explore. This piece radiates a soul and communicates the true essence of the original particularly because of the bright BRG enamel finish.<\/p>\n This model invites being held, examined from all angles and savoured. It rewards.<\/p>\n It is made from several materials and these all coexist and are made to consistent scale. As a consequence the model is thoroughly integrated all components seem correctly scaled and heterogeneous. The open cockpit and particularly the steering wheel grab immediate attention.<\/p>\n POSITIVE DETAILS<\/strong><\/p>\n Evident quality \u2013 achieved through combination of metal and resin parts and empathy with subject. . The model captures the era. Quality of the casting is mainly excellent<\/p>\n \n \u201cPresence\/ ambience\u201d and tactile quality and weight.<\/li>\n Sits correctly and captures original stance and proportion<\/li>\n Comparative value of other cars in series<\/li>\n Overall presentation.<\/li>\n Model could be presented in various forms including with opening doors, bonnet etc.<\/li>\n Nice transfer \/ Morgan marque script badge to bonnet \/boot panel<\/li>\n Cockpit\u00a0 of open kind invites and draws owner<\/li>\n Multitude of external body components associated with pre-war design present<\/li>\n Wheels and tyres have simplicity and contribute to correct \u201cfeel\u201d<\/li>\n<\/ul>\n NEGATIVE FEATURES<\/strong><\/p>\n As noted from remarks the editors found this an exciting, accurate and attractive model to own. There seems to be no obvious glaring faults. The editor\u2019s only minor criticisms are that the number plates are far too modern and sadly detract [although this might easily be corrected by the modelling enthusiast] and that the exhaust pipe colour does not capture the original material although the run seems correct. The floor plan is \u201csuggestive\u201d or representational\u00a0\u00a0 but might easily be made more accurate, however this does not distract from the overall quality and appearance. They can be forgiven and many enthusiastic model makers are capable of rectifying these small failings.<\/p>\n Special Features, Opening Components and Presentation Options<\/strong><\/p>\n The Morgan is listed as possessing:-<\/p>\n \n Authentic interior<\/li>\n Detailed engine<\/li>\n Opening bonnet<\/li>\n Opening doors<\/li>\n Some models in range also have removable hood<\/li>\n<\/ul>\n As noted the bonnet hinges open from a centre line like the original. Additionally both doors swing open. The engine is nicely detailed and worthy of display. In the editors estimation no additional visual drama or revealing constructional details are provided by display with opening features. However the opening components do offer a learning opportunity and understanding how form and function are resolved.<\/p>\n Display Case\/Box<\/strong><\/p>\n The Kyosho presentation case\/box contains a painted picture background that acts like a diorama. It\u2019s a traditional sense consistent with image \/ perception of the car.<\/p>\n SUPPORTING AND RELATED INFORMATION<\/strong><\/p>\n Kyosho appear to have been in existence since the early 1960\u2019s .There are a Japanese corporation based in Tokyo and \u00a0are committed to making attractive , high\u00a0 quality scale models. Since 1992 they have offered a range of highly detailed quality die casts.<\/p>\n They produce a wide range in varying scales and some radio control pieces. The editor\u2019s note that in the Kyosho range there are several Morgan in 1\/18th<\/sup> scale. Including Plus 4 and Super Sports in road or competition specification. Models are available in a arrange of colours including red and silver. Some are available with hoods and wire wheels.<\/p>\n Additionally they retail a complementary marques of the period including the Triumph TR3A presented in racing trim.<\/p>\n The A&R piece is painted in BRG and forms part of \u201cEarly Issue\u201d a sister car was available in racing cream\/white.<\/p>\n Additionally there are versions of the Lotus Europa and Caterham Seven in 1\/18th<\/sup>.<\/p>\n Kyosho are in competition with other die cast manufactures like Minichamps and Hotwheels.<\/p>\n Side Elevation<\/strong><\/p>\n This elevation confirms the distinctive pre-war canon that forms a flowing motion that is required to follow the relatively tall wheels and tyres through the running boards that link front to rear over a relatively long car determined by the bonnet. However the flowing curvature is balanced and counterpoised with strong straight lines, primarily the floor, bonnet, tonneau cover, the boot panel and windscreen frame.<\/p>\n Into which are blended complex curvatures and projections of the headlamps, door cutaways.<\/p>\n Noticeable in side elevation is the bonnet the opening portion form a triangular shape \u2013 apex forward and the louvers let into the sides. Also a strong distinguishing feature are the rear mounted part exposed spare wheel and bumpers\/overiders front and rear.<\/p>\n Front Elevation<\/strong><\/p>\n Is highly symmetric- dominated by curved radiator grill and its vertical bars, headlamps set into wings, side \/ turn indicators and front bumper. Noticeable in this view are the relatively tall and narrow tyres. The windscreen although the full width type is slanted rearward and with its sides tapering slightly inwards does not look top heavy , cumbersome or over extend the body.<\/p>\n Rear Elevation<\/strong><\/p>\n This is complementary with the whole design and conforms to a pre-war canon. Not fully exposed with the large slab petrol tank as some but invoking this look as result of rear \u201cboot\u201d panel and part sunk \/recessed exposed rear wheel. Noticeable is the distribution of all the separate stop, turn and reflectors and how they are mounted far from the modern grouped and enclosed clusters.<\/p>\n The 4\/4 has an attractive termination and rear end detail. Diametric to the front but all the more self-orientation as result. In rear view the windscreen and part of the steering wheel are just glimpsed above the tonneau cover. The rear number plate is set at a low level and has its own Lucas illumination lamp.<\/p>\n Plan and Underside<\/strong><\/p>\n The plan view of a car is not often seen in photographs .Therefore it\u2019s easy to overlook its contribution within the 3D construct and sculptural whole.<\/p>\n In plan the Morgan 4\/4 forms\u00a0 an essential rectangle but with a scalloped front end as a result of the sculptured wings, headlamps, and radiator. [See dimensions as guide to proportion]. The 4\/4 seems to retain parallel sides along its entire length but of course the bonnet tapers in a triangular shape apex forward and rounded as it merges into the radiator grill surround.<\/p>\n In plan view all the functions are self-evident and clearly visually articulated .The sports car canon beyond question with a functional division on the 4:3:2 of priorities and space I.e. engine, cockpit, storage\/ fuel. The cockpit seems small. The windscreen, steering wheel and seats all appear very close to each other. Articulation is further reinforced by the separation of functions e.g. \u00a0Headlamp bowls, \u201cbonnet\u201d, windscreen, exposed open cockpit, tonneau cover and exposed spare wheel at rear.<\/p>\n Seen from below the chassis floor plan is possibly over simplified and neither inspiring nor educational Vis chassis etc. Clearly evident is the engine sump, bell housing and gearbox and exhaust route. The \u201cwooden\u201d sheet material is only roughly suggested by graining in the moulding .However the rear axle and leaf springs are evident.<\/p>\n Wheels and tyres<\/strong><\/p>\n These have nice fine detail. They are clean and sharp and well capture the construction and simplicity of the pressed originals. They are complemented by the chrome affect plane semi domed hubcaps. The tyre tread seems reasonably accurate for period and the tyres are squashy giving additional realism. The model seems to have the right ride height.<\/p>\n Exhaust<\/strong><\/p>\n The model is given the standard exhaust layout .Note tuning options in period would have been more free flow. The exhaust can be traced from the manifold to the tail pipe and follows an easy run with ample fixing points under the car. The editors felt the grey resin affect was not quite correct and this seemed one of the few detractions to this otherwise excellent model.<\/p>\n External body and Trim<\/strong><\/p>\n It\u2019s a rewarding exercise to hold this model and rotate it through many angles in order to appreciate the 3D integration and assimilation of form and function.<\/p>\n Typical of a pre-war design there are lots of external fittings on the bodywork these are nicely handled originally chromed and include the chrome affect:-<\/p>\n \n Headlamp surrounds, radiator hubcaps<\/li>\n Bonnet release handles and door handles<\/li>\n Running boards<\/li>\n Windscreen and frame<\/li>\n Bumpers and overiders<\/li>\n Stop , indicator , side lights<\/li>\n External fuel filler cap<\/li>\n Windscreen mounted rear view mirror and wipers<\/li>\n<\/ul>\n This particular model has opening doors, engine bay and \u201cbonnet\u201d<\/p>\n The casting and painting of the body are flawless and the chrome affect trim against the painted body create much of the pre-war charm, Englishness and understatement.<\/p>\n The editors have commented on the consistency of the product and there appears to be very strict discipline throughout. Small details like the manufacturer\u2019s badges are just about right i.e. the Morgan script on the rear \u201cboot\u201d panel.<\/p>\n Cockpit and Screen<\/strong><\/p>\n Haynes observes of the Morgan 4\/4 Series II:-<\/p>\n \u201cThe interior of the cockpit is quite well laid out though foot and elbow room is rather restricted by the wedge shaped body. The seating position is fixed and consists of individual seat cushions. And a shaped one piece fairly comfortable upright backrest running across the car. No rev counter is fitted which is a pity \u2026\u2026\u2026.All the instruments are carried in a central panel on the facia and are located in two circular dials at either end of the panel. The dial on the driver\u2019s side consists of the speedometer, while the dial on the left is segmented into four and comprises oil pressure, fuel tank contents, and water temperature gauges and an ammeter. In between these two dials lie the switches and other controls\u201d<\/p>\n Kyosho invoke this period detail. It\u2019s nicely done. An attempt has been made to replicate grain across the facia .The main instruments mentioned by Haines are replicated and are only 5mm approximately in diameter. The viewer will be immediately impressed by \u201cBrooklands\u201d sprung steering wheel. Extreme delicacy of the rim ,spokes and boss are achieved .The close proximity of the steering wheel to driver is evident as the seat cushions extend under the wheel giving the close to chest driving position. The seats are spongy \/ sprung and this is nice touch again replicating comments about the original. Obviously many would not be aware of this unless the car is handled which it invites.<\/p>\n The gear change lever is quite complex and its operation can be traced through the cockpit into the engine bay to the Ford three speed gearbox.<\/p>\n Editors have seen models spoilt by over large windscreen frames possibly introduced as commercial compromises but this piece is perfect in the overall feeling of weight and size. When one considers just how slim the original frame and rubbers are then translate this to 118th<\/sup> the true care and skill can be appreciated. What could so easily and visibly detract from the whole experience has been executed with real refinement\u2026\u2026 and it shows. The very fine rubber water seal at the base of the screen is delineated. Not only is the shape of the screen correct but the rake too and the plastic replicating the glass has what looks like the right degree of transparency. Along the frame edge it\u2019s possible to detect the pop fasteners that would hold the hood in place. The wiper blades are just about correct .This Kyosho Morgan 4\/4 goes a long way to creating the compactness and driving impression as it\u2019s easy to look from the cockpit along the tapering bonnet and image the site lines along the road ahead.<\/p>\n Good visibility is evident There are no side screens on this model and a hood would compromise looks and visibility. The tonneau has a fabric \u201cfeel\u201d and natural creases are provided in the moulding creating considerable realism.<\/p>\n Engine and boot detail<\/strong><\/p>\n The bonnet is hinged centrally permitting the engine bay to be seen clearly from near\/off sides. It\u2019s possible just to see the foot pedals in the foot wells and detect their operation through the bulwark into the engine bay. The gear linkage as noted is evident as are the dynamo, coil, fuel pump, carburettor [single] plus the standard exhaust manifold. Although not over detailed the ford side valve engine can be detected. Additional other small details are nice touches like the engine mounts, radiator and its offset filler.<\/p>\n There is no boot as such on the 4\/4.The spare wheel\u00a0 lays part recessed in the rear \u201cboot\u201d panel .The large 1\/18th<\/sup> scale and robust base construction allows customisation and further detailing [ wiring , plumbing ,venting , hydraulic lines could be introduced .]<\/p>\n Summing up<\/strong><\/p>\n The editors consider the Kyosho is an extremely evocative piece. Its evident quality as measured through weight, attention to detail and immediate visual impact chime.<\/p>\n As a model it has tactile qualities that neither photographs nor drawings can replicate.<\/p>\n It immediately captivates particularly as result of the deep lustrous polished BRG body it radiates and importantly communicates the essence and authenticity of the original, invites ownership, benefits from detailed examination and is inspirational.<\/p>\n The Morgan 4\/4 is undeniably an attractive piece; evocative and well executed. Attention to detail is excellent and this creates realism.<\/p>\n As a piece its possibly a little too expensive .This however may be due to the limited demand .It nice to have this subject and the era represented so this must be factored in .There would be loss and gap if it was not present.<\/p>\n The editors believe the Morgan 4\/4 has a particular educational value for various designers. They ought to give it careful analysis. In this instance it also provides lessons relating to human psychology, recognition and interpretation of form and function as expressed through a sports car.<\/p>\n This Morgan 4\/4 worthy of detailed examination. Although reasonably well detailed throughout there is potential of adding extra value through detailing and customisation \/ personalisation of their own car or of a specific model they wish to represent. The 1\/18th<\/sup> scale lends itself to this. However it\u2019s acknowledged at the price there may be disincentive towards this and some collectors may prefer to retain originality; others might like to purchase second hand and possibly convert to the appearance of the famous Le Mans car [Reg.No TOK 258]<\/p>\n Purpose and Function of Scale Models.<\/strong><\/p>\n They permit the following with relative ease.<\/p>\n \n Affordable and collectable in relative volume<\/li>\n Easily and attractively stored or displayed<\/li>\n Provide near infinite groupings by theme or function etc. including benchmarking and peer comparison<\/li>\n Relative scale permits realism and reliable body shape contour<\/li>\n The evolution of the marque to be studied and traced<\/li>\n Value to artist and draftsmen \/ designers \u2013 opportunity for tactile analysis of form and function.<\/li>\n Value to students of coachwork design<\/li>\n General value to the automobile enthusiast<\/li>\n They provide inspiration to child and adult increasing their appreciation of design.<\/li>\n They offer meaningful learning opportunities integrating design construction, attention to detail, patience and timetabling.<\/li>\n They are examples of a branch of design and model engineering worthy of study in their own right.<\/li>\n<\/ul>\n The Proposed CCM&EC<\/strong><\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For 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.<\/p>\n In particular it\u2019s intended to have a range of scale models and books\/publications supporting model making \/ detailing for various age groups ranging in complexity and price.\u00a0 These will be consistent\/ complementary with exhibitions and permanent displays. Furthermore they might serve to encourage students and visitors to examine exhibits for minute detail that they can incorporate in the construction\/ customisation of their models. There are many models and manufactures to choose from and the proposed museum can retail collector\u2019s items alongside contemporary subjects<\/p>\n Reference<\/strong><\/p>\n Automobiles.Minwaring.Warne.1965<\/p>\n Guide To Used Sports Cars.Haynes.Haynes.<\/p>\n \u00a0<\/a><\/p>\n 7. BOOK REVIEW<\/strong><\/p>\n NEWEST ACQUISITIONS TO A&R LIBRARY\/ BOOK REVIEW.<\/strong><\/p>\n Date: 10\/06 \/2014<\/p>\n Author:<\/p>\n Title: Mass Production<\/p>\n Publisher &Date: Phaidon.2006<\/p>\n ISBN: 9780714856667<\/p>\n A&R library copy: No<\/p>\n The A&R takes a holistic approach to the designs of Colin Chapman and Lotus. His career although dominated by the automobile and motor racing was underpinned by design led problem solving. Chapman was an industrial designer, consultant, inventor\/ patent holder and manufacturing entrepreneur responsible for the totality of product from conception through to customer and ongoing servicing.<\/p>\n Lotus are now essentially consultants selling engineering design solutions to industry.<\/p>\n This is essentially a brief review. The subject matter is graphic and visual and needs to be seen to be fully appreciated.<\/p>\n The editors deem this a very significant work .It is a three volume set .The editors concentrate on volume two. In totality it provides a chronology of products 1663 \u2013 2004. It is highly commended particularly to automobile engineers as cars are well represented within [see editors listing].Other members of the design professions will find it invaluable especially:-<\/p>\n \n Industrial and product designers<\/li>\n Inventors and patent investors<\/li>\n Marketing and brand managers<\/li>\n Academics and cultural historians [various design through retail etc.]<\/li>\n Automobile engineers who undertake problem solving design outside cars<\/li>\n Architects<\/li>\n<\/ul>\n The significant value of \u201cMass Production\u201d is that it does what it says on the tin. It\u2019s not a glorification of self-indulgence and congratulation it concentrates on products whose existence is based on volume, utility and democracy. As noted cars are given due priority and those contained in the volume are:-<\/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 Year<\/td>\n Marque<\/td>\n Model<\/td>\n<\/tr>\n 1958<\/td>\n Ferrari<\/td>\n 250 GT [Pininfarina]<\/td>\n<\/tr>\n ditto<\/td>\n Chevrolet<\/td>\n Impala Coupe<\/td>\n<\/tr>\n 1957<\/td>\n Triumph<\/td>\n TR3 A<\/td>\n<\/tr>\n ditto<\/td>\n Fiat<\/td>\n 500<\/td>\n<\/tr>\n 1956<\/td>\n Tabrant<\/td>\n P 50<\/td>\n<\/tr>\n ditto<\/td>\n Austin<\/td>\n FX 4-Taxi<\/td>\n<\/tr>\n 1959<\/td>\n Mini<\/td>\n <\/td>\n<\/tr>\n 1955<\/td>\n Citroen<\/td>\n DS 19<\/td>\n<\/tr>\n ditto<\/td>\n Karmann Ghia<\/td>\n Coupe<\/td>\n<\/tr>\n ditto<\/td>\n Ford<\/td>\n Thunderbird<\/td>\n<\/tr>\n ditto<\/td>\n Porsche<\/td>\n 356 A<\/td>\n<\/tr>\n 1954<\/td>\n Mercedes Benz<\/td>\n 300 SL<\/td>\n<\/tr>\n 1952<\/td>\n Isetta<\/td>\n <\/td>\n<\/tr>\n ditto<\/td>\n Bentley<\/td>\n R Type Continental<\/td>\n<\/tr>\n 1948<\/td>\n Ford<\/td>\n F1 Pickup truck<\/td>\n<\/tr>\n ditto<\/td>\n Hindustathan<\/td>\n Ambasador<\/td>\n<\/tr>\n 1947<\/td>\n Land Rover<\/td>\n <\/td>\n<\/tr>\n 1966<\/td>\n Alfa Romeo<\/td>\n Duetto spider [Pininfarina]<\/td>\n<\/tr>\n 1964<\/td>\n Ford<\/td>\n GT 40<\/td>\n<\/tr>\n 1963<\/td>\n Mercedes Benz<\/td>\n 230 SL Pagoda<\/td>\n<\/tr>\n ditto<\/td>\n Chevrolet<\/td>\n Corvette Stingray<\/td>\n<\/tr>\n ditto<\/td>\n Porsche<\/td>\n 911<\/td>\n<\/tr>\n ditto<\/td>\n Aston Martin<\/td>\n DB 5<\/td>\n<\/tr>\n 1962<\/td>\n Jaguar\/Daimler<\/td>\n Mk.II<\/td>\n<\/tr>\n 1961<\/td>\n Jaguar<\/td>\n E Type<\/td>\n<\/tr>\n ditto<\/td>\n Lincoln<\/td>\n Continental<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n This substantial and inclusive book takes an international perspective and lists the commodities in chronological order.From the vast selection the editors have chosen a cross section to give subscribers an indication of what is available.<\/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 Year<\/td>\n Product Name<\/td>\n Designer Name<\/td>\n<\/tr>\n 1947<\/td>\n Como door handle<\/td>\n A.Mangiarotti<\/td>\n<\/tr>\n ditto<\/td>\n Optimist Dingy<\/td>\n Clark Mills<\/td>\n<\/tr>\n 1948<\/td>\n Compass Desk<\/td>\n J.Prouve<\/td>\n<\/tr>\n ditto<\/td>\n International Watch Mk.XI<\/td>\n<\/tr>\n ditto<\/td>\n Polaroid Model 95<\/td>\n E.H.Land<\/td>\n<\/tr>\n 1949<\/td>\n PP 501 The\u00a0 Chair<\/td>\n H.Wegner<\/td>\n<\/tr>\n 1950<\/td>\n Eames storage Units<\/td>\n C.Eames<\/td>\n<\/tr>\n ditto<\/td>\n BIC Crystal<\/td>\n L.Biro<\/td>\n<\/tr>\n 1951\/52<\/td>\n Tetra Pack<\/td>\n Dr.R. Rausing<\/td>\n<\/tr>\n 1951<\/td>\n Bellevue chair<\/td>\n A.Bloc<\/td>\n<\/tr>\n ditto<\/td>\n Lady Armchair<\/td>\n M.Zanuso<\/td>\n<\/tr>\n 1952<\/td>\n Mexican Bookshelf<\/td>\n C.Perriand<\/td>\n<\/tr>\n 1954<\/td>\n DRU kettle<\/td>\n W.Gilles<\/td>\n<\/tr>\n ditto<\/td>\n Sofa D70<\/td>\n O.Borsani<\/td>\n<\/tr>\n ditto<\/td>\n Route Master bus<\/td>\n Durant<\/td>\n<\/tr>\n 1955<\/td>\n Child’s High chair<\/td>\n N.Ditzel<\/td>\n<\/tr>\n 1955\/56<\/td>\n AJ door handle<\/td>\n A.Jacobson<\/td>\n<\/tr>\n 1956<\/td>\n Cessna Skyhawk 122<\/td>\n Cessna<\/td>\n<\/tr>\n 1957<\/td>\n LB 7 shelving<\/td>\n F.Albini<\/td>\n<\/tr>\n ditto<\/td>\n AJ cutlery<\/td>\n A .Jac<\/td>\n<\/tr>\n ditto<\/td>\n Mezzardo<\/td>\n A.Castglioni<\/td>\n<\/tr>\n 1958<\/td>\n Bristol Type 192 Helicopter<\/td>\n Bristol Design Team<\/td>\n<\/tr>\n 1959<\/em><\/strong><\/td>\n Bush TR 82\u00a0 Radio<\/em><\/strong><\/td>\n D.Ogle<\/em><\/strong><\/td>\n<\/tr>\n 1959\/60<\/td>\n Panton chair<\/td>\n V.Panton<\/td>\n<\/tr>\n 1960<\/td>\n Conoid chair<\/td>\n G.Nakashima<\/td>\n<\/tr>\n 1962<\/td>\n Moulton\u00a0 Bicycle<\/td>\n A.Moulton<\/td>\n<\/tr>\n ditto<\/td>\n Aquarama<\/td>\n C.Riva<\/td>\n<\/tr>\n 1963<\/td>\n Makaha skateboard<\/td>\n L.Stevenson<\/td>\n<\/tr>\n 1964<\/td>\n Action Office<\/td>\n G.Nelson<\/td>\n<\/tr>\n ditto<\/td>\n Cesta<\/td>\n M.Mila<\/td>\n<\/tr>\n ditto<\/td>\n Bullet Train<\/td>\n H.Shima<\/td>\n<\/tr>\n 1965<\/td>\n Sedia Universale<\/td>\n J.Colombo<\/td>\n<\/tr>\n ditto<\/td>\n Baby Buggy<\/td>\n OF Mclaren<\/td>\n<\/tr>\n ditto<\/td>\n Thrift cutlery<\/td>\n D.Mellor<\/td>\n<\/tr>\n ditto<\/td>\n AG-7 space pen<\/td>\n PC Fischer<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \u201cMass Production\u201d is inspiring but also very practical and user friendly. To assist readers find products it provides appendix which include:-<\/p>\n \n Index by product<\/li>\n Index by designer<\/li>\n Index by category<\/li>\n<\/ul>\n This work will be of use to the design professions but it will be of considerable assistance to A&R subscribers wishing to appreciate Colin Chapman the Industrial Designer and in particular it will act as a foundation to our articles on:-<\/p>\n \n Design Heroes<\/li>\n Aesthetics of the Automobile<\/li>\n Aviation<\/li>\n Motorboats<\/li>\n<\/ul>\n In the author\u2019s estimation the great strength, practicality and investment value of \u201cMass Production\u201d are:-<\/p>\n \n It delivers exactly what is says it does<\/li>\n Its exhaustive, through\u00a0 but useable<\/li>\n It concentrates and provides excellent photographs<\/li>\n In most instances the patent drawings are included along with production and sequence<\/li>\n For automobile engineers it reinforces the status of their work and places it in useful context note work of David Ogle<\/li>\n Its inspirational<\/li>\n Its engineering technology led over craft and one-off works of art<\/li>\n<\/ul>\n The editor\u2019s only criticism is that it would have been good to see costs for tooling, manufacturing process and retail prices. However it\u2019s likely that the inspiration it provides will permit serious research students to discover the facts.<\/p>\n \u201cMass Production\u201d is highly commended. The editors recommend a second hand copy at between \u00a312-15.It will be return on investment. Alternatively most good libraries including British Library are likely to have copies<\/p>\n \u00a0<\/a><\/p>\n \u00a07.1 .<\/strong>NEWEST ACQUISITIONS TO A&R LIBRARY\/ BOOK REVIEW.<\/strong><\/p>\n Date: 11\/06\/2014<\/p>\n Author: Tony Gardiner<\/p>\n Title: Motor Racing at Goodwood in the Sixtiesc<\/p>\n Publisher &Date: Veloce .2002<\/p>\n ISBN: 1903706491<\/p>\n A&R library copy: \/ No<\/p>\n This is a very attractive work, very evocative, atmospheric and highly illustrated with black and white photographs.<\/p>\n The editors commend it.<\/p>\n It will appeal to an audience who perhaps most wish to understand the culture and ambience of the era. The emphasis is about the envelope rather than the technicalities or racing. As such it\u2019s an important work for creative writers, artists, drama and documentary writers.Having said this Lotus are well represented [see tabulation].The photographs have their own aesthetic merit.<\/p>\n The editors believe its strength is capturing the essence and unique atmosphere of the era so well. To do so Gardiner has used his own photographs [ he took over 500 in period ] the majority of which take in a wider cultural and social dimension of the interaction taking place. Most of the photographs used are unpublished. In many respects his work is rather impressionistic. It succeeds in capturing hazy, lyrical English spring and summer days in a rural setting with the glorious South Downs and Weald as backdrop. The sky pervades; it\u2019s big open heavenly expanse and seems in most images to provide an envelope which permits the weather and temperature to be read. The photographs taken are essentially of the spectator and are rather inclusive and therefore very different from the typical press focus.<\/p>\n One quotation from the book alluding to a photograph sums it up beautifully:-<\/p>\n \u201cThe early evening sun is casting long shadows at the end of another glorious Goodwood day\u201d<\/em><\/strong><\/p>\n Typical elements rendered are:-<\/p>\n \n Paddock<\/li>\n Spectators \u2013 note fashions and body language and manners, etiquette etc.<\/li>\n The circuit and its \u201carchitecture\u201d<\/li>\n Cars depicted informally<\/li>\n Drivers and mechanics and guests etc. intermingle in social melee<\/li>\n Transporters<\/li>\n Fixture and fittings<\/li>\n<\/ul>\n The black and white photographs have a touching authenticity<\/p>\n The range of cars photographed is extensive and includes:-<\/p>\n \n Cooper including Monaco<\/li>\n Merlyn<\/li>\n Brabham<\/li>\n Lola<\/li>\n Aston Martin including DB3\u2019s ,Zagato and 214<\/li>\n Morgan<\/li>\n Elva<\/li>\n Marcos<\/li>\n Ginetta<\/li>\n Ford including Galaxies<\/li>\n Jaguar<\/li>\n Ferrari including 330 P<\/li>\n Fiat \u2013Abarth<\/li>\n Shelby American Cobra<\/li>\n McLaren \u2013Elva<\/li>\n Oldsmobile<\/li>\n Alfa Romeo including GTZ<\/li>\n<\/ul>\n The Lotus represented by year are:-<\/p>\n 1961<\/p>\n \n Elite [UDT-Laystall]<\/li>\n<\/ul>\n 1962<\/p>\n \n Monte Carlo- [Moss\/UDT \u2013Laystall]<\/li>\n Elite x 4 images<\/li>\n<\/ul>\n 1963<\/p>\n \n 23<\/li>\n<\/ul>\n 1964<\/p>\n \n 25<\/li>\n Ford Lotus Cortina<\/li>\n 30<\/li>\n F3 [BMC]<\/li>\n Eleven<\/li>\n<\/ul>\n 1965<\/p>\n \n Ford Lotus Cortina<\/li>\n 25<\/li>\n Eleven GT<\/li>\n<\/ul>\n 1966<\/p>\n \n Ford Lotus Cortina x 2 images<\/li>\n F3 x 2 images<\/li>\n<\/ul>\n These images have a great charm but more important they show the cars as they were raced and maintained before classic status and the occasional over restoration. For this reason some historians may be interested and certainly drama writers seeking the minutia and accuracy of the period without sentiment or distortion.<\/p>\n Although Gardiner\u2019s work has a nostalgia the editors believe it tells a powerful story of the events and social climate. There were some aspects of the 1960\u2019s still clinging to the pre-war era, but it was time of space technology and the swinging sixties.<\/p>\n The editors believe this work to be extremely graphic and powerful in its unpretentious capturing of an era in change. The black and white photographs are redolent. Many readers will wish to return to them. Many of the images are fairly indelible.<\/p>\n Series students of social history will find much to discover.<\/p>\n This work is warmly commended to our subscribers. Sadly at present we do not have a copy in the A&R library yet.<\/p>\n <\/a><\/p>\n 8. Lotus Collectables<\/strong><\/p>\n Vintage Lotus Cars Gentlemans Leather Grooming Case.<\/p>\n <\/a><\/p>\n 9. Lotus interest on Youtube<\/strong><\/p>\n One item on Youtube maybe of interest our readers<\/p>\n Lotus History of the English Automaker Lotus (Full Documentary) (new) HD [full documentary]<\/a><\/p>\n ——————————-<\/p>\n Thank you for your continued \u00a0interest and support<\/p>\n Editors of the newsletter<\/p>\n John Scott-Davies<\/p>\n Neil Duncan<\/p>\n Jamie Duncan\u00a0 (webmaster)<\/p>\n","protected":false},"excerpt":{"rendered":" Colin Chapman Museum and Education Centre Newsletter July 2014 Newsletter – Number 48 Lotus not seen everyday! Museums around the world you may not have heard of: RIGA Questions from our readers, The Contemporaries Series:\u00a0Marcos: Going Against the Grain: Marcos and Lotus Compared and Contrasted Colin Chapman: Wheeler-Dealer of Warren Street? Not as you know […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":1796,"menu_order":3,"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\/1879"}],"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=1879"}],"version-history":[{"count":6,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1879\/revisions"}],"predecessor-version":[{"id":1910,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1879\/revisions\/1910"}],"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=1879"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}