Lotus 21: Chassis Drawing<\/strong><\/p>\n

The chassis was tube type, clearly evident in our sketch are the hoop diaphragms constructed from tube and steel deployed in the cockpit [forming the dashboard] and at the rear to locate suspension etc.<\/p>\n

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

Figure 3.Editors sketch drawing outlining the main structural elements of the space frame chassis cf with Lotus 25 monocoque.<\/p>\n

The functions of the chassis are extremely well set out in Costin &Phipps and our subscribers are directed to this work.<\/p>\n

We hope then our comparison with the human skeleton will be more evident.<\/p>\n

Form and Function<\/strong><\/p>\n

Tipler:-<\/p>\n

“the 21 was designed with the same aerodynamic concepts and configuration as the 20, but with the intention of carrying the new Coventry Climax V8 engine to contest the incoming 1500cc formula 1…………to get the 21 mobile, Lotus redesigned it to accept the updated 4 cylinder 1497cc FPF unit….allied to ZF gearbox<\/p>\n

The Lotus 21 of 1961 had a tubular frame but this was lower and less cigar shaped, it had a tided up body more so than predecessors .The driver’s seat was considerably more reclined .<\/p>\n

In addition, the Coventry Climax engine was canted at 18 degrees to the vertical.<\/p>\n

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

Its perhaps worth noting the cross section of the Coventry climax engine and how this major component impacted on the overall width of the car and very much dictated cockpit width etc.<\/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
• What were the exact F1 regulations for 1961?<\/li>\n
• What controversy surrounded the announcement?<\/li>\n
• How did Chapman adapt ?<\/li>\n
• How does the Coventry Climax FPF compare with other manufacturers engines in 1961 series?<\/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

  In particular we feel the following might be appropriate:-<\/p>\n

  \n
  • The Lotus 21:Chapman gets key to the car<\/li>\n
  • Lotus 21:The bare bones<\/li>\n
  • Lotus 21 :structure and Framework<\/li>\n
  • The Lotus 21: Anatomy dissected<\/li>\n
  • Lotus 21: Constitution and Construction<\/li>\n
  • Lotus :Cerebral Design<\/li>\n<\/ul>\n

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

    The Lotus 21 was possibly not chapman’s greatest success but as noted there might be explanations for this within the compromises that he was forced to adopt. Despite this the car did reasonably well; we believe it was runner up. Eleven examples were sold and this must be seen in context of times, and the very large contestant base for 1961.<\/p>\n

    The A&R attempts to analysis Lotus types and bench mark these in a continuum.Its hoped this brief study we have placed it in context whilst taking a look at constructional details and allowing designers to appreciate wider structural comparisons .<\/p>\n

    Appendix 1 :from wiki-contestants in 1961 FI World Championship <\/strong><\/p>\n

    [provided to assist benchmarking the Lotus 21]<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n

    Entrant<\/strong><\/td>\n	Constructor<\/strong><\/td>\n	Chassis<\/strong><\/td>\n	Engine<\/strong><\/td>\n	Tyre<\/strong><\/td>\n	Driver<\/strong><\/td>\n	Rounds<\/strong><\/td>\n<\/tr>\n
    Porsche System Engineering<\/a><\/td>\n	Porsche<\/strong><\/a><\/td>\n	787<\/a> \n718\/2<\/a><\/td>\n	Porsche<\/a> 547\/6 1.5 F4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Jo Bonnier<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Dan Gurney<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Hans Herrmann<\/a><\/td>\n	1, 6<\/td>\n<\/tr>\n
    Scuderia Colonia<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Michael May<\/a><\/td>\n	1, 4, 6<\/td>\n<\/tr>\n
    Wolfgang Seidel<\/a><\/td>\n	3, 5\u20137<\/td>\n<\/tr>\n
    Equipe Nationale Belge<\/a><\/td>\n	Emeryson<\/strong><\/a>–<\/strong>Maserati<\/strong><\/a><\/td>\n	61<\/a><\/td>\n	Maserati<\/a> Tipo 6 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Olivier Gendebien<\/a><\/td>\n	1<\/td>\n<\/tr>\n
    Lucien Bianchi<\/a><\/td>\n	1<\/td>\n<\/tr>\n
    Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	3<\/td>\n<\/tr>\n
    Willy Mairesse<\/a><\/td>\n	3<\/td>\n<\/tr>\n
    Emeryson<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	61<\/a><\/td>\n	Andr\u00e9 Pilette<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Camoradi International<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Masten Gregory<\/a><\/td>\n	1\u20135<\/td>\n<\/tr>\n
    Ian Burgess<\/a><\/td>\n	6<\/td>\n<\/tr>\n
    Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	2\u20135<\/td>\n<\/tr>\n
    Owen Racing Organisation<\/a><\/td>\n	BRM<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	P48\/57<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Tony Brooks<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Graham Hill<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    R.R.C. Walker Racing Team<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a> \n18\/21<\/a> \n21<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Stirling Moss<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Ferguson<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	P99<\/a><\/td>\n	5<\/td>\n<\/tr>\n
    Jack Fairman<\/a><\/td>\n	5<\/td>\n<\/tr>\n
    Yeoman Credit Racing Team<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	John Surtees<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Roy Salvadori<\/a><\/td>\n	4\u20138<\/td>\n<\/tr>\n
    Cooper Car Company<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T55<\/a> \nT58<\/a><\/td>\n	Climax FPF 1.5 L4<\/a> \nClimax FWMV 1.5 V8<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Jack Brabham<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Bruce McLaren<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Team Lotus<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	21<\/a> \n18<\/a> \n18\/21<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Jim Clark<\/a><\/td>\n	All<\/td>\n<\/tr>\n
    Innes Ireland<\/a><\/td>\n	1, 3\u20138<\/td>\n<\/tr>\n
    Trevor Taylor<\/a><\/td>\n	2<\/td>\n<\/tr>\n
    Willy Mairesse<\/a><\/td>\n	4<\/td>\n<\/tr>\n
    UDT Laystall Racing Team<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a> \n18\/21<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Cliff Allison<\/a><\/td>\n	1, 3<\/td>\n<\/tr>\n
    Henry Taylor<\/a><\/td>\n	1, 3\u20135, 7<\/td>\n<\/tr>\n
    Lucien Bianchi<\/a><\/td>\n	4\u20135<\/td>\n<\/tr>\n
    Juan Manuel Bordeu<\/a><\/td>\n	4<\/td>\n<\/tr>\n
    Masten Gregory<\/a><\/td>\n	7\u20138<\/td>\n<\/tr>\n
    Olivier Gendebien<\/a><\/td>\n	8<\/td>\n<\/tr>\n
    Scuderia Ferrari<\/a> SpA SEFAC<\/td>\n	Ferrari<\/strong><\/a><\/td>\n	156<\/a><\/td>\n	Ferrari<\/a> 178 1.5 V6 \n<\/a>Ferrari<\/a> 188 1.5 V6<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Richie Ginther<\/a><\/td>\n	1\u20137<\/td>\n<\/tr>\n
    Phil Hill<\/a><\/td>\n	1\u20137<\/td>\n<\/tr>\n
    Wolfgang von Trips<\/a><\/td>\n	1\u20137<\/td>\n<\/tr>\n
    Olivier Gendebien<\/a><\/td>\n	3<\/td>\n<\/tr>\n
    Willy Mairesse<\/a><\/td>\n	6<\/td>\n<\/tr>\n
    Ricardo Rodr\u00edguez<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Scuderia Serenissima<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Maserati<\/strong><\/a><\/td>\n	T51<\/a><\/td>\n	Maserati<\/a> Tipo 6 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Maurice Trintignant<\/a><\/td>\n	1, 3\u20134, 6\u20137<\/td>\n<\/tr>\n
    De Tomaso<\/strong><\/a>–<\/strong>OSCA<\/strong><\/a><\/td>\n	F1<\/a><\/td>\n	OSCA<\/a> 372 1.5 L4<\/a><\/td>\n	Giorgio Scarlatti<\/a><\/td>\n	4<\/td>\n<\/tr>\n
    De Tomaso<\/strong><\/a>–<\/strong>Alfa Romeo<\/strong><\/a><\/td>\n	Alfa Romeo<\/a> Giulietta 1.5 L4<\/a><\/td>\n	Nino Vaccarella<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Ecurie Maarsbergen<\/a><\/td>\n	Porsche<\/strong><\/a><\/td>\n	718<\/a><\/td>\n	Porsche<\/a> 547\/3 1.5 F4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Carel Godin de Beaufort<\/a><\/td>\n	2\u20137<\/td>\n<\/tr>\n
    Hans Herrmann<\/a><\/td>\n	2<\/td>\n<\/tr>\n
    H&L Motors<\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Jackie Lewis<\/a><\/td>\n	3\u20137<\/td>\n<\/tr>\n
    Tony Marsh<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Tony Marsh<\/a><\/td>\n	3, 5\u20136<\/td>\n<\/tr>\n
    Scuderia Centro Sud<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Maserati<\/strong><\/a><\/td>\n	T53<\/a> \nT51<\/a><\/td>\n	Maserati<\/a> Tipo 6 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Lorenzo Bandini<\/a><\/td>\n	3, 5\u20137<\/td>\n<\/tr>\n
    Massimo Natili<\/a><\/td>\n	5, 7<\/td>\n<\/tr>\n
    Bernard Collomb<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Bernard Collomb<\/a><\/td>\n	4, 6<\/td>\n<\/tr>\n
    Tim Parnell<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Tim Parnell<\/a><\/td>\n	5, 7<\/td>\n<\/tr>\n
    Gerry Ashmore<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Gerry Ashmore<\/a><\/td>\n	5\u20137<\/td>\n<\/tr>\n
    Louise Bryden-Brown[5]<\/sup><\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Tony Maggs<\/a><\/td>\n	5\u20136<\/td>\n<\/tr>\n
    Gilby Engineering<\/a><\/td>\n	Gilby<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	61<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Keith Greene<\/a><\/td>\n	5<\/td>\n<\/tr>\n
    FISA \n Scuderia Sant’Ambroeus<\/td>\n	Ferrari<\/strong><\/a><\/td>\n	156<\/a><\/td>\n	Ferrari<\/a> 178 1.5 V6<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Giancarlo Baghetti<\/a><\/td>\n	4\u20135, 7<\/td>\n<\/tr>\n
    J.B. Naylor<\/a><\/td>\n	JBW<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	59<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Brian Naylor<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Fred Tuck Cars<\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T45<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Jack Fairman<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Scuderia Settecolli<\/td>\n	De Tomaso<\/strong><\/a>–<\/strong>OSCA<\/strong><\/a><\/td>\n	F1<\/a><\/td>\n	OSCA<\/a> 372 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Roberto Lippi<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Isobele de Tomaso<\/a><\/td>\n	De Tomaso<\/strong><\/a>–<\/strong>Alfa Romeo<\/strong><\/a><\/td>\n	F1<\/a><\/td>\n	Alfa Romeo<\/a> Giulietta 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Roberto Bussinello<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Pescara Racing Team<\/td>\n	Cooper<\/strong><\/a>–<\/strong>Maserati<\/strong><\/a><\/td>\n	T45<\/a><\/td>\n	Maserati<\/a> Tipo 6 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Renato Pirocchi<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Gaetano Starrabba<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Maserati<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Maserati<\/a> Tipo 6 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Gaetano Starrabba<\/a><\/td>\n	7<\/td>\n<\/tr>\n
    Hap Sharp<\/a><\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Hap Sharp<\/a><\/td>\n	8<\/td>\n<\/tr>\n
    John M. Wyatt III<\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Roger Penske<\/a><\/td>\n	8<\/td>\n<\/tr>\n
    J. Wheeler Autosport<\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18\/21<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Peter Ryan<\/a><\/td>\n	8<\/td>\n<\/tr>\n
    Jim Hall<\/a><\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Jim Hall<\/a><\/td>\n	8<\/td>\n<\/tr>\n
    J. Frank Harrison<\/td>\n	Lotus<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	18<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Lloyd Ruby<\/a><\/td>\n	8<\/td>\n<\/tr>\n
    Momo Corporation<\/td>\n	Cooper<\/strong><\/a>–<\/strong>Climax<\/strong><\/a><\/td>\n	T53<\/a><\/td>\n	Climax FPF 1.5 L4<\/a><\/td>\n	D<\/strong><\/a><\/td>\n	Walt Hansgen<\/a><\/td>\n	8<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n Reference:<\/strong><\/p>\n The Lotus Book.Taylor.Coterie Press.<\/p>\n Theme Lotus.Nye.MRP.1986.<\/p>\n Stirling Moss 80_80.Russell.Flat out Productions.2009.<\/p>\n ISBN:978095636790<\/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","protected":false},"excerpt":{"rendered":" Introduction “Autosport” “The 21 was introduced as a stop gap design to meet the regulations that came into force in 1961, placing a 1500 cc limit on F1 engines ” The subject of regulation and regulation change remains relevant to the current day in FI and is a central element of Chapman’s design career as […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":280,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2434"}],"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=2434"}],"version-history":[{"count":1,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2434\/revisions"}],"predecessor-version":[{"id":2537,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2434\/revisions\/2537"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/280"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=2434"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}