Sponsor, Brands, Specialists and Suppliers: The Companies that supported the Chapman \/Lotus Road & Racing Programme<\/strong><\/p>\n MelMag (Magnesium Elektron):<\/strong> Rims, racing on the edge<\/strong><\/p>\n Introduction <\/strong><\/p>\n Lotus cars sold<\/p>\n They were bought for their:-<\/p>\n All the above were integrated within a total framework design.<\/p>\n The above list is heavily dependent on a select group of components [either bought in proprietary or in house manufacture] that delivered the desired outcomes and met strict criteria.<\/p>\n Many of these components often contributed significantly to the overall aesthetic, many are extremely functional and beautiful in their own right .They formed part of a complementary whole.<\/p>\n In this series we examine:-<\/p>\n Understanding Lotus\u2019s use of proprietary parts provides invaluable learning opportunities not just historical but right up to the present day. These lessons are not just applicable to automotive engineers\/ designers but to the wider Industrial \/Product Design professions.<\/p>\n The Skillful and creative adoption, absorption and integration of components was a powerful factor in the Chapman design methodology and contributed significantly to both competition and commercial success. It also feed his ability to mutate parts and materials to his desired ends.<\/p>\n The use of components is a fundamental skill of the Industrial Designer and the direct provision of added value.<\/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 This series also embraces the specialist suppliers to Lotus. We are particularly interested in those suppliers and products that have a connectivity with aviation.<\/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 or supplied specialist items to Lotus.<\/p>\n The intention of each article is to: –<\/p>\n Subscribers might to see complementary and structured pieces to this article: –<\/p>\n Wheels in the era of the Lotus 79<\/strong><\/p>\n Incandela writes:<\/p>\n \u201cThe major forces carried by the wheels are those of cornering and braking and of acceleration on the driven wheels.<\/p>\n During cornering the side forces generated by ground effect cars are quite staggering and are trying to bend the wheels sideways.<\/p>\n During braking and acceleration, forces are trying to rotate the rim of the wheel.<\/p>\n The critical high stress area on a rim is the tyre bead seat, where bending and rotational torques are greatest.<\/p>\n An important dimension of a rim is offset, which is the distance between the centreline of the rim and the mounting face. Large offset is supposed to be best for minimum weight transfer but creates stress on the suspension as it acts as leverage.<\/p>\n However the offset is taken into account when designing a suspension geometry and cannot be altered with cast magnesium rims. Major offset can be seen on Ferrari and Lotus rear wheels.<\/em><\/p>\n A rims internal diameter is limited by its suspension and brake components\u2026.<\/p>\n Rim width an overall diameter are limited by the regulations to match a specific tyre size.<\/p>\n Therefore rims cannot be taken off the shelf but are designed according to the designer\u2019s requirements.<\/p>\n F1 rims are so wide now that a substantial saving in weight can be made in design and choice of materials. These days, the choice of materials lies between aluminium or Magnesium in cast form\u2026..<\/p>\n Die-cast magnesium alloy rims are still very much in use\u2026..\u201d<\/p>\n Elektron Alloys<\/strong><\/p>\n \u201cElektron<\/strong> is the registered trademark<\/a> of a wide range of magnesium<\/a> alloys<\/a> manufactured by a British company Magnesium Elektron<\/a> Limited.<\/p>\n There are about 100 alloys in the Elektron range, containing from 0% to 9.5% of some of the following elements in varying proportions: aluminium<\/a> (< 9.5%), yttrium<\/a> (5.25%), neodymium<\/a> (2.7%), silver<\/a> (2.5%), gadolinium<\/a> (1.3%), zinc<\/a> (0.9%), zirconium<\/a> (0.6%), manganese<\/a> (0.5%) and other rare-earth metals<\/a>.[1]<\/sup><\/a><\/p>\n Varying amounts of alloying elements (up to 9.5%) added to the magnesium result in changes to mechanical properties such as increased tensile strength<\/a>, creep<\/a> resistance, thermal stability or corrosion<\/a> resistance. Elektron is unusually light and has a specific gravity<\/a> of about 1.8 compared with the 2.8 of aluminium alloy, or the 7.9 of steel.[2]<\/sup><\/a> Magnesium’s relatively low density<\/a> makes its alloy variants suitable for use in auto racing<\/a> and aerospace engineering<\/a> applications.\u201d<\/p>\n MelMag Company Profile \/Abbreviated summary <\/strong><\/p>\n \u201cMagnesium Elektron Ltd<\/strong> (MEL<\/strong> or the Mag<\/strong>) is a British chemical company which produces magnesium<\/a> and zirconium<\/a> metals and compounds.<\/p>\n The company was founded in 1934, as the British Magnesium (Elektronmetal) Ltd. and in 1935, Magnesium Elektron Ltd was formed as a joint venture between ICI<\/a> (48%), I.G. Farbenindustrie<\/a> (30%) and F.A. Hughes & Co (22%).[1]<\/sup><\/a> It started by producing Elektron or Elektronmetall, under license, first developed in 1908 by Gustav Pistor and Wilhelm Moschel at the Bitterfeld works of Chemische Fabrik Griesheim-Elektron (CFGE or CFG), whose HQ was in Griesheim am Main, Germany.<\/p>\n In 1936, the company opened a factory on Lumn’s Lane at Clifton Junction<\/a>, to the north west of Manchester<\/a> to produce magnesium metal. During the Second World War<\/a>, the company made an important contribution to the nation’s war effort producing thousands of tons of magnesium metal alloys for the aircraft industry.<\/p>\n During the late 1940s, the company diversified into the production of zirconium and its compounds, and was acquired by the Distillers Company<\/a> in 1951. Zirconium carbonate production commenced in 1956, to meet a growing demand from the paint, paper and textile industries.<\/p>\n The production of hafnium<\/a> metal for use in Britain\u2019s nuclear submarines began in 1958.<\/p>\n In 1961, Magnesium Elektron became a wholly owned subsidiary of the British Aluminium Company<\/a>. In 1996, the company was sold to the Luxfer Group.[1]<\/sup><\/a>\u201d<\/sup><\/p>\n \u201cMagnesium Elektron has led the magnesium industry since our company was founded in Swinton, England, in 1936.<\/strong><\/p>\n We have been involved in every aspect of magnesium metal, starting with primary production using the Pidgeon process [1], and then moving to ingot, plate, sheet, particulate, billet, extrusions and purpose-built fabricated forms. Over the years, Magnesium Elektron ceased being just another primary supplier of magnesium and began focusing on developing, manufacturing and supplying unique high-performance magnesium alloys\u2014many of which are patented or proprietary\u2014for a diverse range of applications that benefit from our innovative materials and ongoing research.<\/p>\n [1] This silicothermic process, used to produce magnesium metal from ores, was invented in the early 1940s by Dr. Lloyd Pidgeon of the Canadian National Research Council (NRC).\u201d<\/p>\n History and Products<\/strong><\/p>\n \u201cFor many years, the worldwide motorsport industry has recognized major advantages of using sand-cast, high-performance magnesium alloys originally developed for the aerospace industry and Magnesium Elektron alloys remain popular with Formula 1 racing teams. The low weight and high strength-to-weight ratio of these alloys provide racing teams with a competitive advantage. Magnesium Elektron produces a range of patented, high strength alloys, in cast \/ wrought form:<\/p>\n These alloys are particularly popular due to excellent performance under high operating stresses and temperatures.<\/p>\n Magnesium Elektron also manufactures high quality, Direct Chill Cast billet in a range of sizes suitable for demanding wheel forging applications.<\/p>\n Magnesium Elektron\u2019s newly commissioned foundry equipment has achieved a 40% improvement in grain size. Our DC billet has excellent formability characteristics which reduces rejects and lowers processing costs for operators. Magnesium Elektron\u2019s DC cast billet is supplied in the homogenized condition with a high quality machined surface finish ready to forge. In addition to our world beating foundry process, Magnesium Elektron is one of the only successful producers of ZK60, AZ80, and WE43 & ZW3 billet. Our DC cast billet material is used in demanding industries such as: aerospace, motorsport, military and automotive. Maximum lengths are 2080mm.\u201d<\/p>\n Patent <\/strong><\/p>\n https:\/\/patents.google.com\/patent\/US3790219A\/en<\/p>\n \u201cBACKGROUND OF THE INVENTION<\/p>\n Wheels for high performance cars have a wide rim width usually ranging from 8 1\/2 inches to 18 inches and are manufactured individually from a light-weight alloy such as a magnesium alloy. Each wheel is cast in the selected alloy and machined to meet the requirements of the user. Generally, because of the wheel design, only the rim can be machined economically and so weight reduction at low stress areas in the region of the hub is limited by the minimum castable thickness. As a consequence the wheels are not only expensive to make but are heavier than strength and rigidity requirements dictate. Further, cast alloys, are not able to withstand stresses as well as the same alloys that have been wrought, that is shaped by pressing or spinning from rolled sheet or forged from a cast billet.<\/p>\n SUMMARY OF INVENTION<\/p>\n According to the present invention a wheel comprises a pair of circular, wrought metal dishes each having a base integral with a wall portion terminating in an outwardly projecting circumferential rib, the dishes being arranged base to base with the wall portions extending away from each other and spacer means located between the bases, a hub portion and a circumferential tension plate extending between the wall portions. At least part of the hub portion may extend between the opposed faces of the dish bases.<\/p>\n Preferably the spacer means is a disc-like packing piece and is advantageously formed of an expanded material for example, expanded plastics such as expanded polyurethane or polystyrene or of a material having a honeycomb structure formed from plastics material or of a light weight metal such as aluminium or aluminium alloy.<\/p>\n Preferably, all the parts forming the wheel are adhesively bonded one to the other, suitable adhesives include epoxy resin adhesives and an adhesive known as Redux BSL 312. Any gaps between one part and another are advantageously filled with a foaming adhesive such as Redux BSL 204.\u201d<\/p>\n MELMAG Wheels<\/strong><\/p>\n Campbell writing in 1981:-<\/p>\n \u201cMany GP cars today are fitted with the MELMAG wheel, invented by Gerry Watt\u2019s of Magnesium Elektron Ltd; of Swinton, Manchester.<\/p>\n Cross section of several MELMAG designs from F3 to Formula 5000 are given in Fig.1.3.<\/p>\n The MELMAG wheel consists of two deep pressings in magnesium alloy ZM21.A disc of honeycomb foil mounted on the central magnesium alloy hub attachment, is used as a spacer element.a tubular tension strap envelopes the central honeycomb spacer.the complete assembly is bonded together by a high-temperature adhesive.<\/p>\n This sandwich construction of the wheel disk, in which a honeycomb spacer is used to separate two stressed outer skins, is an aerospace technique \u201c<\/p>\n In the Chapman\/Lotus era the Company was identified with:-<\/p>\n <\/strong><\/p>\n Figure 1: Illustration taken from Campbell<\/p>\n Lotus Connections <\/strong><\/p>\n Wagstaff quotes Martin Wade:<\/p>\n \u201cThe MelMag disc wheel seemed to be exactly what I was looking for.This was very light, hot pressed magnesium wheel.In the event of an accident it was unlikely to facture.<\/p>\n The 72\u2019s were thus equipped with these, and they became the standard for four or five races, but manufacturing problems caused too many failures \u2026..<\/p>\n The possibility of being sued by the driver because of the failure of the product caused MelMag\u2019s manufacturers to cease supply, even though I\u2019d liked to have continued with them.<\/p>\n Team Lotus went back to cast magnesium wheels \u201c<\/p>\n Later Wagstaff records:<\/p>\n \u2018during 1973&1974 the team also suffered three failures of the 15 inch MelMag wheels now fitted and it was decided to revert to cast 13 inch wheels.This meant that the Type 72 could no longer be fitted with tyres that used the latest Goodyear compounds.<\/p>\n The light and rigid Mel mag wheels were essentially two saucers with a central boss, the whole bonded together\u2026..<\/p>\n Ronnie Peterson had an accident \u2026 it was found that a wheel hadn\u2019t been glued correctly.Team Lotus successfully took Magnesium Elektron – the manufacturer of MelMag wheels to court over this . Although as Team Manage Peter Warr pointed out, this wasn\u2019t\u2019t done maliciously but simply to attempt to recover money spent on the programme\u201d<\/p>\n <\/p>\n Figure 2: Editors sketch primarily of Lotus uprights but also illustrating wheels (Lotus 72 to right hand side)<\/p>\n Period Address for economic geography exercise<\/strong><\/p>\n See Magnesium Elektron.<\/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 Understanding the potential of componentry particularly proprietary items provides some of the following learning opportunities; in this instance we suggest the following might be appropriate:-<\/p>\n Specific to MelMag<\/p>\n General<\/p>\n Exhibitions, Education, Economics and Entertainment<\/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 this instance we suggest the following exhibition titles might be appropriate:-<\/p>\n <\/p>\n Figure 3: Giorgio Piola cutaway drawing of Lotus 72, image from the net , study wheel construction relative to tyres ,suspension etc.<\/p>\n Specific:-<\/p>\n General:-<\/p>\n Conclusion: \u201cThe whole is greater\u2026\u2026\u2026\u201d<\/strong><\/p>\n There can be little doubt about the contribution made by MelMag.<\/p>\n They assisted Lotus perhaps indirectly to achieve multiple F1 World Championships.<\/p>\n What we might learn from MelMag is perhaps:<\/p>\n Codling states of the Lotus 72:<\/p>\n \u201cPerhaps the seminal F1 car of the early 1970\u2019s the Lotus 72 enjoyed a remarkable archive long term of service given the rapid advances of the time. In all it would contest six seasons, long outstaying its golden period, but only because Lotus once age out thought itself trying to develop a suitable advanced replacement \u201c<\/p>\n Wagstaff in his epilogue of the Lotus 72 comments:<\/p>\n \u201cThe Lotus 72 became one of the most instantly recognisable GP cars in history, an icon for many. It was driven by four of the greatest drivers of the era and took two of them to the World Championship\u2026.<\/p>\n During a five year period it won 27 percent of the GP\u2019s for which it was entered, a figure that perhaps sums up a sometimes dominant, sometimes troubled period.<\/p>\n The type 72 was not quick out of the box there was a perceived fragility in its first season\u2026.<\/p>\n And magic there certainly is.The Lotus 72 has left us with some of the greatest images of the three litre era\u2026.\u201d<\/p>\n Components were material to reliability and competitiveness.To which there were gambles and outcomes as FI demonstrates<\/p>\n Chapman\u2019s design and manufacturing methodology rather confirms the adage that \u201cthe whole can be greater than the sum of the parts\u201d.<\/p>\n It\u2019s an interesting an important study to consider deployment of components. It contributes to aesthetics, assembly economics and sales [attractive components\/ known accepted performance and servicing ability etc.]<\/p>\n It is equally and mutually relevant and beneficial to the component manufacturer.<\/p>\n Chapman and his colleagues often took the best \/ most appropriate mass produced item and almost reinvented it in its service to design objectives. In this manner many components acquired a new status and indeed their aesthetic was enhanced surrounded by the Chapman conceptual whole.<\/p>\n It\u2019s also extremely significant how many of these components were also used in Lotus competition cars. This created a powerful dynamic and interrelationship. Many components:-<\/p>\n The relationship between Lotus and is sponsor specialist suppliers is significant and worthy of close study and has lessons for Engineering, Industrial Design and Manufacturing disciplines.<\/p>\n Along the way it\u2019s possible too to study the wider British motor component industry and how it has helped foster the specialist car manufacturers.<\/p>\n Sponsorship is a worldwide phenomenon of immense commercial impotence. Both to host and sponsor organization.<\/p>\n With the Passage of time it\u2019s likely to become more sophisticated and focused and the internet \/multimedia technology will play greater role.<\/p>\n Sponsors have existed in motorsport before Chapman but he vigorously exploited the concept with Gold Leaf c 1967\/68 and set a pattern for others to follow.<\/p>\n Sponsors of Lotus were likely to benefit financially and in terms of exposure to an extent greater than their investment. The benefits were, and remain essentially similar to present day:-<\/p>\n Appendix 1: Context and operation of sponsorship from the net:-<\/strong><\/p>\n Gain an awareness of controversies regarding sponsorship.<\/p>\n Appendix 2 F1 and related racing results <\/strong><\/p>\n http:\/\/www.snowmoose.com\/LotusCars\/TeamLotus\/TLHistory.html<\/p>\n Reference:<\/strong><\/p>\n Marks of Excellence.P.Mollerup.Phaidon Press.1997.<\/em><\/p>\n ISBN: 0714838381<\/em><\/p>\n Graces Guides<\/em><\/p>\n Internet websites and local History<\/em><\/p>\n Aircraft of the Fighting Powers.Cooper&Thetford.Vol.1.Aircraft [Technical] Publications.1940.<\/p>\n An extensive bibliography is provided in A&R article on John Players Specials\/Gold Leaf<\/p>\n Industrial Design A-Z.C&P Fiell.Taschen.<\/p>\n ISBN: 3822863106<\/p>\n Lotus Book.Taylor.Coterie.1998.<\/p>\n ISBN: 1902351002<\/p>\n Art of the Formula 1 Race Car. Mann, Codling.Motorbooks.2010<\/p>\n ISBN:<\/p>\n Lotus 24, 25, 28, 29, 33.Unique.<\/p>\n Lotus 49, 49B, 49C, 49F.Unique.<\/p>\n ISBN: 1842555185<\/p>\n International Corporate Identity.Olins.Laurence King.1995<\/p>\n ISBN: 1856690377<\/p>\n International Motor Racing 1978.Ed by B.Gill.Macdonald and Jane\u2019s.1978<\/p>\n ISBN: 035409033X<\/p>\n The International Motor Show. Offical Catalogue.1966<\/p>\n Motor Racing Directory 1955-56 [Ed by staff of \u201cMotor Racing\u201d] Pearl Cooper.<\/p>\n Motor Racing Directory.Kettlewell.<\/p>\n ISBN: 0906556007<\/p>\n Autosport A-Z Motorsport Directory. [Annual editions] Haymarket<\/p>\n The Automobile.Reyat.Chand.2013.<\/p>\n ISBN: 8121902142<\/p>\n Fundamentals of Motor Vehicle Technology.Hillier & Pittuck.Hutchinson.1967.<\/p>\n Lotus 49.Wagstaff.Haynes.2014.<\/p>\n ISBN: 9780858334121<\/p>\n Lotus 72.Wagstaff.Haynes.2012.<\/p>\n ISBN.978857331274<\/p>\n Colin Chapman.Lawrence Breedon.2002.<\/p>\n ISBN.1859832784<\/p>\n Colin Chapman.Ludvigsen.Haynes.2010.<\/p>\n ISBN.9781844254132<\/p>\n Coventry Climax Racing Engine\u2019s.Hammill.Veloce.2004.<\/p>\n ISBN.1903706831<\/p>\n Lotus, Coventry Climax and Cosworth Engine\u2019s.Pitt.Unique.<\/p>\n The Anatomy and Development of the F1 Racing Car.Incandela.Haynes.1982.<\/p>\n ISBN.<\/p>\n The 1000 BHP GP cars.Bamsey.Haynes.1988.<\/p>\n ISBN.0854296174<\/p>\n Lotus 98T.Slater.Haynes.2016.<\/p>\n ISBN.97808573377771<\/p>\n Automobile Suspension Systems.Campbell.Chapman and Hall.1982.<\/p>\n ISBN.412164205<\/p>\n","protected":false},"excerpt":{"rendered":" Sponsor, Brands, Specialists and Suppliers: The Companies that supported the Chapman \/Lotus Road & Racing Programme MelMag (Magnesium Elektron): Rims, racing on the edge Introduction Lotus cars sold They were bought for their:- Performance \u2013road or track Driving pleasure Reputation and image Aesthetics Symbolism Owner identification \/personality extension etc. All the above were integrated within […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":3570,"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\/3662"}],"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=3662"}],"version-history":[{"count":1,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/3662\/revisions"}],"predecessor-version":[{"id":3666,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/3662\/revisions\/3666"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/3570"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=3662"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}\n
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\n MelMag<\/td>\n Wheels<\/td>\n Going through hoops with Lotus<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n A pivotal moment<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n going full circle<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n What goes round ,comes round<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n Come the Revolution<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n Traction and trackaction<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n Crown wheels crowned World Champion<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n Spinning wheels<\/td>\n<\/tr>\n \n MelMag<\/td>\n Wheels<\/td>\n Rims, racing on the edge<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n
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