The Continuum and Context.<\/strong><\/p>\n

The Types 30 and 40 ought to be seen in context of Lotus development.<\/p>\n

The editor makes these connections and links.<\/p>\n

Type 19 Sports Racer 1960<\/p>\n

Type 23 Sports Racer 1962<\/p>\n

Type 25 F1 1962<\/p>\n

Type 26 Elan 1962<\/p>\n

Type 28 Lotus Cortina 1962<\/p>\n

Type 29 Indianapolis Car 1963<\/p>\n

Type 30 Group 7 1964<\/p>\n

Type 34 Indianapolis Car 1964<\/p>\n

Type 38\u00a0\u00a0\u00a0\u00a0\u00a0 \u201c\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201c1965<\/p>\n

Type 40\u00a0 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a01965<\/p>\n

Type 46 Europa S1 1966<\/p>\n

Type 47 Racing Europa 1966<\/p>\n

The conventional wisdom or history suggests that Chapman had hoped to win a contract\/ commission to develop a sports racing car for Ford. This did not materialise and went to Lola and that the Types 30 and 40 were inferior attempts.<\/p>\n

The editor would suggest the reference to the continuum of Lotus development and its breakneck speed. Chapman and Lotus had developed extremely successful links with Ford and the reason for loss of the commission is not really known but Lotus had track record and real urgency to deliver.<\/p>\n

Whether Le Mans history impacted cannot be known.<\/p>\n

Lotus achievements were staggering with one or more new products per year. This has to be understood in the context of their labour force and income [sadly objective information does not exist although it\u2019s important to make some ball park calculation] but it was not the budget that Ford was able to commit. If the product was less than successful over stretching might have been the cause.<\/p>\n

Should have Ford invested rather than Lola the result might have been very different and perhaps it ought be recalled that although the Lola spawned the Ford GT40 it was not spectacularly successful in its own right and the GT40 only came good after a multimillion $ research and development programme.<\/p>\n

It\u2019s worth noting the Ford Fairlane Lola GT launched 1963 and the Ford GT40 was completed in 1963 and raced 1964.<\/em><\/p>\n

The author also suggests other possibilities that might have impacted on the design and performance of the 30&40. It might have been intended that the car was to be a closed coupe and some additional stiffness might have been imparted to the chassis .The other feeling is that perhaps somewhere in the background the 30 &40 were intended to grow into an integrated family of sports cars commencing with a relatively small capacity Ford engine. These models might have performed far better without the enormous and heavy V8. Taylor quotes weight between 1529-1650 lbs.<\/p>\n

It cannot be known if the Europa was conceived directly or indirectly from the 30 &40 but it suggests whatever Chapman\u2019s inadequacies he never failed to move on and incorporate lessons at devastating speed. The knowledge gained was also probably carried through from the Europa to the Esprit range.<\/p>\n

In defence of the Type 30 & 40 they were sold at very competitive prices [Taylor noted that \u201cThe Lotus 30 was offered to the public at a reasonable \u00a33,495\u201d and refereeing to the Type 40 \u201cLotus Components put its works cars up for sale in April 1966 at \u00a33,750 each\u201d] and this enabled many to reach, afford and participate in a class of racing that might not otherwise been available. Many were developed and significantly improved. They were possibly too powerful for their aerodynamics and with the expense of wind tunnel testing they were in unknown territory. Later in the 1960\u2019s the early generation of super cars were still experiencing front-end lift.<\/p>\n

Conventional wisdom says that these models were a relative failure; they might not have sold in the volumes of the Eleven and 23 but a respective number were made.<\/p>\n

These models were extremely beautiful and almost the last of an era. Although not the greatest of commercial and competition success they were not an absolute failure for such a small company without subsidy from government or mass production.<\/p>\n

They have found favour with historic racers and remain magnificent and worthy competition to the likes of Ferrari, Lola, McLaren and Chaparral<\/p>\n

The Design and Aesthetic [see photographs in related articles and diagram above]<\/strong><\/p>\n

The Type 30& 40 were designs conceived to conform to Group Seven and Can \u2013Am racing. They were designed and built c 1964 by Chapman, Len Terry [who may have had reservations for various reasons and other engineers at Lotus] the company was at Chesthunt during this period.<\/p>\n

The considerable aesthetic beauty of the Type 30 &40 models possibly emanates from their organic forms. This might also have contributed in part to some of the handling failures. The chassis relative to the V8 was another consideration.\u00a0 The car depending on gearing, at least theoretically was capable of 150 mph plus.<\/p>\n

The dimensions and hence proportions:<\/p>\n

94.5\u201dwheelbase<\/p>\n

49\u201dfront track<\/p>\n

47.5\u201drear track<\/p>\n

165\u201dlength<\/p>\n

68\u201dwide<\/p>\n

26.5\u201d high top of windscreen<\/p>\n

4.5\u201dground clearance<\/p>\n

Note an average approximation has been made across both cars.<\/p>\n

It might have raced in the \u201cBig Banger\u201d class but this was no brute.<\/p>\n

The original prototype body was believed to have been executed in aluminum and subsequently in glass fibre.<\/p>\n

The 30&40 and a symphony of sensuous curvaceous flowing curves in elevation and section. Large handsome and imposing. Voluptuous. It has presence. Large hansom imposing.<\/p>\n

The undulating wave like form is far more pronounced than the 19 or 23. The respective wings height front and rear visually indicate\/ articulate \/communicate \/ orientate and hence identify form and function. Of course this is reinforced by cockpit position also.<\/p>\n

The screen fuses, integrates and nestles between the rounded domed top wheel arches.<\/p>\n

The extremely reclined seating position dictates the long cockpit opening and Perspex screen angled back on a sharp rake.<\/p>\n

Seen head on all the main design features and proportions are accentuated. The profile is an exaggerated bent wire \u201cM\u201d. The considerable width is apparent across the shallow \u201cbonnet\u201d which forms a flat-bottomed valley between the parabolic curves of the front wheel arches. Under which a spare wheel was mounted.<\/p>\n

The low set nose is a bunted arrowhead in to which two radiators are ducted. The Perspex headlamp covers suggest night racing can be considered.<\/p>\n

When fitted with a roll bar the car loses some of its undulating grace and the hard-edged geometry of these bars breaks the uninterrupted flow of the original design.<\/p>\n

The rear elevation has certain symmetry with the front but in the \u201cvalley\u201d there is an engine cover .The 13×7 tyres speak of the era and the power being delivered from the V8.<\/p>\n

The author likes and admires the aesthetic of the Type 30 &40.They are perhaps amongst the last of the \u201corganic\u201d shape prior to the perhaps more efficient aerodynamically but less visually appealing sharp edged, squared off and flat surface wedge bodies.<\/p>\n

The 30&40 possess harmony and poise despite their bulk and power. This might be helped but the undulating profile and very low build. Seen at rest or in motion all lines and proportion flow and integrate with a homogeneous 3D totality.<\/p>\n

The design has expression and vocabulary and clearly distinguishes which is front and rear and which way the car travels. This is not always the case with mid and rear engine cars. They often became schizophrenic and the viewer does no know which way they are facing.<\/p>\n

The power and performance of these \u201cBig Bangers\u201d produced some brutish Tyson looks but the Type 30&40 retained much of the lithe muscular and athleticism of Ali.<\/p>\n

The cockpit was entered via relatively long drop down doors. The driver was required to surmount a wide cill that housed petrol tanks. The black plastic seats ran flat to the floor and the driver as mentioned was in a very inclined position approximately 40degree lean backwards. Most drivers\u2019 eye line was just above the Perspex screen. A small diameter leather rimmed Motolita steering wheel was often fitted.<\/p>\n

The backbone chassis formed a prop shaft tunnel that rose from the floor to approximately outstretched elbow level. The dashboard is believed to have formed part of the body and relatively small instruments were fitted possibly including revcounter, speedo, water and oil temperature, oil pressure and toggle switches.<\/p>\n

Of course the gear change lever is on the right hand site for the rear-mounted gearbox.<\/p>\n

Finished in Team Lotus colours of BRG and yellow with stripe. It accentuated the low purposeful build. The knocks on hub wheels were complementary and not excessive.<\/p>\n

Types 30&40 Retail and Production<\/strong><\/p>\n

Taylor provides the relevant information .He suggests the respective cars were retailed as follows:-<\/p>\n

Year\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Type No.\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Retail\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Produced<\/p>\n

C1964\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Type 30\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,495\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 33 [21xS1&12S2]<\/p>\n

C1965\/66\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Type 40\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a33,750\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 3<\/p>\n

By comparison the Indianapolis Type 38 was sold to customers at $22,500 c 1965.<\/p>\n

Taylor suggests Jim Clark drove a Type 30 in the Canadian GP and at California and possibly at Riverside.<\/p>\n

Route 66: The Lotus Type 66 Can Am Project proposal<\/strong><\/p>\n

Writing in September 2016, Motor Sport, Clive Chapman reveals that his father did contemplate a Can-Am car .He suggests that Geoff Ferris made some drawings and he shows the side elevation layout with CAD imagery to give 3D form to the proposal. These drawings suggest and idea was being worked up in September 1969.<\/p>\n

Their ought to have been considerable interest from Chapman and Lotus with their ability to exploit:-<\/p>\n

\n
• Track record and brand image in USA<\/li>\n
• Chapman experience with aerodynamics and larger capacity engines<\/li>\n
• The possibility of JPs sponsorship<\/li>\n
• The open regulations<\/li>\n
• The possibility of Ford or Chevrolet engines<\/li>\n
• The possibility of either a full works Team [enjoying climate for drivers at end of European season ] or customer cars<\/li>\n
• Chapman might have believed there was the potential for duplication \/mutation into F5000 or possibly a road car<\/li>\n<\/ul>\n

  The reasons not to develop the Type 66 or contest the series have not been recorded. However the editors will attempt to surmise.<\/p>\n

  Lotus Absence<\/strong><\/p>\n

  The Chapman\/ Lotus absence and failure to register success in Can-Am seems difficult to fathom. Although we note that several low key Lotus were entered or modified to compete. It would seem to play to Chapman\u2019s strengths and commercial opportunities including:-<\/p>\n

  \n
  • The unrestricted rules<\/li>\n
  • His history of using Ford V8 engines at Indianapolis<\/li>\n
  • The prize money<\/li>\n
  • The circuits suiting the cars<\/li>\n
  • British and American drivers familiar with the cars were available and willing to compete<\/li>\n<\/ul>\n

    The editors would postulate that Chapman\u2019s failure to exploit the opportunity might be drawn from some of the following circumstances:-<\/p>\n

    \n
    • The Lotus Type 30\/40 were not properly developed<\/li>\n
    • They were built marginally too soon , and did not create the best reputation<\/li>\n
    • They might have also fallen between eras of technological development particularly relating to tyre technology and aerodynamics<\/li>\n
    • Perhaps in the attempt for simplicity and affordability the chassis an suspension were an inappropriate combination relative to power and speed being extracted<\/li>\n
    • Critically it ought be stated that the cars might have befallen the Chapman\u00a0 malaise of a combination of being overstretched organizationally, lacking resources, lacking testing and a certain impatience across all to seek incremental progress allied with an expectation and budget requiring instant success. However it must always be noted the enormity of output and diversity of machinery \u2013 road and track that Chapman\/Lotus delivered particularly in the decade of the 1960\u2019s. Not least the three World Championships<\/li>\n
    • There is a possibility that he was unable to muster a suitable racing team<\/li>\n
    • Perhaps too Chapman\u2019s reputation in the US might have been slightly tarnished by the Elite and some aspects of the Indianapolis programme.<\/li>\n
    • Its worth noting that the other main competitors were more focused and restricted their racing campaigns<\/li>\n
    • It\u2019s not known whether logistics played any part it would seem unlikely , there is a possibility that sponsorship might have not been available.Tyres is a particular instance<\/li>\n
    • The editors also question if a Ford engine was available; possibly Ford wished to concentrate their resources elsewhere although the home grown championship would seem an ideal marketing opportunity and with Chapman \/Lotus connection at Indianapolis providing track record. Ford might not have wanted a rival to the GT40<\/li>\n
    • Similarly it might be that tyres were not available for various reasons<\/li>\n
    • It\u2019s also worth pondering if Chapman would have entertained a works team or sold to privateers? in this instance there was strong competition and established winners<\/li>\n
    • Can-Cam like other forms of competitive racing can suffer from their own success. The large winnings no doubt forced expensive R&D .By the time that Chapman was considering a dedicated Can Am car the series was approaching its nadir<\/li>\n
    • Perhaps too we ought consider that Chapman questioned if he could catch up late in the 1960\u2019s and that a poor showing far from helping sales could generate negative publicity<\/li>\n
    • Success in FI might have been considered sufficient at the time for the sales volume and intended markets?<\/li>\n<\/ul>\n

      Perhaps we ought never to forget that Chapman and Lotus were a commercial concern and survival factors were primary considerations.<\/p>\n

      The Significance<\/strong><\/p>\n

      Can \u2013Am was a considerable success for all parties concerned. Not least was the technical innovation that it engendered. [See technical specification above] Of course this was truly competitive and the prize money both made it possible and worthwhile. Can-Am witnessed some truly outrageous and pioneering technology and this was no bad thing.<\/p>\n

      It possibly offered a special spectacle for a North American audience with its special meld of American and European technologies and international mix of drivers.<\/p>\n

      Although Chaparral did not win the greatest number of races \/ championships they led with a virtual all American assemblage. This must have significant psychological boost with moral affirming and the potential to compete successfully on the world stage.<\/p>\n

      Of course in the paragraph above we have to note that this was one major opportunity that Chapman let go by. It seems very significant that he missed the opportunity and it would be good research to discover the objective facts.<\/p>\n

      Dymock summarizes extremely well:-<\/p>\n

      \u201cDuring the Johnson Wax years, the Can-Am series was a phenomenon, advancing American road racing by a dozen years within the span of half that time. It established in America a new sort of prestige, well organized motor racing that matched [except, perhaps in the tradition of 70 years] anything in Europe\u201d<\/p>\n

      Can-Am brought forward some of the greatest drivers, engineering design and race spectacle in one series. Through the process it won international respect.<\/p>\n

      Decline and Revival<\/strong><\/p>\n

      The classic Can \u2013Am ended in 1974.there was several reasons for this:-<\/p>\n

      \n
      • Spiraling costs associated with some of the extreme technology and space race materials<\/li>\n
      • General and related costs of competing [see above]<\/li>\n
      • World economic recession brought on by oil\/ energy crisis<\/li>\n
      • Possibly related falling support from sponsors vis recession<\/li>\n
      • Possibly over domination by few marques<\/li>\n
      • Possibly falling attendance relating to combination of other factors mentioned<\/li>\n<\/ul>\n

        Can-Am was followed by F5000 then later revived in modified form between 1980-1987. It was further briefly reintroduced 1998\/99. A form of Can-Am reinvented between 2004-2009 in the form of Le Mans Prototypes.<\/p>\n

        Learning Opportunities<\/strong><\/p>\n

        Our learning \/educational opportunities are intended to be challenging thought provoking and requiring additional research and\/or analysis.<\/p>\n

        These opportunities are particularly designed for a museum\/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.<\/p>\n

        In this instance we suggest the following might be appropriate:-<\/p>\n

        \n
        • Obtain customers car sales for main rivals to Lotus 30\/40 \u2013how do they compare?<\/li>\n
        • Conduct SWAT or Cost Benefit Analysis that Chapman might have undertaken to evaluate returns of Can-Am series<\/li>\n
        • Conduct research detect if Can-Am sales had beneficial impacts on manufacturers and engine suppliers<\/li>\n
        • Which marques competed in FI, Can-Am and Indianapolis?<\/li>\n
        • Use CAD drawing of proposed Lotus 66 a produce traditional elevation views ,can you detect inspirations in its forms<\/li>\n
        • Use same drawings to produce imagery that Chapman might be used to attract sponsor in particular draw the proposed Type 66 in JPS colours.<\/li>\n
        • Suggest a proposal that Chapman might have\u00a0 laid before sponsors<\/li>\n
        • Design a closed GT road car based around the Type 30\/40 in the Chapman mould<\/li>\n<\/ul>\n

          Exhibitions, Education and Economics<\/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 the Can-Am series and recent historical recreation provides a glorious opportunity for exhibitions and interpretations.<\/p>\n

          Set in the mid-late 1960\u2019s it falls in a significant cultural era across two continents. It touches the space race, societal change, women\u2019s lib, Vietnam, pop music and the hippies. Into which is feed the extrapolation of the space race materials, technologies but also reasonably inexpensive fuel.<\/p>\n

          Can-Am was an evident success and the proposed CCM&EC ought be able to present and interpret this to a wide audience whilst retaining a strong educational \/ analytical questioning relating to Chapman\u2019s strategically conduct.<\/p>\n

          Some exhibition titles might include:-<\/p>\n

          \n
          • Forty Shades of Green: Lotus 30 &40<\/li>\n
          • Type 66 mocked up<\/li>\n
          • Home on the Range: Lotus Brand racing in America<\/li>\n
          • Bangers And Smash: Can-Am racing<\/li>\n
          • Wild, Wild Horses: Engine Capacity growth during Can-Am era<\/li>\n
          • Can-Am: From Pony Express to Pony Excess<\/li>\n
          • Litres and Meters: Can-Am Cars<\/li>\n
          • Can-Am cars Spread their wings<\/li>\n
          • Can-Am race car Rodeo<\/li>\n<\/ul>\n

            Conclusion<\/strong><\/p>\n

            Can-am was a great series at a great time of the 1960\u2019s spanning pop and the hippy era.<\/p>\n

            Can-am was successful on many fronts. It possibly became a victim of its success. As in other branches of motorsport even those intended to be affordable have a tendency to see costs escalate.<\/p>\n

            The purse of Can-Am possibly accentuated this .The high rewards possibly warranting high levels of technology and expense. But there were external factors too not least the oil crisis of the 1970\u2019s.<\/p>\n

            It\u2019s interesting that authors including Crombac have not explored why Chapman did not contest Can-Am; although Ludvisgen suggests disillusionment with the larger capacity racers.<\/p>\n

            Chapman\u2019s failure to exploit Can-Am is an anomaly. As we have noted there is all the evidence and inducements he required. Can-Am attracted other marques whom competed with Lotus in other classes but were not always more successful.<\/p>\n

            The deduction being that Chapman perhaps came to realize that he was spreading his meagre resources too far and that despite the prize and prestige of Can-Am he could not succeed without other sacrifices .Throughout motorsport technology and costs were rising and perhaps Chapman felt that in order to retain preeminence in FI with its impact on sales of his road cars he ought focus and restrict participation where results might not be gained. Of course their might be other political issues we will never know.<\/p>\n

            As there has been little formal debate on this subject; it\u2019s to be hoped that discussion can be provoked and some hypothesis explored.<\/p>\n

            Appendix 1<\/strong><\/p>\n

            Technical Specification of Canadian GP, 1964 [see details above]<\/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

            1<\/td>\n	Lotus 30<\/td>\n	<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            2<\/td>\n	Ferrari 275 P<\/td>\n	<\/td>\n	<\/td>\n	Ferrari<\/td>\n	<\/td>\n	3300 cc<\/td>\n	V12<\/td>\n	N\/A<\/td>\n<\/tr>\n
            3<\/td>\n	Ferrari 330 P<\/td>\n	<\/td>\n	<\/td>\n	Ferrari<\/td>\n	<\/td>\n	4000 cc<\/td>\n	V12<\/td>\n	N\/A<\/td>\n<\/tr>\n
            4<\/td>\n	Ferrari 330 P<\/td>\n	0820<\/td>\n	<\/td>\n	Ferrari<\/td>\n	<\/td>\n	4000 cc<\/td>\n	V12<\/td>\n	N\/A<\/td>\n<\/tr>\n
            5<\/td>\n	Lotus 19<\/td>\n	959<\/td>\n	<\/td>\n	Climax<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            6<\/td>\n	Brabham BT8<\/td>\n	SC-2-64<\/td>\n	<\/td>\n	Climax<\/td>\n	<\/td>\n	<\/td>\n	L4<\/td>\n	N\/A<\/td>\n<\/tr>\n
            7<\/td>\n	Elva Mk VII<\/td>\n	<\/td>\n	<\/td>\n	BMW<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            11<\/td>\n	Lola Mk.1<\/td>\n	BR30<\/td>\n	<\/td>\n	Climax<\/td>\n	<\/td>\n	1500 cc<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            12<\/td>\n	Cooper Monaco<\/td>\n	<\/td>\n	<\/td>\n	Chevrolet<\/td>\n	<\/td>\n	<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            17<\/td>\n	Elva Mk VII<\/td>\n	<\/td>\n	<\/td>\n	Porsche<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            19<\/td>\n	Elva Mk VII<\/td>\n	<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            20<\/td>\n	Lotus 23<\/td>\n	<\/td>\n	<\/td>\n	Alfa Romeo<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            21<\/td>\n	Brabham BT8<\/td>\n	SC-1-64?<\/td>\n	<\/td>\n	Climax<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            22<\/td>\n	Brabham BT8<\/td>\n	SC-4-64<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	L4<\/td>\n	N\/A<\/td>\n<\/tr>\n
            27<\/td>\n	Elva Mk VII<\/td>\n	<\/td>\n	<\/td>\n	BMW<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            30<\/td>\n	Ferrari 250 LM<\/td>\n	5909<\/td>\n	<\/td>\n	Ferrari<\/td>\n	<\/td>\n	3300 cc<\/td>\n	V12 2v 1xOHC<\/td>\n	N\/A<\/td>\n<\/tr>\n
            41<\/td>\n	Lotus 19<\/td>\n	963<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            43<\/td>\n	Lotus 23<\/td>\n	<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            47<\/td>\n	McLaren Elva Mark I<\/td>\n	BMMR 1\/64<\/td>\n	<\/td>\n	Oldsmobile<\/td>\n	\/Traco<\/td>\n	3900 cc<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            55<\/td>\n	Cooper Monaco<\/td>\n	CM\/6\/63<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	4700 cc<\/td>\n	V8\/90\u00b0 2v OHV<\/td>\n	N\/A<\/td>\n<\/tr>\n
            66<\/td>\n	Chaparral 2A<\/td>\n	001<\/td>\n	<\/td>\n	Chevrolet<\/td>\n	<\/td>\n	5500 cc<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            71<\/td>\n	Cooper Monaco<\/td>\n	CM\/4\/63<\/td>\n	<\/td>\n	Chevrolet<\/td>\n	<\/td>\n	<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            77<\/td>\n	Elva Mk VII<\/td>\n	<\/td>\n	<\/td>\n	Porsche<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            81<\/td>\n	Kelly Special<\/td>\n	001<\/td>\n	<\/td>\n	Porsche<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            89<\/td>\n	Speedwell Special<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            94<\/td>\n	Ferrari 250 TR<\/td>\n	0714TR<\/td>\n	1958<\/td>\n	Ferrari<\/td>\n	<\/td>\n	3000 cc<\/td>\n	V12<\/td>\n	N\/A<\/td>\n<\/tr>\n
            95<\/td>\n	Ferrari 250 TR<\/td>\n	0770TR<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	7000 cc<\/td>\n	V8<\/td>\n	N\/A<\/td>\n<\/tr>\n
            99<\/td>\n	Porsche 718 RS 61<\/td>\n	<\/td>\n	<\/td>\n	Porsche<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            133<\/td>\n	Porsche 718 RS 61<\/td>\n	<\/td>\n	<\/td>\n	Porsche<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            155<\/td>\n	Cooper Monaco<\/td>\n	<\/td>\n	<\/td>\n	Ford<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n
            169<\/td>\n	Lotus 23<\/td>\n	<\/td>\n	<\/td>\n	Climax<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	N\/A<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Entered cars that did not arrive:<\/strong><\/p>\n\n\n\n\n\n\n No.<\/strong><\/td>\n Car<\/strong><\/td>\n Chassis<\/strong><\/td>\n Built<\/strong><\/td>\n Engine<\/strong><\/td>\n Type<\/strong><\/td>\n Size<\/strong><\/td>\n Cyl.<\/strong><\/td>\n Turbo<\/strong><\/td>\n<\/tr>\n<\/thead>\n 8<\/td>\n Lotus 19<\/td>\n 957<\/td>\n <\/td>\n Chevrolet<\/td>\n <\/td>\n <\/td>\n V8<\/td>\n N\/A<\/td>\n<\/tr>\n 14<\/td>\n Shelby Cobra<\/td>\n <\/td>\n <\/td>\n Chevrolet<\/td>\n <\/td>\n <\/td>\n <\/td>\n N\/A<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Reference:<\/strong><\/p>\n Can Am challenge 1966-87 in FI Register Record Book.Rabagliati, Page, and Sheldon.FI Record.2001<\/em><\/p>\n Can-Am Cars in Detail. Pete Lyons [photographs by P.Harholdt].David Bull.2010<\/em><\/p>\n ISBN: 9781935007111<\/em><\/p>\n Can-Am.P.Lyons.Motorsport International.2002<\/em><\/p>\n ISBN: 0760300178<\/em><\/p>\n Can-Am Photo History. Pete Lyons. Motor books.1999<\/em><\/p>\n ISBN: 0760308063<\/em><\/p>\n Can-Am.Pete Lyons.Motorbooks.1995<\/em><\/p>\n ISBN: 0760300178<\/em><\/p>\n Chaparral Can-Am and Prototypes Race Cars. Dave Friedman.Motorbooks.1998<\/em><\/p>\n ISBN: 0760305080<\/em><\/p>\n Chaparral. The Texas Roadrunner. Friedman, Kazuo, Hayashi, Miyoshi.News Publishing Co. [Japan] 1997. [Non ISBN reference 978\/4938495534]<\/em><\/p>\n Chaparral- Complete History of Jim Hall\u2019s Chaparral Race cars 1961-1970.Richard Falconer and Doug Nye.Motorbooks.1992<\/em><\/p>\n ISBN: 087938607X<\/em><\/p>\n Chaparral. Jim Hall and Dave Friedman.Motorbooks.1998<\/em><\/p>\n Chaparral.Carl Ludvigsen<\/em><\/p>\n Can-Am Cars, 1966-74.Dave McKinney. Osprey<\/em><\/p>\n Can-Am Racers 1966-69.Brooklands<\/em><\/p>\n Can-Am Racers 1970-74.Brooklands<\/em><\/p>\n Can-Am Racers 1966-74.R. Clark.Brooklands.<\/em><\/p>\n ISBN: 1855205440 <\/em><\/p>\n Can-Am Challenger.Peter Bryant. David Bull. See A&R Book review Can-Am Challenger<\/em><\/p>\n Chaparral: Can-am Racing Cars from Texas. Karl Ludvigsen<\/em><\/p>\n ISBN:<\/em><\/p>\n Chaparral. Classic &Sports cars. August 1989<\/em><\/p>\n Lola, Can-Am and Endurance Race Cars.D.Friedman.MBI.1998<\/em><\/p>\n ISBN: 076030646X<\/em><\/p>\n On Four Wheels.Orbis Publishing. Can-Am by Mike Kettlewell<\/p>\n Lotus Sports Racers. [Colin Pitt] Unique Motor Books. ISBN: 1841554308<\/p>\n The Lotus Book. William Taylor. Coterie Press. ISBN: 1902351002<\/p>\n IndyCar.Kris Perkins.Osprey.1993.<\/p>\n ISBN: 1855323990<\/p>\n The World of Racing Cars.Dymock.Hamlyn.1972.<\/p>\n ISBN: 0600392406<\/p>\n The Worlds Racing Cars.Twite.Macdonald.1971<\/p>\n SBN: 356031551<\/p>\n Can-Am 50th<\/sup>.anniversary.Flat out with North America\u2019s Greatest Race Series 1966-74.Levy&Biro .Motorbooks.2016.<\/em><\/p>\n ISBN: 9780760350218<\/em><\/p>\n Cut away drawings by James Allington and Dick Ellis for Autocar.<\/p>\n www.worldsportsracingprototypes-Can-Am1966<\/a><\/p>\n Bob Challman: www.ultimateracinghistory<\/a><\/p>\n \u201cMotor Sport\u201d .September, 2016.<\/p>\n *References obtained through the British Library<\/p>\n A&R library \u2013 see also book review<\/em><\/p>\n \u00a0<\/a><\/strong><\/p>\n Figure 1.Advert poster capturing the essence of the 1965 event with Clark in winning Lotus 38<\/p>\n 2.0 Lotus 38: The Special Relationship<\/strong><\/h1>\n Introduction<\/strong><\/p>\n Our title the Special Relationship is both a play on words but also expresses the serious connectivity, partnership \/collaboration and teamwork\/spirit that enabled Team Lotus to win Indianapolis in 1965.<\/p>\n The commercial importance is almost immeasurable. The significance of Indianapolis to Lotus and Chapman cannot be overestimated.<\/p>\n It is possibly best summarized in bullet. It provided:-<\/p>\n \n Enhanced reputation<\/li>\n Reputation linked to publicity and sales both racing road cars<\/li>\n Income \u2013quite considerable see details of purse below<\/li>\n Collaboration with Ford [and by achievement reaching out to other manufacturers]<\/li>\n The possibility of consultancy<\/li>\n Advertising and Exposure to the very important American market not least California<\/li>\n It gave great support to Lotus dealers in the USA<\/li>\n It provided potential sponsors with credibility of the marque ,delivery and success with a very fashionable for the time British image<\/li>\n It bridged and reached out on a cultural level and reinforced the image of Britain in the US during the 1960\u2019s [ nb importance of British pop music , fashion and TV<\/li>\n<\/ul>\n Ford committed to the total performance programme in the early 1960\u2019s.This was major corporate decision of one of the world\u2019s greatest car makers. Chapman had been using Ford engines from early on in his manufacture of cars. This developed commercially with the Elan engine and the Ford Lotus Cortina of 1962.<\/p>\n It\u2019s with this context in mind we can approach the importance of entry and winning at Indianapolis.<\/p>\n Subscribers might like to see related A&R articles:-<\/p>\n \n Lotus Indianapolis cars<\/li>\n Lotus and Can-Am<\/li>\n<\/ul>\n Ford\u2019s Total Performance<\/strong><\/p>\n Editors have paraphrased from the net etc.:-<\/p>\n \u201cTotal Performance was far more than just a slogan or an advertising spiel. It was a universal commitment-from president Henry Ford II down-that the company would develop the cars, engines, and\/or teams it took to win in the world\u2019s most significant racing series. Lee Iacocca, Carroll Shelby, Bill Gay, Colin Chapman, Keith Duckworth and Mike Costin, Don Frey, and hundreds more executed a masterful assault on Indy, NASCAR, Formula 1, Trans-Am, endurance racing, the quarter mile, and others. They were successful (and in several cases, dominating) in all of them.<\/p>\n This story was written in race results for nearly a decade. Here are the archival photographs-iconic and seldom seen-that connect names, faces, and legendary race cars to those all-conquering statistics.<\/p>\n http:\/\/www.motortrend.com\/classic\/features\/c12_0612_ford_racing\/index.html<\/a><\/p>\n Ford need to do something and it was the guiding hand of Lee Iacocca that would transform the company. He was the first manager to propose an all-encompassing marketing campaigned centered around high-performance. Initially it was a high level proposal; there were no granular details or specific programs. As opportunities arouse they were evaluated and if it fit with the company\u2019s strategy the program was added to the Total Performance mix. In June of 1962 Ford released a six-paragraph statement announcing Ford\u2019s withdrawal from the 1957 AMA Safety Agreement. It was signed by Henry Ford II. It was at this point that Ford went all in on the Total Performance program.<\/p>\n Henry Ford II<\/p>\n Lee Iacocca \u2013 1964 Indianapolis 500<\/p>\n Total Performance was a marketing program and corporate funding would be subject to the marketing groups strategic planning. The company\u2019s motto became \u201cTotal Performance\u201d and was implemented as engineering excellence demonstrated in the heat of competition. Total Performance included programs that directly promoted the production cars and other initiatives that built the brand image. Through the life of Total Performance careers would be built, legends created and lives lost.<\/p>\n Neither before nor after has any manufacture commitments its reputation to as aggressive competition program as Ford did. By the end of the Total Performance program Ford powered cars had won the World Manufactures Championship, the Indianapolis 500 and USAC Championship, international Formula I, II and Formula III series, Sports Car Club of America\u2019s Trans-Am series. Ford also had a significant impact on international Rallying, drag racing and the NASCAR racing series.<\/p>\n Without updated products any marketing program is heading for failure. With Iacocca\u2019s guidance and engineering input from people like Don Frey, Ford revised its product line up. The Falcon lead the way to the Mustang and an entire new market segment, the Pony Car, was born. When the 427ci V8 was introduced it was offered in the Galaxie and the Fairlane. Ultimately there would be a program or multiple programs for each of the product lines and advertising campaigns to promote the success.<\/p>\n Len Terry<\/strong><\/p>\n The late Len Terry was probably not given all the credit he deserved for the Indianapolis programme. His contribution was structured and integrated, rather holistic and included the car design and race logistics.<\/p>\n From wiki:-<\/p>\n \u201cHe was working on a freelance basis (including for Lotus) when Colin Chapman<\/a> asked him to return full-time to design a car to compete in the Indianapolis 500<\/a>. He produced the rear-engined Lotus 29<\/a> which, driven by Jim Clark<\/a>, finished a close second at the 1963 Indianapolis 500<\/a> and the Lotus 34<\/a> for 1964<\/a> which, although starting from pole-position<\/a> only completed 47 laps (out of 200) due to tyre and suspension problems. Terry later claimed that differences with Chapman meant the car had not been fully developed.[3]<\/sup><\/a> He was also involved in the design of the Lotus 33<\/a> F1 car with which Clark won the 1965<\/a> Drivers’ World Championship<\/a>.[5]<\/sup><\/a><\/p>\n For the 1965 Indianapolis 500<\/a>, Terry was given full control over the design of the Lotus 38<\/a>, and the car finished first that year, and second in 1966<\/a>, each time with Clark driving. However, Terry left Lotus before the 1965 race, having already been recruited by Dan Gurney<\/a>‘s AAR<\/a> team to design a Formula One car.[3]<\/sup><\/a> This led to the Eagle<\/a>–Weslake<\/a> V12<\/a>, which has been considered one of the most aesthetic Formula One designs.\u201d<\/sup><\/p>\n Terry has stated with regard to the design methodology for the Indianapolis cars he employed the following including design of the first Lotus Indianapolis car [29\u00a0\u00a0 ]:-<\/p>\n \n Mixture of experience<\/li>\n<\/ul>\n \n Design know how<\/li>\n Common sense<\/li>\n Suck it and see<\/li>\n<\/ul>\n For example the cars right hand suspension links were six inches longer than those on the left.<\/p>\n The Design\/Specification<\/strong><\/p>\n Len Terry commented:-<\/p>\n \u201cthe most notable thing about the Lotus 38 was that it was a true monocoque, the cockpit being cigar tube \u2026\u2026the 38\u2019s metalwork wrapped right over the drivers knees and was thus 50% stiffer but there were lots of small details that made the difference\u2026\u2026.I arranged the fuel tanks \u2013there were three of them \u2013so that they drained from the right side first, thus keeping as much weight as possible on the inboard side for as long as possible<\/p>\n Taylor adds;-<\/p>\n The chassis was considerably stiffer than any previous Lotus single seater but it still only weighed 130lb.the chassis contained a rear-mounted fuel reservouir fed by three separate tank bays ,two length ones each side and one behind the seat this allowed fuel capacity to increase by 40% with no expansion in terms of overall width or height<\/p>\n The shape of the 38 was much smoother than the 1963 64 cars \u2026\u2026\u2026.the length increased by 6inches in a longer nose to enhance air penetration. The track was slightly wider at 60 inches. Underneath the running gear remained much as before with the exception of two inch larger ventilated disc brakes and modified suspension geometry \u201c<\/p>\n Ford Engine<\/strong><\/p>\n The Ford engine was an extremely important ingredient of the Indianapolis car both from the sponsorship aspect but also performance to achieve parity with other established brand leaders.<\/p>\n <\/a><\/p>\n Figure 2.”The engine that won Indy” the modified Ford Fairlane V8<\/p>\n Terry states:-<\/p>\n \u201cThe Ford engine was strong, perhaps a little over \u2013valved or its capacity but more than powerful enough to do the job\u201d<\/p>\n Taylor:-<\/p>\n \u201cthe latest incarnation of the fuel injected Ford V8 engine\u00a0 developed 500 bhp but the difference was that it fueled by alcohol rather than pump fuel \u2026\u2026\u2026alcohol engines run cooler than those on petrol ,a smaller radiator could be fitted \u2026\u2026\u2026.Lotus used Firestone tyres\u201d<\/p>\n <\/a><\/p>\n Figure 3.Advertisment and cutaway of the basic Ford Fairlane engine<\/p>\n Ford Fairlane Engine<\/strong><\/p>\n The editors have seen a variety of specifications for the Ford Fairlane engine. In an article accompanying the above illustration the specification was outlined as:-<\/p>\n \n V8 water cooled<\/li>\n Cast iron block and heads<\/li>\n Single 4 barrel\u00a0 carburetor<\/li>\n 4,262 cc<\/li>\n 260 bhp at 5,800 rpm<\/li>\n 269lbs\/ft. torque at 4,500 rpm<\/li>\n<\/ul>\n Posthumus [Classic Racing Cars] quotes in relation to Lotus application:-<\/p>\n \u201cThe engine which they supplied was a 4.2 litre version of their Fairlane pushrod overhead valve 90 degree V8 series production unit, giving 375 bhp at 7200 rpm on four Weber twin choke carburetors<\/p>\n \n Ford US 90 degree V8<\/li>\n Bore and stroke 96.5×72.8 mm<\/li>\n Capacity 4261 cc<\/li>\n Four overhead\u00a0 camshafts operating 4 valves per cylinder ;Hilborn \u2013Travers fuel injection electronic ignition<\/li>\n Maximum power 500bhp at 8000 rpm<\/li>\n<\/ul>\n <\/a><\/p>\n Figure 4.Editors sketch of type 38 with representational cross section of Ford V8 engine. Note sponsor decals left of drawing but details provided below.<\/p>\n Technical Specification from Taylor<\/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 Model<\/td>\n Type 38<\/td>\n Indianapolis car<\/td>\n<\/tr>\n Year<\/td>\n 1965<\/td>\n <\/td>\n<\/tr>\n Volume<\/td>\n 10<\/td>\n <\/td>\n<\/tr>\n Engine<\/td>\n Ford<\/td>\n Quad cam,V8<\/td>\n<\/tr>\n C.C.<\/td>\n 4,198 cc<\/td>\n <\/td>\n<\/tr>\n Carburation<\/td>\n Hilborn Ford<\/td>\n mechanical injection<\/td>\n<\/tr>\n Power Output<\/td>\n 500 bhp<\/td>\n at 8,800 rpm<\/em><\/td>\n<\/tr>\n Transmission<\/td>\n ZF 2DS20<\/td>\n 2 speed manual<\/em><\/td>\n<\/tr>\n Chassis<\/td>\n Aluminium alloy<\/td>\n monocoque,steel sub frames<\/td>\n<\/tr>\n Body<\/td>\n Body chassis unit<\/td>\n separate GRP nose,tail,engine cover<\/td>\n<\/tr>\n Front Suspension<\/td>\n Offset to left<\/td>\n top rocker arm, double wishb’inboard csd’<\/td>\n<\/tr>\n Rear Suspension<\/td>\n Offset Reverse lower wb’<\/td>\n top link ,twin radius rods, csd’,anti-roll bar<\/td>\n<\/tr>\n Brakes F\/R<\/td>\n outboard ventilated<\/td>\n 12 in.Girling disc<\/td>\n<\/tr>\n Wheels F\/R<\/td>\n 15 x 8.5 or 16 x 9.5 in<\/td>\n Lotus cast magnesium<\/td>\n<\/tr>\n Tyres F\/R<\/td>\n 9.20 x 15\/12.00×15 or 16<\/td>\n<\/tr>\n Length<\/td>\n 156 in<\/td>\n 3962.5mm<\/em><\/td>\n<\/tr>\n Width<\/td>\n 73 in<\/td>\n 1854mm<\/em><\/td>\n<\/tr>\n Height<\/td>\n 31 in<\/td>\n 787.5mm<\/em><\/td>\n<\/tr>\n Wheelbase<\/td>\n 96 in<\/td>\n 2438mm<\/em><\/td>\n<\/tr>\n Track<\/td>\n 60\/60 in<\/td>\n 1524mm<\/em><\/td>\n<\/tr>\n Weight<\/td>\n 1350 lb<\/td>\n 1350 [Nye] 567 kg]<\/em><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Note Posthumus suggests a dry weight of 1250 lb. [Classic Racing Cars]<\/em><\/p>\n Drawing<\/strong><\/p>\n <\/a><\/p>\n Figure 5.Editors sketch working drawing type 38.<\/p>\n Aesthetic<\/strong><\/p>\n The editors consider the aesthetic of the Type 38 more significant than credited.<\/p>\n It bore the national race colour scheme but this was done in subtle way and yet accentuated. The manner sponsor details were incorporated tasteful.<\/p>\n Despite all the glamour and razzmatazz of Indianapolis the Lotus Type 38 was rather understated yet succeeded in being distinctive.<\/p>\n The editors are not sure who was responsible for the detailing but the bold yellow exhaust prominent above the engine and extending back over the body nicely colour coded with the total scheme. Equally the bright chrome work was just sufficient to lend some sparkle.<\/p>\n The editor did not possess the drafting skill to incorporate the sponsors logo\u2019s on the drawing but we consider these sufficiently important to record them below.<\/p>\n <\/a><\/p>\n Figure 6.Peter Hutton-Illustration of the Lotus 38- see details \/availability from Historic Team Lotus memorabilia<\/p>\n Sponsors and Decals<\/strong><\/p>\n These are the main sponsors the editors have been able to detect:<\/p>\n \n Enco<\/li>\n Sun<\/li>\n Perfect Circle<\/li>\n Autolite [see advertisement above]<\/li>\n Wynn\u2019s<\/li>\n Bear<\/li>\n VHT<\/li>\n Premier<\/li>\n Sunnen<\/li>\n Monroe<\/li>\n<\/ul>\n Posthumus suggest that in addition:-<\/p>\n \n Hilborn-Travers fuel injection<\/li>\n Halibrand cast magnesium wheels<\/li>\n Firestone tyres of course<\/li>\n<\/ul>\n Subscribers who are also keen model makers might like to see the following website as the supplier has a set of Lotus Type 38 decals.<\/p>\n http:\/\/www.indycals.net\/<\/p>\n <\/a><\/p>\n Figure 7.Enco one of the sponsors of the Lotus 38<\/p>\n Jim Clark <\/strong><\/p>\n Jim Clark is particularly identified with Lotus. He enjoyed a special relationship with Colin Chapman. He is thought to be amongst the greatest FI racing drivers of all time.<\/p>\n He was modest, quiet, unassuming but possessing natural talent and reserves of determination and in his own way a creativity as expressed through his driving ability and reading of a race. Here we need not expand .Subscribers are directed to our other relevant pieces about his life and driving for Lotus.<\/p>\n Subscribers are directed to an excellent website:-<\/p>\n https:\/\/www.indianapolismotorspeedway.com\/history\/people-of-ims\/indianapolis-500-drivers\/jim-clark<\/a><\/p>\n Clark almost did not race at Indianapolis because his mother had reservations about safety. Indianapolis was not the usual track conditions experienced in Europe neither the style of racing. The combined achievement of all the parties and team work are all the more remarkable as a result.<\/p>\n We include a breakdown of Clark\u2019s record at Indianapolis and it forms a considerable achievement and legacy.<\/p>\n <\/a><\/p>\n Figure 8.Poster found on the net which provides a totality of expression capturing the links around Jim Clark<\/p>\n From wiki<\/p>\n \u201cJames Clark, Jr OBE<\/a> (4 March 1936 \u2013 7 April 1968), known as Jim Clark, was a British Formula One racing driver<\/a> from Scotland<\/a>, who won two World Championships<\/a>, in 1963 and 1965.<\/p>\n Clark was a versatile driver who competed in sports cars<\/a>, touring cars<\/a> and in the Indianapolis 500<\/a>, which he won in 1965. He was particularly associated with the Lotus<\/a> marque.\u201d<\/p>\n Indy 500 results<\/strong><\/p>\n\n\n\n \n\n\n\n\n\n\n\n\n\n Year<\/strong>[21]<\/sup><\/a><\/td>\n Car \nnumber<\/td>\n Start<\/td>\n Qual. \nspeed<\/td>\n Speed \nrank<\/td>\n Finish<\/td>\n Laps \ncompleted<\/td>\n Laps \nled<\/td>\n Race \nstatus<\/td>\n Chassis<\/td>\n<\/tr>\n 1963<\/strong><\/a><\/td>\n 92<\/td>\n 5<\/td>\n 149.750<\/td>\n 7<\/td>\n 2<\/td>\n 200<\/td>\n 28<\/td>\n Running<\/td>\n Lotus<\/a>–Ford<\/a> 29\/3<\/td>\n<\/tr>\n 1964<\/strong><\/a><\/td>\n 6<\/td>\n 1<\/td>\n 158.828<\/td>\n 1<\/td>\n 24<\/td>\n 47<\/td>\n 14<\/td>\n Suspension<\/td>\n Lotus<\/a>–Ford<\/a> 34\/3<\/td>\n<\/tr>\n 1965<\/strong><\/a><\/td>\n 82<\/td>\n 2<\/td>\n 160.729<\/td>\n 2<\/td>\n 1<\/td>\n 200<\/td>\n 190<\/td>\n Running<\/td>\n Lotus<\/a>–Ford<\/a> 38<\/a>\/1<\/td>\n<\/tr>\n 1966<\/strong><\/a><\/td>\n 19<\/td>\n 2<\/td>\n 164.114<\/td>\n 2<\/td>\n 2<\/td>\n 200<\/td>\n 66<\/td>\n Running<\/td>\n Lotus<\/a>–Ford<\/a> 38<\/a>\/4<\/td>\n<\/tr>\n 1967<\/strong><\/a><\/td>\n 31<\/td>\n 16<\/td>\n 163.213<\/td>\n 23<\/td>\n 31<\/td>\n 35<\/td>\n 0<\/td>\n Piston<\/td>\n Lotus<\/a>–Ford<\/a> 38<\/a>\/7<\/td>\n<\/tr>\n Totals<\/strong><\/td>\n 682<\/td>\n 298<\/td>\n <\/td>\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/td>\n \n\n\n\n\n\n\n\n\n\n Starts<\/strong><\/td>\n 5<\/td>\n<\/tr>\n Poles<\/strong><\/td>\n 1<\/td>\n<\/tr>\n Front Row<\/strong><\/td>\n 3<\/td>\n<\/tr>\n Wins<\/strong><\/td>\n 1<\/td>\n<\/tr>\n Top 5<\/strong><\/td>\n 3<\/td>\n<\/tr>\n Top 10<\/strong><\/td>\n 3<\/td>\n<\/tr>\n Retired<\/strong><\/td>\n 2<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n Clark’s starting positions from 1964, 1965, and 1966 represent the best 3-race starting streak of the 1960s.<\/li>\n Clark’s 1965 win was the first win for a rear-engined car at the Indianapolis 500. No front-engined car has won the race since.<\/li>\n<\/ul>\n Strategy and Pit work<\/strong><\/p>\n Len Terry:-<\/p>\n \u201cI even designed the fueling system, adopting the swirl technique so that we could get more fuel in more quickly, Ford\u2019s top NASCAR crew the Wood brothers did our pitstop.They were fantastic at wheel changing, made a big difference, but I like to think that our refueling rig made just as big a contribution, our pistops were certainly a lot faster than those of the opposition\u201d<\/p>\n Purse<\/strong><\/p>\n This is extremely important and subscribers will be able to better understand motives budgets and commitments when seen against the rewards. To which we might add those of advertising and reputational value added to the brand.<\/p>\n Despite the distance, costs and logistics Chapman and Lotus campaigned Indianapolis throughout the mid 1960\u2019s. The editors believe this is the greatest indication of the totality of the rewards and a means to penetrate the American sports car market by gaining success at its greatest race.<\/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 \u00a0<\/strong><\/p>\n 1965 Indianapolis 500<\/strong><\/td>\n<\/tr>\n FP <\/strong><\/td>\n SP <\/strong><\/td>\n Car <\/strong><\/td>\n Driver <\/strong><\/td>\n Car Name \nChassis\/Engine \nRunning or Reason Out <\/strong><\/td>\n Laps \nComp <\/strong><\/td>\n Prize \nMoney <\/strong><\/td>\n Qual. \nSpeed <\/strong><\/td>\n<\/tr>\n 1<\/td>\n 2<\/td>\n 82<\/td>\n Clark, Jim<\/td>\n Lotus powered by Ford \nLotus\/Ford \nRunning<\/td>\n 200<\/td>\n $166,621<\/td>\n 160.729<\/td>\n<\/tr>\n 2<\/td>\n 5<\/td>\n 98<\/td>\n Jones, Parnelli<\/td>\n Agajanian\/Hurst \nKuzma-Lotus\/Ford \nRunning<\/td>\n 200<\/td>\n $64,661<\/td>\n 158.625<\/td>\n<\/tr>\n 3<\/td>\n 4<\/td>\n 12<\/td>\n Andretti, Mario(R)<\/td>\n Dean Van Lines\/Auto Technics \nBrawner\/Ford \nRunning<\/td>\n 200<\/td>\n $42,551<\/td>\n 158.849<\/td>\n<\/tr>\n 4<\/td>\n 7<\/td>\n 74<\/td>\n Miller, Al (Krulac)<\/td>\n Jerry Alderman Ford-Lotus \nLotus\/Ford \nRunning<\/td>\n 200<\/td>\n $26,641<\/td>\n 157.805<\/td>\n<\/tr>\n 5<\/td>\n 14<\/td>\n 76<\/td>\n Johncock, Gordon(R)<\/td>\n Weinberger Homes\/Wilseck \nWatson\/Offy \nRunning<\/td>\n 200<\/td>\n $21,981<\/td>\n 155.012<\/td>\n<\/tr>\n 6<\/td>\n 15<\/td>\n 81<\/td>\n Rupp, Mick(R)<\/td>\n G.C. Murphy\/Pete Salemi \nGerhardt\/Offy \nFlagged<\/td>\n 198<\/td>\n $18,971<\/td>\n 154.839<\/td>\n<\/tr>\n 7<\/td>\n 22<\/td>\n 83<\/td>\n Johns, Bobby(R)<\/td>\n Lotus powered by Ford \nLotus\/Ford \nFlagged<\/td>\n 197<\/td>\n $16,886<\/td>\n 155.481<\/td>\n<\/tr>\n 8<\/td>\n 18<\/td>\n 4<\/td>\n Branson, Don<\/td>\n Wynn’s\/Leader Cards \nWatson\/Ford \nFlagged<\/td>\n 197<\/td>\n $16,376<\/td>\n 155.501<\/td>\n<\/tr>\n 9<\/td>\n 32<\/td>\n 45<\/td>\n Unser, Al(R)<\/td>\n Sheraton-Thompson\/Ansted \nLola\/Ford \nFlagged<\/td>\n 196<\/td>\n $14,416<\/td>\n 154.440<\/td>\n<\/tr>\n 10<\/td>\n 28<\/td>\n 23<\/td>\n Johnson, Eddie<\/td>\n H. Allen Chapman \nWatson\/Offy \nFlagged<\/td>\n 195<\/td>\n $14,656<\/td>\n 153.998<\/td>\n<\/tr>\n 11<\/td>\n 9<\/td>\n 7<\/td>\n Ruby, Lloyd<\/td>\n Dupont Golden 7\/McManus \nHalibrand\/Ford \nBlown Engine<\/td>\n 184<\/td>\n $11,846<\/td>\n 157.246<\/td>\n<\/tr>\n 12<\/td>\n 12<\/td>\n 16<\/td>\n Sutton, Len<\/td>\n Bryant\/Robbins & Vollstedt \nVollstedt\/Ford \nFlagged<\/td>\n 177<\/td>\n $11,586<\/td>\n 156.121<\/td>\n<\/tr>\n 13<\/td>\n 29<\/td>\n 14<\/td>\n Boyd, Johnny<\/td>\n George Bryant Racing \nBRP\/Ford \nGearbox<\/td>\n 140<\/td>\n $11,976<\/td>\n 155.172<\/td>\n<\/tr>\n 14<\/td>\n 21<\/td>\n 53<\/td>\n Hansgen, Walt<\/td>\n MG-Liquid Suspension\/Qvale \nHuffaker\/Offy \nOverheating<\/td>\n 117<\/td>\n $10,566<\/td>\n 155.662<\/td>\n<\/tr>\n 15<\/td>\n 1<\/td>\n 1<\/td>\n Foyt Jr., A.J.<\/td>\n Sheraton-Thompson\/Ansted \nLotus\/Ford \nGearbox<\/td>\n 115<\/td>\n $20,517<\/td>\n 161.233<\/td>\n<\/tr>\n 16<\/td>\n 24<\/td>\n 5<\/td>\n Tingelstad, Bud<\/td>\n American Red Ball\/Hopkins \nLola\/Ford \nCrash 3<\/td>\n 115<\/td>\n $9,569<\/td>\n 154.672<\/td>\n<\/tr>\n 17<\/td>\n 6<\/td>\n 66<\/td>\n Foster, Billy(R)<\/td>\n Jim Robbins & Vollstedt \nVollstedt\/Offy \nWater manifold<\/td>\n 85<\/td>\n $9,936<\/td>\n 158.416<\/td>\n<\/tr>\n 18<\/td>\n 19<\/td>\n 18<\/td>\n Knepper, Arnie(R)<\/td>\n Konstant Hot\/Vatis \nKurtis\/Offy \nCylinder<\/td>\n 80<\/td>\n $10,326<\/td>\n 154.513<\/td>\n<\/tr>\n 19<\/td>\n 8<\/td>\n 9<\/td>\n Unser, Bobby<\/td>\n STP Gas Treatment \nFerguson\/Novi \nOil Fitting<\/td>\n 69<\/td>\n $9,216<\/td>\n 157.467<\/td>\n<\/tr>\n 20<\/td>\n 13<\/td>\n 52<\/td>\n McElreath, Jim<\/td>\n Zink-Urschel Trackburner \nBrabham\/Offy \nRear End Gears<\/td>\n 66<\/td>\n $8,656<\/td>\n 155.878<\/td>\n<\/tr>\n 21<\/td>\n 16<\/td>\n 94<\/td>\n Snider, George(R)<\/td>\n Gerhardt Offy \nGerhardt\/Offy \nRear End Gears<\/td>\n 64<\/td>\n $8,696<\/td>\n 154.825<\/td>\n<\/tr>\n 22<\/td>\n 25<\/td>\n 65<\/td>\n Duman, Ronnie<\/td>\n Travelon Trailer\/Ruiz \nGerhardt\/Offy \nRear End Gears<\/td>\n 62<\/td>\n $8,786<\/td>\n 154.533<\/td>\n<\/tr>\n 23<\/td>\n 31<\/td>\n 41<\/td>\n Gregory, Masten(R)<\/td>\n George Bryant Racing \nBRP\/Ford \nOil Pressure<\/td>\n 59<\/td>\n $9,076<\/td>\n 154.540<\/td>\n<\/tr>\n 24<\/td>\n 10<\/td>\n 54<\/td>\n Veith, Bob<\/td>\n MG-Liquid Suspension\/Qvale \nHuffaker\/Offy \nPiston<\/td>\n 58<\/td>\n $8,266<\/td>\n 156.427<\/td>\n<\/tr>\n 25<\/td>\n 26<\/td>\n 88<\/td>\n Stevenson, Chuck<\/td>\n Vita Fresh OJ\/Van Liew \nKuzma\/Offy \nPiston<\/td>\n 50<\/td>\n $8,306<\/td>\n 154.275<\/td>\n<\/tr>\n 26<\/td>\n 3<\/td>\n 17<\/td>\n Gurney, Dan<\/td>\n Yamaha\/All American Racers \nLotus\/Ford \nTiming Gears<\/td>\n 42<\/td>\n $9,596<\/td>\n 158.898<\/td>\n<\/tr>\n 27<\/td>\n 17<\/td>\n 48<\/td>\n Grant, Jerry(R)<\/td>\n Bardahl MG\/Kjell Qvale \nHuffaker\/Offy \nMagneto<\/td>\n 30<\/td>\n $7,786<\/td>\n 154.606<\/td>\n<\/tr>\n 28<\/td>\n 30<\/td>\n 19<\/td>\n Rodee, Chuck<\/td>\n Wally Weir’s Mobilgas \nHalibrand\/Offy \nRear End Gears<\/td>\n 28<\/td>\n $8,726<\/td>\n 154.546<\/td>\n<\/tr>\n 29<\/td>\n 27<\/td>\n 29<\/td>\n Leonard, Joe(R)<\/td>\n All American Racers \nHalibrand\/Ford \nOil Leak<\/td>\n 27<\/td>\n $7,816<\/td>\n 154.268<\/td>\n<\/tr>\n 30<\/td>\n 23<\/td>\n 25<\/td>\n McCluskey, Roger<\/td>\n All American Racers \nHalibrand\/Ford \nClutch<\/td>\n 18<\/td>\n $8,106<\/td>\n 155.186<\/td>\n<\/tr>\n 31<\/td>\n 11<\/td>\n 24<\/td>\n Rutherford, Johnny<\/td>\n Racing Associates \nHalibrand\/Ford \nRear End Gears<\/td>\n 15<\/td>\n $7,596<\/td>\n 156.291<\/td>\n<\/tr>\n 32<\/td>\n 33<\/td>\n 47<\/td>\n Cheesbourg, Bill<\/td>\n WIFE GoodGuy\/Lane-Fulbright \nGerhardt\/Offy \nMagneto<\/td>\n 14<\/td>\n $7,836<\/td>\n 153.774<\/td>\n<\/tr>\n 33<\/td>\n 23<\/td>\n 59<\/td>\n Hurtubise, Jim<\/td>\n STP-Tombstone Life\/Chemical \nKurtis\/Novi \nTransmission<\/td>\n 1<\/td>\n $8,626<\/td>\n 156.863<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n  <\/p>\n\n\n\n\n\n Total Purse: <\/strong><\/td>\n $628,399<\/td>\n Field Average: <\/strong><\/td>\n 156.058<\/td>\n<\/tr>\n Cars Entered: <\/strong><\/td>\n 79<\/td>\n Cars Started: <\/strong><\/td>\n 33<\/td>\n<\/tr>\n Number Rookies: <\/strong><\/td>\n 11<\/td>\n Former Winners: <\/strong><\/td>\n 2<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Customer Cars\/retail price<\/strong><\/p>\n Taylor suggests 10 cars were built and that 2 were sold to private customers for $22,500 each.<\/p>\n These numbers and figures are interesting:-<\/p>\n \n They can be used to \u201cguestimate\u201d development cost v winnings<\/li>\n The success of the cars would generate demand [spiral we have discussed previously]<\/li>\n Additional cars on the track would provide further publicity<\/li>\n Profit on each car would contribute to positive overall budget<\/li>\n<\/ol>\n Learning Opportunities<\/strong><\/p>\n Our learning \/educational opportunities are intended to be challenging thought provoking and requiring additional research and\/or analysis.<\/p>\n These opportunities are particularly designed for a museum\/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n \n Compare and Contrast American and European motor racing in 1960\u2019s<\/li>\n Why was the V8 engine so significant to American motor industry<\/li>\n Quantify the financial value of winning Indianapolis to manufacturer<\/li>\n Estimate development costs in relation to purse for Chapman at Indianapolis<\/li>\n Consider the logistics and costs for Lotus attending Indianapolis in the 1960\u2019s<\/li>\n How distinctive were Lotus cars and livery at Indianapolis<\/li>\n Establish exchange rates between $ and sterling in 1960\u2019s<\/li>\n Examine European GP purse in contrast with Indianapolis<\/li>\n Compare Can-Am purse with Indianapolis<\/li>\n<\/ul>\n Education, Economics and Exhibitions<\/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:-<\/p>\n \n Indianapolis :Chapman enters the Oval Office<\/li>\n Indianapolis: Chapman\u2019s Bonanza<\/li>\n Indianapolis: Chapman\u2019s American Dream<\/li>\n Indianapolis: Chapman\u2019s Western Union<\/li>\n Indianapolis :Chapman\u2019s Pony Express<\/li>\n Indianapolis :Chapman\u2019s Transatlantic Treaty<\/li>\n Indianapolis : Chapman\u2019s Declaration of Independence<\/li>\n Indianapolis :Chapman from brickbats to the brickyard<\/li>\n Jim Clark at Indianapolis :Scotland the Brave<\/li>\n Chapman at Indianapolis: An Englishman Abroad<\/li>\n British Pop in America: Chapman breaks all the records<\/li>\n Clark leads \u201cScotland the Brave\u201d<\/li>\n Jim Clark at Indianapolis: Braveheart<\/li>\n The American Revolution:Rev\u2019olution at Indianapolis<\/li>\n The American Civil War: Chapman challenges the Establishment at Indianapolis<\/li>\n<\/ul>\n Conclusion<\/strong><\/p>\n The editors believe the conclusions here are fairly self-evident. Rather than repeat we invite subscribers to look at the objectives set out in the introduction and evaluate exactly what was achieved.In the editors estimation they were exceeded.<\/p>\n Chapman \/Lotus and his team came to Indianapolis as a young progressive British team with little previous experience. On a modest budget they won in 1965, came very close on other occasions and set up a legacy that saw almost immediately wholesale that their concept was adopted.<\/p>\n Chapman and Lotus in the early days were not engine manufacturers, their achievement for Ford was immense and advanced their reputation in their home country and abroad. Also possibly allowing Chapman to access production engines economically. Although Ford did not go with Chapman for Le Mans their later collaboration for the Ford Cosworth DVF a couple of years later [see A&R dedicated article] would again set up revolutionary changes that echoed down through to the Lotus 72 etc.<\/p>\n Other marques are sometimes forced to buy or create publicity for marketing purposes. The editors invite our subscribers to consider the value of positive publicity that winning Indianapolis provided. Although it cannot be forensically proved possibly in the mind of Ford and Lotus owners was the glow of association, identification with a big winner.<\/p>\n Finally the editors call attention to the special relationship that pervaded the Chapman \/Lotus achievement. A small young British specialist was collaborating with one of it not the largest car maker in the world, crossing the Atlantic out of near obscurity to win at Indianapolis. This was achieved with considerable team work, motivation and cooperation.<\/p>\n Furthermore this was in the era of the mid 1960\u2019s when America and Britain were enjoying an explosion of youth culture and appreciation of each other\u2019s contributions in design, manufacture, fashion and music. Around the time of the Indianapolis success Lotus Elan would appear on American TV in the cult programme The Avengers. It\u2019s very likely in the public\u2019s mind these events possessed a connectivity and association with a particular progressive modernism and Britishness. This in turn might have influenced a wider pervasiveness and acceptance of British products in America as well as feeding the large number of American tourists coming to Britain in the 1960\u2019s. [See dedicated A&R article on Lotus and Carnaby Street etc.]<\/p>\n When we consider the achievements of Chapman and Lotus there is a risk the focus is too narrow and restrictive rarely stretching beyond the racing cars in fact the reality is more complex more fascinating and infinitely deeper in the cultural design impact he unleashed. The impacts still rippling through time in to today and the editors consider will extend well into the future.<\/p>\n Appendix<\/strong><\/p>\n To better comprehend the commercial\/competition interface of the Ford Total Performance corporate strategy subscribers are directed to:-<\/p>\n Ford Total Performance: Ford’s Legendary High-Performance Street and Race Cars <\/em><\/strong>Author: Martyn L. Schorr publisher: Motorbooks International<\/p>\n Number of Pages: 208 publication Date: 05 Nov 2015 Language: English ISBN-10: 0760348588 ISBN-13: 9780760348581 – See more at: http:\/\/www.getbookz.xyz\/book\/9780760348581\/ford-total-performance#sthash.k6QfNdEN.dpuf<\/p>\n Ford Total Performance: Ford’s Legendary High-Performance Street and Race Cars – Follow Ford’s leap into the 1960s and the performance era–on the streets and on the track! In the early 1960s, Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s young chairman, Henry Ford II (“the Deuce”) safety, not performance, was the goal. But by 1962, even the chairman realized his philosophy needed to change. Ford was nearly invisible to car-crazy baby boomers. Lee Iacocca convinced Ford that he needed to act decisively or risk losing the emerging youth market to the competition. Thus began Ford’s “Total Performance” program. “Ford Total Performance” is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, it also covers production performance cars, specialty models, and unique concepts such as lightweight drag race cars. The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A\/FX drag car; Ford Indy 500 winning race cars; 427 Overhead Cam SOHC 427 engines as used in A\/FX and fuel race cars; Boss 302 and 429 Mustangs for street, drag racing, and Trans-Am; and many more. The Ford-Ferrari war that led to the creation of the legendary GT40 Le Mans race cars isn’t forgotten. Featuring unpublished period photographs, plus photos and artwork from Ford designers, “Ford Total Performance” covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars! – See more at: http:\/\/www.getbookz.xyz\/book\/9780760348581\/ford-total-performance#sthash.k6QfNdEN.dpuf<\/a><\/p>\n See also;-<\/p>\n Ford Total Performance: The Road to World Racing Domination, 1962-1970 Mass Market Paperback \u2013 1 Apr 2000<\/p>\n by Alex Gabbard (Author)<\/p>\n Reference:<\/strong><\/p>\n DVD:-<\/strong><\/p>\n Ford Archive Gems Lotus in the 60\u2019s.<\/em>Duke.2007.<\/p>\n \n Andrew Ferguson, Lotus: The Indianapolis Years<\/em> (Patrick Stephens, 1996) ISBN 1-85260-491-3<\/a><\/li>\n Len Terry, Alan Baker, Racing Car Design and Development<\/em> (Robert Bentley, 1973) ISBN 0-8376-0080-4<\/a><\/li>\n<\/ul>\n The Lotus Book. Taylor<\/p>\n Inside the Innovator.<\/p>\n A Century of Wining Haymarket Publishing .2001.<\/p>\n Classic Racing Cars.Posthumus.Hamlyn.1977.<\/p>\n ISBN: 0600319091<\/p>\n Lotus: The Indianapolis Years [see A&r bibliography with our article on Indianapolis and Lotus race cars]<\/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 3.0 Lotus \u2013Historic Sponsor Series: Firestone: On the Rim of Success<\/strong><\/h1>\n General Introduction<\/strong><\/p>\n The exact interpretation of sponsorship in conjunction with Lotus is difficult to establish objectively. The appearance of a sponsor\u2019s logo on a car is not necessarily evidence of financial support. Access to historical archive and contracts is sought wherever possible but with the passage of time and for various reasons these are not always available or accessible to the public.<\/p>\n In constructing the historic sponsor series the A&R looks only at the logos worn in period and assumes the company involved had no objection to Lotus promoting their products. The A&R sees much to be gained by the wider promotion of sponsors but in the event that a specific organization disapproves for any reason that article will be removed.<\/p>\n Sponsorship is an instrument of mutual benefit and promotion. Subscribers might like to see A&R articles on Sponsorship and Product Placement to understand the numerical \/ financial reach provided by sponsorship; with its ability to identify and project status through identification.<\/p>\n The principle continues particularly with regard to education based exhibitions [see below for details]<\/p>\n Each of these articles is devoted to a company\/ organization that is believed to have sponsored Lotus or have been a major component supplier.<\/p>\n The intention of each article is to: –<\/p>\n \n Explain the sponsors own history and outline their products and services \u2013 past-present and future<\/li>\n Explain the historical connection with Lotus and the contribution made both in competition and the production cars<\/li>\n To suggest how these two interlocking facets may be translated into exciting, interpretive, educational and commercial exhibitions<\/li>\n<\/ol>\n <\/a><\/p>\n Figure 1.an interesting period advertising poster. These are worthy of study and reflect changes in technology, society and fashion.<\/p>\n Firestone History and Products<\/strong><\/p>\n From the net:-<\/p>\n \u201cThe Firestone Tire and Rubber Company<\/strong> is an American tire company founded by Harvey Samuel Firestone<\/a> in 1900 to supply pneumatic tires<\/a> for wagons, buggies<\/a>, and other forms of wheeled transportation common in the era. Firestone soon saw the huge potential for marketing tires for automobiles<\/a>. The company was a pioneer in the mass production<\/a> of tires. Harvey Firestone had a friendship with Henry Ford<\/a>. Firestone used this relationship to become the original equipment supplier of Ford Motor Company<\/a> automobiles, and was also active in the replacement market.[1]<\/a><\/sup><\/p>\n In 1988, the company was sold to the Japanese Bridgestone<\/a> Corporation.<\/p>\n In 1928 the company built a factory<\/a> in Brentford<\/a>, England, a longtime Art Deco<\/a> landmark on a major route into the city. This closed in 1979.<\/p>\n The 1911 Indianapolis 500<\/a> auto race was won by a car running Firestone tires. Firestone-shod cars won all editions of the race from 1920 to 1966. The company also provided tires to Formula One<\/a> from 1950 to 1974. As a consequence of the 1973 Indianapolis 500<\/a>, 1973 United States Grand Prix<\/a> and 1974 Austrian Grand Prix<\/a> tragedies, Firestone retired from American open-wheel racing and Formula One after 1974. The manufacturer returned in 1995 to the CART series with technical assistance from Bridgestone. Goodyear<\/a> retired after 1999, thereby leaving Firestone as the single supplier of the IndyCar Series<\/a> as of 2013.<\/p>\n Sponsor Overview<\/strong><\/p>\n The following is taken from Firestone tyre brochure Summer 2015.<\/p>\n Under the heading Freedom to Drive Firestone list their landmarks.<\/p>\n 1900<\/p>\n Firestone Tyre and Rubber Company founded by Harvey firestone in Akron, Ohio<\/p>\n 1906<\/p>\n Firestone delivers 2,000 sets of tyres to Ford Motor Company in the largest single order for tyres in the automobile industry at the time.<\/p>\n 1910<\/p>\n Profits of the Firestone Tyre &Rubber company exceed 1MN USD for the first time.<\/p>\n 1911<\/p>\n Ray Harroun wins the first Indianapolis 500 o firestone tyres<\/p>\n 1928<\/p>\n Firestone opens its first overseas plant in Brentford, UK.Other EU plants in Sweden, Spain, France, Portugal, and Switzerland will follow the next decade<\/p>\n 1932<\/p>\n Firestone develops the first practical low-pressure pneumatic tractor tyre and begins the \u201cPut the Farm on Rubber\u201d campaign<\/p>\n 1968<\/p>\n Firestone provides Graham Hill is first FIA Formula 1 championship winner on Firestone tyres.<\/em><\/strong><\/p>\n 1988<\/p>\n Firestone merges with Bridgestone Corporation, a company that share similar values and tradition of innovative excellence .this merge created what is now the largest tyre manufacturer in the world.<\/p>\n 1993<\/p>\n Firestone announces the return to the Indianapolis 500 and Indy\/Champ Car 20 years after leaving motorsports<\/p>\n 1996<\/p>\n Firestone wins the Indy 500 of the modern era for the first time<\/p>\n 2014<\/p>\n Firestone Revival campaign is kicked off in Europe, with the launch of the new Destination HP SUV tyre<\/p>\n Wheels on Fire: The Lotus Connection<\/strong><\/p>\n The sponsor\u2019s logo has been seen on the following Lotus models: –<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n Type No.<\/td>\n Purpose<\/td>\n Year<\/td>\n<\/tr>\n 19<\/td>\n Sports Racing<\/td>\n 1960<\/td>\n<\/tr>\n 29<\/td>\n Indianapolis<\/td>\n 1963<\/td>\n<\/tr>\n 38<\/td>\n Indianapolis<\/td>\n 1965<\/td>\n<\/tr>\n 42<\/td>\n Indianapolis<\/td>\n 1966<\/td>\n<\/tr>\n 43<\/td>\n F1<\/td>\n 1966<\/td>\n<\/tr>\n 49<\/td>\n F1<\/td>\n 1967<\/td>\n<\/tr>\n 56<\/td>\n Indianapolis<\/td>\n 1968<\/td>\n<\/tr>\n 57\/58<\/td>\n F2&1<\/td>\n 1968<\/td>\n<\/tr>\n 63<\/td>\n F1<\/td>\n 1969<\/td>\n<\/tr>\n 64<\/td>\n Indianapolis<\/td>\n 1969<\/td>\n<\/tr>\n 72<\/td>\n F1<\/td>\n 1972<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n <\/a><\/p>\n <\/a><\/p>\n Figure 3.Firestone being of American origin would have natural connections and historical association with Indianapolis. Note again the mutuality aspect.<\/p>\n <\/a><\/p>\n Figure 4.Editors sketch drawing of Lotus 63 [4×4] fitted with Firestone tyres<\/p>\n <\/a><\/p>\n Figure 5.Note black and white magazine advertisment.Which driver is being represented?<\/p>\n Learning Opportunities<\/strong><\/p>\n Our learning \/educational opportunities are intended to be challenging thought provoking and requiring additional research and\/or analysis.<\/p>\n These opportunities are particularly designed for a museum\/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n \n Who are the world\u2019s major tyre manufacturers? What is their connection with motor sport?<\/li>\n Analyise the statistics of tyre manufacturers in motorsport<\/li>\n Explore tyre manufacturers marketing techniques \u2013how to they respond to societal values, fashions and concerns?<\/li>\n How important is tyre technology in FI today?<\/li>\n How many categories of markets for tyres exist? What are the respective numbers\/percentages<\/li>\n Examine the physics and chemistry of tyre design<\/li>\n Examine sustainability in tyre manufacture<\/li>\n Why was the London firestone factory so important? How was its architecture defined?<\/li>\n<\/ul>\n Education, Exhibitions, Economics<\/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 an exhibition as outlined above has enormous potential for merchandising. The learning opportunities [individual and collective] and competitions\u00a0\u00a0 provided\u00a0\u00a0 might be linked to prizes for individuals, schools and related learning centers etc.<\/p>\n In this instance the following might be appropriate:-<\/p>\n \n What goes round comes round: Lotus and Tyre Technology<\/li>\n Firestone\u2019s High Profile Prominence: Firestone and Lotus FI Championships<\/li>\n Firestone\u2019s Low Profile :Tyre Strategy and Marketing<\/li>\n Firestone Rubber: Tree of Knowledge<\/li>\n Finding the Right Compound :Lotus and Firestone\u2019s Grip<\/li>\n Form and Fusion: Firestone \u00a0and Lotus chemistry<\/li>\n Firestone Composites: Tyres and Lotus chassis structures<\/li>\n Firestone on the Rim<\/li>\n<\/ul>\n Conclusion<\/strong><\/p>\n Firestone state their legacy as:-<\/p>\n \u201cAn exciting heritage\u2026\u2026\u2026\u2026<\/p>\n The Firestone story begins in the year 1900 with the efforts of one man, Harvey Firestone.it was his vision, pioneering spirit and passion for innovation that sparked a virtual revolution in the field of transportation, one that has touched the lives of countless generations.<\/p>\n From helping to push the bounds of performance as some of motorsports premier racetracks to helping ordinary motorists broaden their own horizons \u2026. Firestone\u2019s legacy continues to inspire people from all walks of life, letting them rediscover the freedom to drive\u2026..\u201d<\/p>\n There can be little doubt about the significant contribution of firestone to Lotus which includes multiple Formula 1 world championships and Indianapolis. Both very high prestige on the world stage .Both lucrative. Firestone would therefore help Lotus sales and possibly increase American receptiveness. Equally Lotus success in Europe would have helped Firestone\u2019s market share.<\/p>\n During the Chapman era Firestone would have a London base and occupy a landmark building. [See appendix below]<\/p>\n Firestone continue to innovate and inspire. Their contribution, products, research and development are worthy of wider publicity and dissemination. The proposed CCM&EC believes that it can achieve this in the most effective manner and capture added value with its educational progammes and allied training opportunities. In such a manner there is greater emphasis on the future. It avoids fossilization or atrophy by ensuring that sponsors are not frozen in time but presented as dynamic. The examination and historical perspective serve the purpose of context, momentum, continuity and an interpretation device for future trajectory.<\/p>\n Appendix<\/strong><\/p>\n From the net:-<\/p>\n \u201cThe Firestone Factory<\/p>\n Brentford & Chiswick Journal 2 (1981)<\/strong><\/p>\n In February 1980 the Firestone Tyre Factory on the Great West Road closed and 1,500 people lost their jobs. The building was sold to the Trafalgar House Company \u2013 run by Lord Victor Matthews and Nigel Broakes \u2013 and contracts were finally exchanged on Friday, 22nd August.<\/p>\n During that August week an Inspector from the Department of the Environment had visited the factory and had decided to \u2018spot-list\u2019 the building \u2013 an emergency procedure which would protect it from demolition. No senior civil servant could be found to sign the papers before the Bank Holiday weekend. On Saturday 23rd August Lord Matthews ordered demolition men to destroy the main features of the facade \u2013 the ceramic tiles around the entrance, the white pillars, the pediment above and the bronze lamp standards.<\/p>\n The Great West Road was once known as The Golden Mile. The factories along it were built in the late 1920s and the early 1930s, often by American companies which relied on advertising to promote their products. The factories themselves were used as advertising, which is why they were so eye-catching and exciting. They had to boast their modernity. Apart from Firestones, there was Trico (American windscreen wipers), Sperry Gyroscope, Pyrene fire extinguishers, Macleans, Gillette and Jantzen American swimwear. A similar company, Hoover, built their factory on the Western Avenue. Of British and European companies there were Henley\u2019s \u2013 \u2018The world\u2019s biggest petrol station\u2019 \u2013 the Garden Bakery of Macfarlane Lang, Coty Cosmetics, and Simmonds Aerocessories (now the Beecham building).<\/p>\n The Firestone factory was designed in 3 weeks by Wallis, Gilbert and Partners; it was built in 18 weeks. This firm was famous in its day for its industrial buildings, for example, the Wrigley\u2019s factory in Wembley, Huntley and Palmer\u2019s in Reading, the Victoria Coach Station, Glaxo in Greenford and Champion Spark Plugs in Feltham. Douglas Wallis himself felt that his buildings were only temporary, a part of the manufacturing process, and that he was not building long-lasting monuments. Many of the workers in the factory will appreciate the contrast between the clean, white exterior and the actual manufacturing process inside; it was dirty, hot and pungent with the smell of rubber.<\/p>\n Our area of west London has derived a lot of its wealth from the Great West Road and the Airport. The demolition of the Firestone factory is symptomatic of a change that is occurring along this road as manufacturing is being replaced by warehouses, distribution centres and offices. The large sites and favourable transport conditions may even tempt retailers here with hypermarkets.<\/p>\n The value of the Firestone factory was that it contained in its shape and appearance the means to interpret what has happened in this area since the end of the First World War It was the best example. Local people felt very bitter about the hasty way it was destroyed and they felt they had been robbed of one of the area\u2019s landmarks. However there is one consolation for the historian who is interested in recording and observing the process of change. The confidence of its construction contrasts noticeably with the lack of confidence surrounding the saga of its destruction.\u201d<\/p>\n Food for thought and the potential loss of the old Lotus factory site Hornsey?<\/p>\n Reference:<\/strong><\/p>\n Marks of Excellence.P.Mollerup.Phaidon Press.1997.<\/em><\/p>\n ISBN: 0714838381<\/em><\/p>\n 4.0 Tracks Across America: Riverside<\/strong><\/h1>\n Introduction<\/strong><\/p>\n This is the first instalment in a new series.<\/p>\n These articles will be relatively brief. They will be cross referenced with existing and proposed A&R articles.<\/p>\n Due to the nature of the subject and some lack of experience by the editors we will use internet information as needed.<\/p>\n The editors consider the American dimension of Chapman\u2019s\/Lotus development extremely important.<\/p>\n This dimension has many facets which include:-<\/p>\n \n Moto racing in North America with related rules and governing bodies etc.<\/li>\n The home grown and imported brands used in racing \/ competition<\/li>\n The race tracks and their comparison with Europe<\/li>\n The connectivity between racing , publicity, reputation , image and sales, particularly with regard to Lotus road cars<\/li>\n The Lotus sales dealerships in US<\/li>\n Geography and climate that favoured open sports cars like the Lotus<\/li>\n The race track attendance \/support and following of various series along with the associated financial viabilities<\/li>\n Broad cultural exchange between Europe and US particularly with regard to car culture and competition<\/li>\n American engines and particularly Ford and V8 engines adopted by Chapman for Lotus ; this to include race tuning<\/li>\n US racing drivers ,particularly the owner racers who chose to compete in Lotus<\/li>\n<\/ul>\n A recurring under current of our study of Colin Chapman and Lotus is the search for objectivity. The editors have deliberate6ly used comparison and benchmarking to evaluate Chapman and Lotus.<\/p>\n In this series we hope we can combine both in an examination of race track, the nature of the competition and the performance of Lotus at a specific venue.<\/p>\n Where possible we will include details of the entry list in order that the range, extent and the contemporaries can be better understood.<\/p>\n The editors will offer some comment and interpretation that they hope will explain a moment in time.<\/p>\n Articles to follow will look at Indianapolis, Can Am and FI GP racing.<\/p>\n Riverside<\/strong><\/p>\n Subscribers are directed to the many excellent websites that feature this circuit in Southern California.<\/p>\n The following details are quoted from the net:-<\/p>\n \u201cRIR played host to almost every major racing series in modern history. NASCAR to Can-Am to Cal Car Club to Indy Cars to International Motor Sport Association (IMSA) to United States Road Racing Championship (USRRC) to The National Hot Rod Association (NHRA) and the AMA Superbikes all called the track home for high-pro?le annual events. In 1960, RIR\u00a0hosted the Formula One United States Grand Prix. Take also into account that no other sports car race in the US was richer than the annual LA Times Grand Prix as notable drivers from all over the world descended on the black tarmac ribbons winding through dessert sands of Riverside.\u201d<\/p>\n <\/a><\/p>\n It\u2019s worth looking at events to trace the Lotus entries. A programme cover [illustrated above seems to feature a Lotus 19 possibly driven by Stirling Moss.<\/p>\n Riverside 200, October, 1964<\/strong><\/p>\n <\/a><\/p>\n The editors invite our subscribers to study the entry list below and make deductions .We reserve ours for comments below.<\/p>\n It\u2019s significant that the race took place in the early mid 1960\u2019s a time of Anglo-American cultural exchange.<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n 1<\/strong><\/td>\n Brabham BT8<\/strong><\/td>\n Thomas Hitchcock<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 2<\/strong><\/td>\n McLaren Elva Mark I Oldsmobile<\/strong><\/td>\n Bruce McLaren Motor Racing Ltd.<\/strong><\/td>\n green (+white)<\/strong><\/td>\n STP\/BP<\/strong><\/td>\n <\/td>\n BP<\/strong><\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 3<\/strong><\/td>\n Brabham BT8 Climax<\/strong><\/td>\n Team Elite (’62) Ltd.<\/strong><\/td>\n white\/green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 4<\/strong><\/td>\n Brabham BT8<\/strong><\/td>\n Ecurie Vitesse S.A., Geneva, Switz.<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 5<\/strong><\/td>\n Cooper Monaco T61 Chevrolet<\/strong><\/td>\n Nickey Chevrolet<\/strong><\/td>\n purple<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 6<\/strong><\/td>\n Chaparral 2A Chevrolet<\/strong><\/td>\n Chaparral Cars<\/strong><\/td>\n white<\/strong><\/td>\n CHAMPION<\/strong><\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 7<\/strong><\/td>\n Brabham BT8 Climax<\/strong><\/td>\n Stirling Moss Automobile Racing Team<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 8<\/strong><\/td>\n Lotus 19 Chevrolet<\/strong><\/td>\n Alan Green Chevrolet, Inc.<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 10<\/strong><\/td>\n Lotus 19 Ferrari<\/strong><\/td>\n Rosebud Racing – Tom O’Connor, Jr.<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 11<\/strong><\/td>\n Brabham BT8 Climax<\/strong><\/td>\n Robert Lamplough<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 12<\/strong><\/td>\n Cooper Monaco T61 Chevrolet<\/strong><\/td>\n Bernice Mc I. Wintersteen<\/strong><\/td>\n green\/white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 14<\/strong><\/td>\n Webster 2 Liter Type A<\/strong><\/td>\n Webster Racing Enterprises<\/strong><\/td>\n black\/red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 15<\/strong><\/td>\n Lotus 30 Ford<\/strong><\/td>\n Colin Chapman Team Lotus<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 16<\/strong><\/td>\n Lotus 23B Porsche<\/strong><\/td>\n Trans Ocean Motors<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 19<\/strong><\/td>\n Lotus 19G Ford<\/strong><\/td>\n Pacesetter Homes<\/strong><\/td>\n white (+black)<\/strong><\/td>\n PACESETTER Ford<\/strong><\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 21<\/strong><\/td>\n Lotus 30 Ford<\/strong><\/td>\n Bob Challman – Ecurie Shirlee<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 22<\/strong><\/td>\n Lotus 23B Ford<\/strong><\/td>\n Bob Challman – Ecurie Shitlee<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 23<\/strong><\/td>\n Hussein I Dodge<\/strong><\/td>\n John Mecom, Jr.<\/strong><\/td>\n dark blue (+white)<\/strong><\/td>\n ZEREX SPECIAL<\/strong><\/td>\n Firestone<\/strong><\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 24<\/strong><\/td>\n Lola Mk.6 GT Chevrolet<\/strong><\/td>\n John Mecom, Jr.<\/strong><\/td>\n blue\/white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n closed<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 25<\/strong><\/td>\n Genie Mk.10 Chevrolet<\/strong><\/td>\n John Mecom, Jr.<\/strong><\/td>\n blue\/white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 26<\/strong><\/td>\n Scarab Mk IV Chevrolet<\/strong><\/td>\n John Mecom, Jr.<\/strong><\/td>\n blue\/white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 33<\/strong><\/td>\n Cheetah – Chevrolet<\/strong><\/td>\n Clarence Dixon Cadillac, Inc.<\/strong><\/td>\n silver<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 39<\/strong><\/td>\n Cooper King Cobra Ford<\/strong><\/td>\n Charles C. Cox<\/strong><\/td>\n metallic blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 51<\/strong><\/td>\n <\/td>\n <\/td>\n blue\/white<\/strong><\/td>\n <\/td>\n Goodyear<\/strong><\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 60<\/strong><\/td>\n Genie Mk.10B Ford<\/strong><\/td>\n Don Webster Enterprises<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 61<\/strong><\/td>\n Genie Mk.8 Chevrolet<\/strong><\/td>\n Paul Reinhart<\/strong><\/td>\n purple<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 66<\/strong><\/td>\n Chaparral 2A Chevrolet<\/strong><\/td>\n Chaparral Cars<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 69<\/strong><\/td>\n Lotus 23B<\/strong><\/td>\n Arciero Bros. Racing<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 75<\/strong><\/td>\n Platypus – Porsche<\/strong><\/td>\n Hans-Adam – P.A.M.<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 77<\/strong><\/td>\n Elva – Porsche<\/strong><\/td>\n Oliver C. Schmidt<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 81<\/strong><\/td>\n Cheetah G.T. Coupe Chevrolet<\/strong><\/td>\n Alan Green Chevrolet<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 90<\/strong><\/td>\n Genie Mk.10 Chevrolet<\/strong><\/td>\n George H. Koehne, Jr.<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 91<\/strong><\/td>\n Fordette (McKee Mk.III Ford)<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 92<\/strong><\/td>\n Cooper King Cobra Ford<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n blue<\/strong><\/td>\n STP<\/strong><\/td>\n Goodyear<\/strong><\/td>\n STP<\/strong><\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 93<\/strong><\/td>\n Cooper King Cobra Ford<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 94<\/strong><\/td>\n Cooper King Cobra Ford<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n dark grey<\/strong><\/td>\n <\/td>\n Goodyear<\/strong><\/td>\n STP<\/strong><\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 95<\/strong><\/td>\n Cooper King Cobra Ford<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 96<\/strong><\/td>\n Lotus 19 Monte Carlo Chevrolet<\/strong><\/td>\n Arciero Bros. Racing<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 97<\/strong><\/td>\n Lang Cooper Monaco T61 Ford<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n orange<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 98<\/strong><\/td>\n Shelby Cobra roadster<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n metallic blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 99<\/strong><\/td>\n Lotus 23B<\/strong><\/td>\n Shelby American, Inc.<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 111<\/strong><\/td>\n Lotus 23B Ford<\/strong><\/td>\n Rick Muther<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 146<\/strong><\/td>\n Genie Mk.8 Comet<\/strong><\/td>\n Jim Wessman<\/strong><\/td>\n green yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 177<\/strong><\/td>\n Elva Mk VII Porsche<\/strong><\/td>\n Robert Bosch Spark Plug Special<\/strong><\/td>\n silver\/blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n <\/td>\n Cooper – Ford<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n <\/td>\n Lotus 30 Ford<\/strong><\/td>\n Colin Chapman Team Lotus<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n <\/td>\n Lotus 23B Ford<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n <\/td>\n Cooper – Chevrolet<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Entered cars that did not arrive:<\/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\n\n\n No.<\/strong><\/td>\n Car<\/strong><\/td>\n Entrant<\/strong><\/td>\n Colour<\/strong><\/td>\n Sponsors<\/strong><\/td>\n Tyres<\/strong><\/td>\n Lubricant<\/strong><\/td>\n Body<\/strong><\/td>\n Engine<\/strong><\/td>\n<\/tr>\n<\/thead>\n 9<\/strong><\/td>\n Brabham BT8 BRM<\/strong><\/td>\n Rosebud Racing – Tom O’Connor, Jr.<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 13<\/strong><\/td>\n Ferrari Special<\/strong><\/td>\n Robert R. Stevens<\/strong><\/td>\n gold<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 17<\/strong><\/td>\n Lotus 23 Alfa Romeo<\/strong><\/td>\n G.R.T. Enterprises<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 18<\/strong><\/td>\n Ferrari Prototype<\/strong><\/td>\n John Surtees<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 20<\/strong><\/td>\n Lotus 30 Ford<\/strong><\/td>\n Bob Challman – Ecurie Shirlee<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 34<\/strong><\/td>\n Elva – BMW<\/strong><\/td>\n Benz Racing Team<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 36<\/strong><\/td>\n Cheetah G.T. Coupe<\/strong><\/td>\n Four Jays Racing Team<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 38<\/strong><\/td>\n Front Runner ‘I’ Chevrolet<\/strong><\/td>\n Beach City Chevrolet<\/strong><\/td>\n orange red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 41<\/strong><\/td>\n Elva Mk VIIS BMW<\/strong><\/td>\n Rev – M. Racing<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 43<\/strong><\/td>\n Lotus 23B<\/strong><\/td>\n Frank Monise Motors<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 44<\/strong><\/td>\n Lotus 23B<\/strong><\/td>\n Frank Monise Motors<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 48<\/strong><\/td>\n Porsche 718 RS 60<\/strong><\/td>\n Ralph Wood<\/strong><\/td>\n blue\/white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 55<\/strong><\/td>\n WRE II Chevrolet<\/strong><\/td>\n Prince Sat<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 57<\/strong><\/td>\n Lotus Seven<\/strong><\/td>\n Haddad Enterprises<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 58<\/strong><\/td>\n Cheetah G.T. Coupe<\/strong><\/td>\n Bill Thomas Company<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n front<\/strong><\/td>\n<\/tr>\n 64<\/strong><\/td>\n Lotus 23<\/strong><\/td>\n Reg Parnell (Racing) Ltd.<\/strong><\/td>\n blue\/red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 67<\/strong><\/td>\n Cooper<\/strong><\/td>\n Team Corvette<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 70<\/strong><\/td>\n Genie Mark I Roadster Climax<\/strong><\/td>\n Harry L. Banta<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 71<\/strong><\/td>\n Ol’Yaller Mk II<\/strong><\/td>\n Jerry Entin<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 76<\/strong><\/td>\n Elva Mk VII Porsche<\/strong><\/td>\n Oliver C. Schmidt<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 78<\/strong><\/td>\n Elva – Porsche<\/strong><\/td>\n Oliver C. Schmidt<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 79<\/strong><\/td>\n Elva – Porsche<\/strong><\/td>\n Oliver C. Schmidt<\/strong><\/td>\n yellow<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 82<\/strong><\/td>\n Shivley Special Ford<\/strong><\/td>\n Troy Clem<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 83<\/strong><\/td>\n Pegasus I<\/strong><\/td>\n Ralph Wood<\/strong><\/td>\n green\/white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 87<\/strong><\/td>\n Elva Mk VII Porsche<\/strong><\/td>\n Ralph Wood<\/strong><\/td>\n yellow\/black<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 88<\/strong><\/td>\n Merlyn Mark 4A Porsche<\/strong><\/td>\n Ken O’Neill<\/strong><\/td>\n green<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 121<\/strong><\/td>\n MG Special<\/strong><\/td>\n Frank G. Blachly<\/strong><\/td>\n bronze<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 123<\/strong><\/td>\n Lotus 23F<\/strong><\/td>\n Paul Scott<\/strong><\/td>\n silver<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 141<\/strong><\/td>\n Lotus 23B Osca Special<\/strong><\/td>\n W. F. Goodrum\/Enduro Speed, Inc.<\/strong><\/td>\n white\/blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 169<\/strong><\/td>\n Genie Huffaker<\/strong><\/td>\n Thomas M. Tobin, DDS<\/strong><\/td>\n coral<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 170<\/strong><\/td>\n Lotus 23B<\/strong><\/td>\n Ernie Gravelle<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 178<\/strong><\/td>\n Cooper Monaco<\/strong><\/td>\n Grizzly Engineering<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n open<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 187<\/strong><\/td>\n Cooper – Chevrolet<\/strong><\/td>\n Jim Gravelle<\/strong><\/td>\n red<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n –<\/strong><\/td>\n<\/tr>\n 221<\/strong><\/td>\n Lotus 23<\/strong><\/td>\n James W. Paul<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 222<\/strong><\/td>\n Porsche Spyder<\/strong><\/td>\n Masterson Racing Enterprises<\/strong><\/td>\n blue<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n 444<\/strong><\/td>\n Lotus 23B<\/strong><\/td>\n Dio Brothers<\/strong><\/td>\n white<\/strong><\/td>\n <\/td>\n <\/td>\n <\/td>\n –<\/strong><\/td>\n mid<\/strong><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The editor\u2019s note the range and capacity variation of potential Lotus entry which includes the 19, 23, and Seven.<\/p>\n European marques are well represented with Lola, Brabham, McLaren, and even Ferrari.<\/p>\n American marques of note are Chaparral, Webster, King Cobra and Shelby Cobra.<\/p>\n Also significant is the adoption of American engines into British marques.<\/p>\n Many of these marques competing in 1964 would go on to join the Can am series of 1966 [see dedicated A&R articles on both Can-Am and Chaparral].<\/p>\n Lotus 30<\/strong><\/p>\n On this occasion we discuss the Lotus 30.The Type 30 driven by Jim Clark obtained one of its best results. There was a competitive field and engines of similar performance were included.<\/p>\n Equally there were some international level drivers competing against American talent that might have had more experience of the track.<\/p>\n The holistic combination of track, driver might have assisted Lotus to be well placed.<\/p>\n <\/a><\/p>\n Figure 1.This is Spark scale model of the Jim Clark \/Lotus 30 see entry details above. Car identified by race number. See: racingmodels.com. \u00a0A fine Spark 1:43 scale model. \nSK2187 M8<\/p>\n The Lotus Type 30 Ford as raced to 3rd place in the 1964 Riverside 200 Los Angeles Times Grand Prix for Sports Cars by the great Jim Clark.<\/p>\n Rather than duplicate we suggest subscribers look at several of our dedicated articles on the Lotus 30&40.<\/p>\n Learning Opportunities<\/strong><\/p>\n Our learning \/educational opportunities are intended to be challenging thought provoking and requiring additional research and\/or analysis.<\/p>\n These opportunities are particularly designed for a museum\/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n \n Consider the content of an appropriate exhibition designed around American Country &Western anthems like \u201cThe Race is On\u201d, Don\u2019t Fence Me In\u201d, \u201cFast as You\u201d, \u201cLooking at the World through a Windshield\u201d<\/li>\n Explore the economics \/viability of circuits discuss circumstances of how and why Riverside was closed and redeveloped<\/li>\n Study the origins of race circuits and assess their importance in the development of the automobile? Does the same apply today?<\/li>\n Explore the economic geography of road circuits \u2013 how can the best sites be identified?<\/li>\n Plot the location\/distribution of the main North American road race circuits. Estimate the distances between and what population base did they serve<\/li>\n Explore the social dimension of attendance , estimate popularity and motivation for attendance \u2013drivers and spectators<\/li>\n Compare \/ contrast oval and road racing circuits in North America<\/li>\n Enumerate the marque\/ brands that became Anglo-American hybrids adopting American engines in the 1960\u2019s<\/li>\n Debate the interrelationship between large capacity engines , modest outputs , cheap fuel and sustainability<\/li>\n Contemplate the Who,Where,When and Why ,Which Lotus models helped establish the British brand in the US<\/li>\n How might a virtual track experience of Riverside be created to generate user participation?<\/li>\n<\/ul>\n Exhibitions, Education and Economics<\/strong><\/p>\n In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our suggested outline 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 The editors consider it important to introduce a British and European audience to North American racing and its experience. This is more important as circuits get redeveloped like Riverside. For this reason it would be important to mount education and rewarding exhibition experiences connecting audiences with historical perspectives.<\/p>\n The following might be appropriate:-<\/p>\n \n The American Dream: of motor racing<\/li>\n Route 66<\/li>\n California Dreaming: Racing in the sun<\/li>\n Car Culture in the US<\/li>\n Ford\u2019s: The Engine of Change<\/li>\n Mavericks of Racing Car Design<\/li>\n Wild ,wild Horses:BHP of American engines in 1960\u2019s<\/li>\n<\/ul>\n Conclusion<\/strong><\/p>\n For brevity, impact and to avoid duplication in future pieces in the series; the editors use bullet points to summarize our evaluation of Riverside and the Lotus connection.<\/p>\n \n Riverside was an important circuit and well regarded by drivers and spectators<\/li>\n Race circuits across the world face threats of redevelopment but this can be a the loss of social capital<\/li>\n Tracks like Riverside provided a neckless and chain assisting the development of American and later international motor racing<\/li>\n Circuit variation and complexity was good for drivers and spectators<\/li>\n Racing assisted automobile development and provided branding \/publicity \/advertising opportunity for manufacturers<\/li>\n Related was engine development and particularly how the specialist European marques adopted American engines [think of examples like Jensen,TVR, AC and earlier Allard]<\/li>\n Racing circuits provided driver experience, performance tuning to specific layouts and nurtured driver talent , often offering a stepping stone \/springboard to international level<\/li>\n Race tracks like Riverside were steeped in drama, excitement and visual spectacle. The live on in the memory and register as a competitive arena<\/li>\n The race tracks provided a social and cultural exchange of ideas , machinery technology , experience and in the more amateur days a meeting place for direct and indirect participation<\/li>\n The race circuits can also be studied as prism to examine social and cultural habits along with technological advances<\/li>\n<\/ul>\n The editors will enjoy developing this series. We invite subscribers to share experiences, photographs or to suggest tracks or events in North America which connect with Lotus.<\/p>\n The editors will then research these and write them up.<\/p>\n European audiences will be richer, more informed and culturally aware from the experience.<\/p>\n Reference:<\/strong><\/p>\n On this occasion the editors have used net material. Other sources are contained in the bibliographies with specific mentioned articles.<\/p>\n Editor\u00a0\u00a0\u00a0 John Scott Davies<\/p>\n Editor\u00a0\u00a0\u00a0 Neil Duncan<\/p>\n Webmaster\u00a0 Jamie Duncan<\/p>\n","protected":false},"excerpt":{"rendered":" LOTUS and the U.S.A SPECIAL Colin Chapman Archive and Resource October 2016 Newsletter – Number 57 Chapman and Can-Am: Big Bangers and Even Bigger Bucks: An Opportunity missed Lotus 38: The Special Relationship Lotus \u2013Historic Sponsor Series: Firestone: On the Rim of Success Tracks Across America: Riverside All previous articles relating to these are held […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":2113,"menu_order":4,"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\/2262"}],"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=2262"}],"version-history":[{"count":2,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2262\/revisions"}],"predecessor-version":[{"id":2296,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2262\/revisions\/2296"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2113"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=2262"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}