Introduction<\/strong><\/p>\n The editors interest in and canvassing for the proposed Colin Chapman Museum and Education Centre is based on the fact Chapman possessed a commanding intellect, combined with a force of imagination, innovation and determination.<\/p>\n These he harnessed and marshalled to solve engineering and strategic problems.<\/p>\n We believe even if Chapman had possessed greater capital he would still focus his brain in an intellectual guerrilla manner to overcome obstacles.<\/p>\n <\/p>\n These skills and aptitudes had already been demonstrated by the time he conceived the Mk.VIII. However at 26 years of age he displayed an enormous maturity and again proved and produced the revolutionary Mk.VIII \u2013possibly the most scientifically and sophisticated sports racing car of the era.<\/p>\n <\/p>\n This article is therefore very much about the concept, origins, design, execution, management and evaluation of the Mk.VIII.<\/p>\n We provide details of race entry for the exclusive purpose of benchmarking contemporary competition by marque.<\/p>\n <\/p>\n There is no doubt in the editor\u2019s mind how gifted Chapman was. The essential lesson he presents is that intelligence, ingenuity and creativity are the foremost tools of problem solving.<\/p>\n We believe this remains as relevant today as in his era.<\/p>\n <\/p>\n As such we believe his legacy informs and can inspire today and tomorrow.<\/p>\n <\/p>\n Subscribers might like to see directly related A&R articles:-<\/p>\n <\/p>\n Particularly relevant reading for this subject are:-<\/p>\n \u00a0<\/strong><\/p>\n Chapman, Triangulation and Congruent Triangles<\/strong><\/p>\n Chapman is perhaps too often stereotyped as the structural engineer.<\/p>\n Yes he adopted the principles of triangulation to produce reinforced light weight chassis, however the editors see convincing evidence that the holistic Chapman maintained a design philosophy and management style that resembles the congruent triangle.<\/p>\n <\/p>\n His most effective cars were a balance of three integrated forces:-<\/p>\n <\/p>\n <\/p>\n These qualities we see played on various occasions. Although it must be considered that Chapman might on occasions have been slightly exploitive of others and not always giving due credit.<\/p>\n The early examples are:-<\/p>\n <\/p>\n His professional colleagues in many respects, but not all, had a similar angle of approach and attack.<\/p>\n <\/p>\n In future articles we will develop this and expand on others who supported Chapman<\/p>\n [Subscribers are directed to Taylor The Lotus Book <\/em>for an extended comprehensive listing of those concerned.<\/p>\n <\/p>\n Brief Historical Background \/Context<\/strong><\/p>\n Taylor observes:-<\/p>\n \u201cduring the winter of 1953 ,Colin Chapman put pencil to paper and devised a chassis for a new car based on the theory of structural strength through triangulation.to go with this chassis Chapman wanted a more streamlined body \u2026\u2026\u2026\u2026.\u201d<\/p>\n <\/p>\n Smith:-<\/p>\n \u201cDuring 1953 the\u00a0 1500 cc sports car racing class had attracted a great deal of attention\u00a0 from manufacturers\u00a0 which resulted in very closely fought , fast\u00a0 racing .It was this class that Colin wished to design a car\u2026\u2026\u2026\u2026\u2026\u2026..the opposition was stiff\u00a0 and a variety of sports racing\u00a0 cars were appearing in the class\u00a0 from Connaught ,Cooper, Leonard and Tojeiro.The masters in this particular field were the Porsches .In order that Lotus should stand a chance against this machinery \u2013and Colin included the Germans in his recognising \u2013some sort of \u201cmarch must be stolen\u201d<\/p>\n \u00a0<\/strong><\/p>\n \u00a0<\/strong><\/p>\n Chapman wished to move up in prestige racing and this meant competing with the \u201cestablishment\u201d. In the Lotus Story Part 4, Colin Chapman stated:-<\/p>\n \u201cAfter three years in several classes of racing, I started to think about a car for 1954. The new car would need to be as far ahead of other competition cars in its class as the Mk. VI was when it emerged in 1951.<\/p>\n This was the ever-present problem-always keep one or two steps ahead of the competitors. People ask me why I don\u2019t give up racing and concentrate on design-the answer to that is that I must race the cars myself to find out design faults. Drivers are always a bit vague about handling and similar details, so the only thing to do is to find out things myself\u2026\u2026\u2026\u2026\u2026<\/p>\n It seemed to me that an efficient aerodynamic body would be the thing to have for the 1954 season\u2026\u2026\u2026..\u201d<\/p>\n <\/p>\n \u00a0<\/strong><\/p>\n Peers and Contemporaries<\/strong><\/p>\n It\u2019s important to study these as Chapman might. He would probably conduct an analysis of strengths and weaknesses and decided how best he might improve on existing best.<\/p>\n Equally significant is the fact that Chapman was a realist. Budget and engine availability would focus his mind on the alternative methods to beat the competition.<\/p>\n \u00a0<\/strong><\/p>\n Included:-<\/p>\n \u00a0<\/strong><\/p>\n Factors determining the specification of the Mk.VIII<\/strong><\/p>\n Harvey identifies three main parameters:-<\/p>\n He therefore deducts:-<\/p>\n \u201cColin had to go for a full width body if he wanted to compete among the top echelons\u201d<\/p>\n It\u2019s worth noting that the aerodynamic body had both advantages and disadvantages.<\/p>\n The extra weight would have to be compensated for elsewhere forcing considerations of the chassis and main mechanical components like the engine.<\/p>\n \u00a0<\/strong><\/p>\n Outline the specification of the Mk.VIII<\/strong><\/p>\n It\u2019s believed that Colin set the guiding parameters of his concept as:-<\/p>\n \u00a0<\/strong><\/p>\n \u00a0<\/strong><\/p>\n \u00a0<\/strong><\/p>\n Chapman, Necessity and Design Methodology<\/strong><\/p>\n Ross observes:-<\/p>\n \u201cWhat set Colin apart from other contemporary racing car designers was his very practical approach .This was in part dictated by his almost total lack of working capital, which meant that he always had to have something in current production to generate cash flow, and whatever he made himself \u2026\u2026\u2026\u2026.to race had to be capable of being rapidly turned into a production vechicle to sell to paying customers \u2026\u2026\u2026.<\/p>\n Whilst other companies could afford to start with a blank sheet of paper, Colin\u2019s first thought was \u201cwhat existing part can be used or what existing part can I adapt to do what I want \u2026\u2026\u2026\u2026\u2026\u201d<\/p>\n \u00a0<\/strong><\/p>\n Engines<\/strong><\/p>\n Lotus were not an engine manufacturer until late on in their history. Our appreciation of Chapman\u2019s achievements must take this fact into account.<\/p>\n Chapman had to work with what was available and affordable.<\/p>\n He had to work within these constraints.<\/p>\n It\u2019s necessary to have a brief analysis of the implications.<\/p>\n Subscribers might like to see A&R articles on the 1172 and 750 Formula\u2019s and Lotus Power Plants.<\/p>\n Most mass production car manufacturers make their own engines. The size and performance of those engines are determined by considerations such as:-<\/p>\n However they rarely make dedicated competition engines. This was a rub. Chapman had to extract from what was available and cost effective.<\/p>\n Some of the most used engines in the specialist sports car sector are:-<\/p>\n <\/p>\n [See our dedicated articles for bhp analysis .A tabulation of common mass produced engines is included in our article on MG engines used by Lotus]<\/p>\n \u00a0<\/strong><\/p>\n Racing classes on occasions deliberately coincide with industry trends but this has never been perfect. Specialist manufacturers have sometimes been at a disadvantage regarding choice and performance. However as in Chapman case this has been the mother of invention.<\/p>\n <\/p>\n When considering the 1500 racing category Chapman had to decide which engine would be within the class limits, be available, affordable, and possibly capable of being improved cost effectively and probably physically able to fit.<\/p>\n <\/p>\n A Lotus Mk.VI registration no.UPE 9 had dome extraordinarily well in club racing c 1954 [the editors believe it won something like 14 races out of 17?] This car had a gifted driver and many other unique parts and mofifications.But the MG engine had demonstrated its potential.<\/p>\n <\/p>\n It\u2019s probably this specification of engine that Chapman elected to go for in the Mk.VIII<\/p>\n \u00a0<\/strong><\/p>\n M.G. Engine Summary Details<\/strong><\/p>\n Here will deliberately only provide bullet summary. The MG engine discussed is worthy of full dedicated article as it powered MkVI and MkVIII.Please see this item that also records the MG gearbox and tuning upgrades etc.<\/p>\n \u00a0<\/strong><\/p>\n The claimed output of 85bhp ought to be noted. The standard engines were quoted in the mid 50 bhp range. Peter Gammon achieved some remarkable successes in Mk.VI [UPE 9] .It has to be questioned what was done to the engine and if independent dyno meter tests could confirm .The extraction of 85bhp was an achievement.<\/p>\n MG had been record breaking and it\u2019s possible they developed some modifications that were not available on production cars.<\/p>\n Chapman would have calculated both the power output of the engine, chassis and rolling chassis. It\u2019s from this data he probably realized that an extremely efficient and aerodynamic body was required to provide a chance of winning.<\/p>\n \u00a0<\/strong><\/p>\n The Chassis<\/strong><\/p>\n Right from the outset it\u2019s important to state two very different chassis types were used in the 7 Mk.VIII produced.Costin &Phipps perhaps providing the best technical analysis.<\/p>\n This was an extraordinarily sophisticated chassis for the era. Chapman went to great lengths to reduce weight in order to possibly compensate for the engine output. Subscribers are directed to the full and comprehensive technical description of this chassis provided by Costin and Phipps who had close firsthand experience. Here we summarise and paraphrase .Our model with mannequin is based on this first concept.<\/p>\n Costin&Phipps:-<\/p>\n \u201cThe Lotus Mk.VIII structurally , the most nearly perfect sports car chassis yet made \u2026\u2026\u2026..very simple extremely light yet very stiff ,this chassis the only one of its type ever made \u2013is still giving good service after six years of use ,and this despite the fact it is made up of\u00a0 20and 18 gauge tube\u2026\u2026\u2026\u2026\u201d<\/p>\n The editors find in strange that most accounts explain this chassis caused problem for the mechanics regarding engine servicing .Access is \u00a0importance when racing ,particularly if a highly stressed engine is to be kept in tune. If Chapman was aware of this, and as we believe using not a fully ideal engine he might have been more generous in space allowance.<\/p>\n We suggest the following might have occurred:-<\/p>\n Figure 2.Editors model of the basic stage chassis with artist\u2019s mannequin to indicate approximate scale. Model made from drawings.<\/p>\n \u00a0<\/strong><\/p>\n Ross provides some insights into this anomaly.<\/p>\n \u00a0<\/strong><\/p>\n Taylor comments that the chassis was of steel tubes of 1.25 inch 20swg.It reputedly weighed 35lb? Whereas Costin &Phipps suggest:-<\/p>\n \u201cOnly 19 members are used in its construction, and the total weight is 21 lb. al lmembers are straight and there are no structural offsets\u201d<\/p>\n <\/p>\n Taylor comments:-<\/p>\n \u201cAfter the start of the 1954 season a number of privateers began demanding Mk.VIII… the \u201cproduction \u201dMk.VIII differed from the prototype in many ways ,not least the chassis design ,in order to ease the maintenance problems associated with SAR 5 ,Chapman reverted to the earlier Mk.VI chassis with several important differences \u2026\u2026\u2026\u2026\u2026.\u201d<\/p>\n <\/p>\n The alternative and possibly more practical chassis for the Mk.IX was a version of the Lotus Mk.VI and weighed 75lb.<\/p>\n \u00a0<\/strong><\/p>\n \u00a0<\/strong><\/p>\n Technical Specification from Taylor<\/strong><\/p>\n <\/p>\n Mk.VIII Registration No.<\/strong><\/p>\n Although Taylor quotes a production volume of 7 cars photographic and other sources suggest that the following might be included:-<\/p>\n SAR 5<\/p>\n TYC 700<\/p>\n 624 BMG<\/p>\n 867 BMX<\/p>\n HUD 139<\/p>\n KJA 91<\/p>\n 777 FRE<\/p>\n SXB 500<\/p>\n \u00a0<\/strong><\/p>\n \u00a0<\/strong><\/p>\n Form, Function and Flight Tested by Frank Costin<\/strong><\/p>\n Taylor:-<\/p>\n \u201cThe body was developed by Mike Costin\u2019s brother, Frank\u2026\u2026at de Havilland .Frank had no experience of car design, but realized that the potentially high top speed and light weight of the car would require a high degree of straight line stability\u2026\u2026\u2026.he produced an exceptionally graceful and low body design with extended front wings tapering to points, the passenger side of the cockpit fully enclosed by metal tonneau, spats over the rear wheels and twin tail fins\u201d<\/p>\n\n
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\n Model<\/td>\n Mk.VIII<\/td>\n<\/tr>\n \n Year<\/td>\n 1954<\/td>\n<\/tr>\n \n Volume<\/td>\n 7<\/td>\n<\/tr>\n \n Engine<\/td>\n MG\/Morris<\/td>\n<\/tr>\n \n C.C.<\/td>\n 1467<\/td>\n<\/tr>\n \n Carburation<\/td>\n Twin H6 S.U.<\/td>\n<\/tr>\n \n Power Output<\/td>\n 85 bhp<\/td>\n<\/tr>\n \n Transmission<\/td>\n MG.4 speed<\/td>\n<\/tr>\n \n Chassis<\/td>\n Tubular steel space frame<\/td>\n<\/tr>\n \n Body<\/td>\n Aluminium<\/td>\n<\/tr>\n \n Front Suspension<\/td>\n Split swing axle with cs dampers<\/td>\n<\/tr>\n \n Rear Suspension<\/td>\n de Dion axle with transverse cs piston dampers<\/td>\n<\/tr>\n \n Brakes F\/R<\/td>\n Lockheed 9x 1.75 Alfin drums , [inboard at rear]<\/td>\n<\/tr>\n \n Wheels F\/R<\/td>\n 15 inch 40 spoke wires<\/td>\n<\/tr>\n \n Tyres F\/R<\/td>\n 4.50 x 25 and 5.25 x 15<\/td>\n<\/tr>\n \n Length<\/td>\n 156 inches<\/td>\n<\/tr>\n \n Width<\/td>\n 55 inches<\/td>\n<\/tr>\n \n Height<\/td>\n 32 inches to scuttle<\/td>\n<\/tr>\n \n Wheelbase<\/td>\n 87.5 inches<\/td>\n<\/tr>\n \n Track<\/td>\n 48.25\/47.5 inches<\/td>\n<\/tr>\n \n Weight<\/td>\n 1148 lbs.<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n