The Chapman Report
Published by the Golden Gate Lotus Club
PO Box 117303 Burlingame, CA 94011
GGLC Lotus Calendar
14-16 Monterey Historic races and Lotus paddock at Laguna Seca
22 Club drive through Santa Cruz mountains and meeting sponsored by Alan and Trish Dubberley
30 Another rallye in the Woodside hills sponsored by John Zender
7 Portland All British Field meet
12 Scott Fisherís annual DBTBM (Day Before The British Meet) tour
13 Palo Alto All British Car Meet and GGLC meeting
25-28 LOG (Lotus Owners Gathering) Atlanta
2-4 Club Drive to Reno sponsored by John Ridley
25 FIA Sports Car Championships at Laguna Seca
12 GGLC Holiday party sponsored by John Ridley and Marjorie Ė Mill Valley
Saturday, August 22 Santa Cruz Mountains
The monthly meeting will be held in conjunction with the club cookout and drive sponsored by Allen & Trish Dubberley. See below for detailsÖ
Drive, Cookout, and Meeting Ė Santa Cruz
Saturday, August 22
The cookout & meeting will start about 1:00pm at the Dubberley's. If you want to skip the Santa Cruz Mountains drive, the directions are:
Take Hwy 17 south from Los Gatos to Lexington Reservoir and the Bear Creek Rd exit. At the end of the offramp, do not turn left up Bear Creek, instead continue north on the frontage road to Black Rd. Take Black Rd. left, up hill for about 5 miles, until it deadends at Skyline (Hwy 35). Turn right on Skyline and go 1.6 miles. Turn left onto Las Cumbres Rd. Go 0.25 miles and turn left onto Reed Knoll Rd. After entering Reed Knoll, immediately turn right into the first driveway.
You can also come up Hwy 9 (Big Basin Way) out of Saratoga until it reaches Skyline at the scenic overlook at the top of the ridge. Turn left on Skyline and go south for 4.8 miles to Las Cumbres Rd.
If you get lost, just stop at a house and ask how to find Las Cumbres, or call us on 408-354-7645.
For the more adventurous souls, the route to the picnic begins at 10:30am from the parking lot in front of the Administration Building at West Valley College in Saratoga. The school is on Fruitvale Ave. and is close to the Hwy 85 / Saratoga Ave interchange. There are a few signs for directions to the school if you have not been in that area before and the campus has signs pointing towards the Admin Building. The mountain drive will stick to paved, and by mountain standards, good roads. It should take about 2 hours. We will have written directions for everyone. No one should get lost, except of course, for the navigator in the lead car. See you in August.
Allen & Trish Dubberley
Our Social Director, John Ridley, is planning a marvelous trip to Reno in October. Weíll leave the Bay Area on Friday and head to Reno for gambling, a show, and lots of Lounging. Saturday weíll head for South Shore for more official club partying and who-knows-what.
John is busy planning the details and heíd like to get a list of interested Lotusers. No commitment is necessary yet, but if you think you may go, give John a call and let him know. (415) 456-5242
Another Rallye in the Woodside Hills
Sunday, August 30
Ok, this is it, your second chance to challenge your skills of driving and interpretation of wacky directions while traveling at your own pace through the hills of Woodside and Pescadero. We had only 3 participants last time, but Iím expecting a much better turnout this month.
We ran this ralleye in June and it was a lot of fun. Although this event will be in the same area, the course will be changed to make it fair for everyone. Scoring is based on maintaining a 35 mph average speed and collecting points for hitting the checkpoints. Bonus points are added for completion of "special tasks".
So show up with a full tank of petrol, and a navigator is highly recommended.
Weíll start from my place in Menlo Park at 10am.
Directions from 101
1. Exit Marsh Road West.
2. Right on Fair Oaks
3. Right on Edison Way
4. You canít miss it.
As usual, the GGLC will have an official corral at the Monterey Historics for all three days. Our discount tickets have already been dispersed, but there are some corral passes left over.
Please contact Daren Stone for passes (408) 527-5044 email@example.com
By Daren Stone
For two months in a row now my procrastination has been in direct conflict with our Editor's punctuality, with the result being no President's column.
Not quite scandal material, but nothing to be proud of either. I apologize, and offer the following as my penance;
Highlights from Hayward State All British Field meet, Sunday, June 14th:
True to my word, I was able to attend this event in my Europa, as it was now sporting a fresh cooling system rebuild. Tearing it down after overheating on the last drive, I found that the accumulation of sediment had blocked a good portion of my super-duper radiator, the spring that is supposed to keep the rubber hoses from collapsing had corroded into several pieces, one of with had become one with the thermostat, the water pump had what looked like Magic Crystals from a kid's chemistry set growing inside of it, and the only thing keeping water in the swirl pot was the layer of scale that was clogging the holes in the bottom of it. Oh, and pulling the cam drive pulley off I noticed that one of the bolts that held the cam bearing "nose" to the block had ventured forth, which explained where that pesky oil was coming from.
I'll spare you the details, but in short everything got rebuilt, I scored a NEW cam bearing nose, bearing, seal and gasket from Dave Bean for $4.50! (that's right four dollars and fifty cents), and after Prestone-flushing the rebuilt system, thoroughly bleeding it & running Redline Water Wetter, I am happy to report that on my 70+ mph sprint to Hayward on a 85+ degree day, she ran cool and consistent. One other thing that I have bought since then but not yet run is a radiator cap with a sacrificial element suspended from it. It's a bit pricey as radiator caps go ($28), but if it prevents the electrolytic corrosion from getting any worse it's worth it.
As for the event itself, it was a sparse turnout overall, but a good one for Lotus with 10 cars in attendance. Mike Ostrov won the People's Choice Lotus Award, narrowly beating out the Europas of yours truly and Jon Rosner, with 0 votes apiece.
Following the show ~14 of us ambled over to Buffalo Bills Brewery in downtown Hayward for refreshments and some semblance of a meeting. We had figured (incorrectly) that if someone did not attend the show, chances are they would not attend the meeting so we left the show a bit earlier than planned. My apologies to the five or so people that showed up at BB's right on time, only to find our meeting well under way. Highlights of the meeting were hearing stories & seeing pictures from Brands Hatch (which both Mike Ostrov & Jon Rosner attended), and deciding that the event based meeting is a good idea, but not two months in a row. Unfortunately we've now done this several months in a row and are beginning to hear about it.
What's coming up ?
-Monterey, 8/14-16; and based on the response I've gotten as Ticketmaster, it's going to be a good turnout. We will have Corral Parking all three days, so if you still need a Corral Pass give me a call @ (408) 527-5044. Unfortunately all of the tickets are all gone tho, so if you haven't gotten that yet you're on your own.
-Dubberley Drive & BBQ, 8/22; Allen & Trisha have graciously offered to coordinate an un-Zender-like drive thru the Santa Cruz mountains, ending up at their place for a BBQ.
-Zender Rallye, take 2, 8/30; (I'll let our editor/demolition-derby consultant talk to this one).
And then there's Palo Alto (Sunday, 9/13), where the GGLC will have a fine showing and where I'm planning for us to take the club participation award for the second year in a row. Mike Schlict has generously offered his EZ-Up that will serve as the GGLC Command Centre, Pit Stop, and new member recruiting station, so get those cars going and keep an ear out for the Official GGLC @ Palo Alto plans.
Daren Stone - GGLC President, 1998
The Vice Prez
Pack Rat Comes Through
By Scott Hogben
Well, itís August already and the British meet is just 6 weeks away! Progress on the Seven has been slow at best and Iím really feeling the pressure now. Iím not ready to throw in the towel just yet but thereís a lot to do in such a short time.
Just to give you a quick update on where the car is and what has happened lately, I ordered a new set of fenders, since the ones I got with the car were a little warped. I was eagerly awaiting their arrival but our friends from across the pond had different plans for me. The parts were shipped by Air Express International. To a poor unsuspecting slob (thatís me by the way), the title of this company would imply ****AIR**** travel. So, I was a little surprised when I found out that they put my parts on nice slow BOAT! As a result, my fenders arrived a little later than I had hoped but at least theyíre here. Knowing that Iíd probably be running a little behind, I requested fenders with color impregnated into them so if it gets too close for comfort I can slap some paint on the nose and go to the British Meet with colored fiberglass and quasi-polished aluminum (or should that be coloured glass fibre and quasi-polished aluminum?).
At the moment Iím 95% done with the electric's and about 90% done with the brakes. But the big hassle Iím anticipating is going to be registering the car. The previous owner was in the process of upgrading some of the components of the car to what he referred to as Series III specifications just prior to selling it to me. Basically, the car has the same engine and drivetrain as what you would find on an early Caterham. As a result, it has the Cortina axle, gearbox, and cross-flow 1600. But for some strange reason when the car was brought into the US in the early 80ís he registered the car as a 1966, which doesnít correspond to the chassis number of SB1176. Considering the California smog laws at the time, I donít know why he would have done such a thing. If that wasnít enough, the bozos at the DMV mistook the "S" in the chassis number for a 5 and titled it as 5B1176. Call him lazy (and a few other names!) but the previous owner never did anything about it. That has always bothered me and Iíve always wanted to straighten it out. So, I contacted Lotus and asked them for any records they might have concerning the car and they were nice enough to send me a letter stating the proper year of the car (1961), who it was initially sold to, what color it was, and the engine option. Iíll being taking this letter and all my Seven books with me as ammunition when I go down to the DMV.
Well, this article is a short one because Iím heading back down stairs to the garage to put more time in on the car. This will probably be my last opportunity to encourage everyone to drag their car(s) out of mothballs and get them ready for the British Meet. Judging by the current weather patterns, this would be a good time to get that coolant system in order. Let the midnight wrenching begin!
By John Zender
Lots of Lotus stuff gong on in August. Besides the Monterey Historics, the Dubberleys are putting on a cookout and drive in the Santa Cruz mountains, and Iím running a ralleye in the hills above Woodside. Turnouts at the events have been light so far this year but Iím hoping that will change in August. Everyoneís had plenty of time to get their cars running and should be out using and abusing them in good GGLC fashion.
Iíve put about 1500 miles on the flamer Europa so far this summer and have enjoyed the car more than ever. Not having to constantly worry about the rear hubs blowing up makes hard driving a lot more care-free.
I pulled the motor and gearbox out a couple days ago to fix the leaks and correct the smoke-screen effect. It appears that maybe the new rings didnít seat properly Ďcuz the motor is running too rich. Iíll drop in another set of rings, hone the bores, and lean out the carburetors to see if that corrects the problem. Either way, the car should be at the Dubberleyís on the 22nd.
If you havenít check out the GGLC web page yet, then you should. Itís the best and most informative site on the internet for Lotus enthusiasts Ė thanks go to Kiyoshi Hamai and Joel Farber.
Heaven is Seven
By Joel Lipkin
Agility, performance, innovation and elegant simplicity are some of the words that describe the street and race cars built by Lotus over the 50 years since Colin Chapman registered the first home-built Lotus in the UK. In my opinion, and with the possible exception of the new Elise, no single model produced by the factory exemplifies all of these traits better than the S1 and S2 Seven. It's certainly hard to think of a more satisfying and affordable vehicle for both street and vintage track use.
My own '64 S2 Seven is driven regularly on the street (CA registration "SUPER 7") and also manages to find its way to several local vintage track events each year. The car was originally imported in kit form as an SCCA racer. The kit was assembled by Bob Challman, Ecurie Shirlee Corp., Manhattan Beach, CA, one of the first importers of Lotus cars in the US. Bob maintained the Seven while the first owner, Joe Ward, successfully campaigned it in West Coast SCCA events in the mid 60's. Joe's impressive record includes 21 starts with 13 firsts, 3 seconds, 3 thirds, 1 fourth, and 1 DNF. In those days the Seven would regularly embarrass much bigger and more powerful machinery on the tight CA circuits like Del Mar and Cotati.
Fast forward a few years, and the Seven finds a new home and a new role as a local autocross champion in the San Francisco bay area. The new owner was Dean Watts. Dean still lives near my home, and he is an active vintage racer (Porsche Abarth); but he fondly remembers the heady days of driving the almost unbeatable Super Seven he campaigned in parking lot events in the late 60's and 70's. The Seven found another northern CA home with Chuck Bobrink, who also enjoyed using it to trounce the local autocross competition. Unfortunately, Chuck passed away at much too young an age. His widow, Joan, decided to hold on to the Seven for a few years while it sat in a garage (on its trailer).
Meanwhile, various members of my local Lotus marque club, the Golden Gate Lotus Club, who knew the car and its history tried in vain to convince Joan to sell it to them. The timing, and maybe the potential new owner, never seemed quite right to her, so the Seven sat for nearly 5 years. Eventually I heard about it, and, as luck would have it, when I showed up Joan was ready to sell to the right buyer. It took a little discussion and convincing, but I knew after just one look at the car that "Lotus fever" had claimed another victim. A little bit of haggling and I quickly became the proud new owner.
As an engineer and former SCCA racer, I knew there was a project in my future. I just didn't know how big it might be. Everything I could see looked OK, and it seemed that the Seven was treated reasonably well in its mostly competition service. Indeed, thanks to Joe, Dean and Chuck I have a rather complete record of the Seven's exploits, including receipts for service, parts and insurance over the years. Imagine my envy when I learned that the Seven and its trailer had a $100 deductible, off-track insurance policy in '65 with a premium of $54 a year! I also found an invaluable 8-page hand-written competition record that Joe provided to Dean. Reading Joe's notes is almost like reliving those days of simple, low-key racing that we've all heard about but maybe never experienced.
But now it's my turn to contribute to the Seven's history. I couldn't drive it off into the sunset just yet, though, because it was sitting on a set of very flat Goodyear Blue Streaks (still mounted from its final autocross event). But since it was already on its custom-made trailer there was no drama getting it to and in my garage, about 20 miles from where Joan was storing it.
The restoration process to make the Seven road and vintage race ready then turned out to be fairly straight forward. The motor (pushrod Ford/Cosworth, 1340 cc, non-crossflow, twin side draft Webers, with a serial number that matched the chassis plate) turned over freely enough, but would certainly benefit from some freshening. Surprisingly, the electrics seemed solid (in spite of the Lucas heritage), and thankfully there was no sign of serious rust in the Seven's delicate, thin-walled tube chassis. But there were lots of details to deal with. Rebuilding the hydraulics was an especially important one because they had become home for some local fauna while in storage. Fortunately, all it took was lots of TLC, Girling rebuild kits, and braided steel lines to get the brakes restored to Lotus standard (also known as awesome).
By reading up on some Lotus lore and talking with fellow Lotus owners, I learned about some of the typical "weak points" of the Seven design. That made it easy to incorporate a few preventative measures into the restoration process. These included reinforcing the original Triumph TR-10 rear axle, extra "beef" for the rear engine mount, and aircraft quality nylock fasteners throughout. The suspension bushes were also a bit tired, but not too difficult to replace.
Lots of things had to come together, but after just a few months of nights and weekends over the winter "off season" the Seven was ready for the road. Oh, did I mention right hand drive? Yes, this is a very original Seven, built the way Colin Chapman had intended, so driving it on this side of the pond did take a bit of adjustment. Nevertheless, I managed to avoid some missteps, and eventually put about 200 road miles on the Seven. This was a very convenient way of sorting and gently breaking it in before its first vintage race outing--Steve Earle's '89 Wine Country Classic at SPIR.
The weekend began well enough as we sailed through tech inspection with no write ups. (Of course, it probably helped a little that I was an SCCA licensed scrutineer a few years back, so I know how to get a car through its first tech inspection.) The story was different on the track, however.
Although it was great fun to be on the track again, and the Seven behaved well in the first practice session, the fun abruptly ended when we came to an unceremonious halt while negotiating turn 7 in the middle of the second session. I was surprised because there was no warning, but I was able to get to a safe spot to wait for a tow. When the session was over, I tried to restart and was surprised again when the motor fired and ran just fine. All indications were normal, so I drove back to the paddock. Lucas gremlins--maybe. I changed a few things in the ignition system, but nothing seemed to need it. The Seven always started eagerly and could be driven around the paddock without incident.
The next track session also started out fine until the same thing happened in the same place. The Seven restarted again after the session and I hastened back to the paddock to rethink this mystery.
An especially nice feature of Sevens is that they are very simple--if you do not have gross motor problems, and you do have fire and fuel, they usually run. Since the electric's seemed OK, the logical next choice was the fuel. It took only a minute or so to find that my almost new fuel filter was nearly completely blocked by rust from my reconditioned, original fuel tank.
This problem had not shown up during my 200 road miles, probably because the light cornering loads did not stir up the rust enough for it to get to the fuel pick up. But rust was everywhere in the tank now, so another fuel filter would be only a temporary fix. Fortunately, a fellow competitor just happened to have a spare fuel tank for his Seven, and with a little refitting, I was ready for the race Sunday afternoon. After all that had gone before, the race was uneventful and the Seven took the checker in fine style.
There have been more than 20 race weekends for me and the Super Seven since that first outing. The venues have ranged from Riverside to Portland as well as all the northern CA tracks. A few driver errors made some of these weekends less memorable than others, but the Seven only seems to get better with age (a few judicious improvements and upgrades over the years have helped too).
Driving my Super Seven on either the road or the track is always exciting and more than a little nostalgic because of its history. I even think I can sense its eagerness to perform and carry on the tradition. Yes, the Seven is a true no-compromise sports car--all kinds of mechanical noises mix with a high-strung exhaust note and the wind in your hair/helmet, while your backside does most of the shock absorbing. That's what we call Happy Lotusing in the Golden Gate Lotus Club, and the Seven delivers it in giant, smiling doses.
Interview with Peter Arundell
by Jon Rosner
Peter Arundell, for whom the third trophy race was named, had been a Lotus team driver during the late 1950's and early 1960's and had been an early team mate to Jimmy Clark. I had the chance to ask him about his favorite memory.
"My favorite memory has to be the story of Richard Von Frankenburg of Porsche from 1962. It all started when on the South Circuit of the Nurburgring, we were flat out all the way, and I'm two-thirds of the way up to the top at the 8,000 rpm max. Von Frankenburg's got this heavy car with a big lump (motor) in it. So I said to Mike Spence that I would like you to get in behind him and see what he's got. Mike said, yea, he's got a big lump in it. I had an 1100 CC (motor). Some German had heard us talking, and the next thing I learn, I read it in the press, 10 lines for this, that Lotus was accused of cheating, and it was obviously pointed at me.
Frankeburg then wrote in the press that he wanted to go back to any circuit, of our choice and do the same record, repeat the same race time over thirty laps to prove that we had an 1100 CC (motor) instead of the 1500 CC. I blew the bottom end out of my good engine on the first day of training. And then the next day the top end let go ! So we had to cobble an engine together. Top end of one engine, bottom of another, so I decided that Monza was the place to go back to.
I phoned up Colin (Chapman) and asked him if he got the Daily Express, Colin read every paper and of course he saw what Von Frankeburg had said. Colin said to ignore it, it will blow over. I told him that I would like to put up 500 pounds as a wager (bet). I explained to him about the Monza situation and how we now have another 5 hp and no 95 degrees of hot July weather since we would do the run in December. So obviously I convinced him. And he said I'll put up another 500 pounds to make it 1,000 pounds, and go, we split the gain or loss, we'll do it.
So we did, and we were about 1 1/2 minutes faster over 30 laps. They stripped the engine and Von Frankenburg ate humble pie."
By Jon Rosner
The 50th Anniversary Weekend of Lotus at Brands Hatch was sponsored by Force Racing. Present and accounted for were some very rare and historic cars such as the oldest existing Lotus, an unrestored and extraordinarily crude barn red Lotus 2 LJH 702. Charles Levy brought black Type 3B, the very first customer car. Other special cars included the brg 2 1/2 liter Type 14 6 SME (190 hp, 172 mph top speed) and polished aluminum Type 7/18 (1 1/2 liter F2 engine, Type 18 front and rear suspension, seven body). The former had won it's class at LeMans, the latter won huge number of hill climbs all over England, making 1960 a very busy year considering everything Lotus was doing in Formula Racing.
On the purely racing side Luigi D'Orideo came from South Africa with a four cylinder Type 21 which had been raced by Jimmy Clark. Teams and owners from France, Belgium, Luxembourg and Germany brought Types 6, 7, 11, 15, 18, 21, 23, 41, and even the Olympus Sponsored John Player Special Type 79(?) of Mario Andretti.
And while the Sevens and Elises had their own Trophy Races, other racing groups were composed of some interesting combinations such as 7s of a variety of engine sizes in with 100CC 11s and a 1500CC Type 15. The last two putting on a real show with the 11 diving for the corners only to get tromped by the 15 on the straights. And an equally interesting mix put Elises in with an Esprit S1, Europas,theType 62, 47s, and a few Type 23s which took 1 and 2 leaving third for an Elise.
If you were able to get close to the pits, former Lotus racer Peter Arundell could be overheard chatting with Graham Gauld, (friend and biographer to Jimmy Clark), along with former Team Lotus Manager Peter Warr, and other Team Lotus mechanics and crew.
This was Force's first effort at putting together a major event. And aside from setting up some overly interesting combinations for the Trophy Races and putting 300 people into a dining facility that at best could fit 250, turning back at least 500 others who wanted to, and expected to go, they did a great job. Force succeeded in creating a truly heady atmosphere, attracting rare and interesting cars along with some fascinating people came out of the woodwork to be part of Lotus' 50th Anniversary Celebration at Brands Hatch.
The GGLC has nine new members to welcome to its clan.
Granite Bay, CA. - 1977 Esprit
Oakland - 1969 Elan +2, 50/1802
Martinez - 1966 Elan S2
Oakland - 1970 Elan
Prather, CA - 1973 Europa, 4005R
G. Patrick Stack
Pleasanton - 1966 Elan, 26-4879; 1995 Caterham
1973 Merc Capri V6. White/Black. Good-looking. Many performance options: Bilstein shocks, nylon bushings, 1-inch front swaybar, custom Hurst-shifter, dual-exhaust and headers. High mileage, excellent, stock motor uses no oil - 140 dynoed HP at 5000 rpm. Recent brakes and valve job. No smog inspection required (in CA.), but runs quite clean. Cheap/reliable transportation or possible autocrosser. Advertised at $2950 - $2500 to GGLCers/friends. Mel (925) 831-8834.
Full set of trim rings and hub caps for Europa/Elan, fresh chrome Ė $200, John (650) 368-9105; firstname.lastname@example.org
l967 Elan Coupe. White with black vinyl roof, Alfa 5 speed, non original rear tail lamps, KO alloy rims, Webber head, very clean inside and out. Asking $8600.00 Please contact: Jim Bove at (5l0) 792-7359.
1977 Eclat, properly maintained, excellent condition 49K miles, engine with forged internals, Delorttos, 5-speed, Doug Bank (916) 771-4717 or email@example.com
1970 Europa S2, #0081R, not running, but mostly original, $3,000, Call Mike (408) 725-8893
Europa Parts full set of Spax shocks w/adjustable perches, incl. springs for Europa Ė $150; adjustable lower links, w/heim joints, excellent cond. Ė $125; 7x13 Monocoque and 8x13 Revolution wheels, Brake booster, steering rack. John (650) 368-9105 firstname.lastname@example.org
Esprit S2 Parts Complete front and rear brakes, radiator fans and shroud, John (650) 368-9105 email@example.com
1966 Lotus Elan S2 Roadster. Serial number 26/5611 - Engine LB 5625. Purchased from 3rd owner in 1979 (62,000 original miles). Car originally imported into Vancouver BC. Dismantled for chassis up body off conversion to racecar. All pieces inspected, rebuilt or replaced. Chassis gusseted and strengthened. Raced in 1982 to 1996 ICSCC, SCCA, HMSA and CSRG. Car has ICSCC and SCCA Vintage Logbook. Won the 1982 to 1987 ICSCC C Production Championship in the Pacific Northwest. Car kept basically stock and can be converted to street legal car with work. Asking US $12,000 for complete car and single axle trailer ready to race. (510/943-6194) firstname.lastname@example.org
1957 Lotus Eleven (Westfield) Factory built, under 5,000 miles, 1275 BMC engine, Weber Carbs, wire wheels, head fairing, car has yellow exterior with black leather interior, registered as 1966 Lotus. $25,000. 415-868-2940
1968 Lotus Elan S4SE Coupe. Good original condition, 74K miles$9900. U.S. DOLLARS. email@example.com or call (818) 609-2144.
Car wanted Elan S 3 or S 4 (drop head preferred), but will consider coupe. Car to be in good mechanical condition, including water pump, free from chassis rust and/or damage. No major body damage. Paint, interior, cosmetics not that important. Finn Jorgensen 111 Allen court, Moraga, CA 94556. tel: 925-376-4361. Fax: 925-376-2530
1963 Lotus Super Seven, S2, 1500 Cosworth, Dual Weber 40 DCOE, Aeroquip lines 5 Minilites, Spax adjustable, roll bar, full weather equipment Brooklands windshield, BRG/yellow nose/red interior, origial paperwork, registration, and manuals 12,163 mi, restored 1996/97, no expense spared!, second owner, video available. $26,500 (US), partial trades considered GordLeech, Canada (204) 256-3016
Lotus Elan sunroof coupe serial number 36/0028J, never registered-still on MSO, driven only 5800 miles, white/black, original and complete, all books, records, window sticker. This is the last Elan received from the Lotus importer by a dealer in Waterloo, and is still in their possession.
Pat lind W 319-354-2550, H 319-351-8033
1963 Mini MK 1, red w/ white roof (Cooper race colors) Very good body, paint a little tired. New interior (seats). 1380cc, 110hp Vizard engine, Jack Knight Torsen LTD-slip trans. Heim-jointed full race suspension w/adjustable Spax, new Yoko 008's. Much more. Built as an autocrosser, but never used as such. Over $13k invested, best offer. Jack--- firstname.lastname@example.org 409-321-0022
1965 Mk1 Lotus Cortina. It is in pristine condition. It has a fresh, 196+HP twin cam (stock stroke, original L block and head), straight cut gearbox, LSD, and is VERY FAST. It won the USRRC Seniors Tour Western Championship for under 2.0 liter GT cars in 1994, 1995, and 1996, and has won its class in numerous races. It has turned 2:01's at Sears. It took 3rd's in the race car classes at the 1993 Lafayette Concours, and the 1993 Hillsborough Concours. It took 2nd in race cars at the 1994 Lotus Convention (Portland) Concours. This car has been accepted and raced with CSRG, VARA, SOVREN, RMVR, and SCCA.Will consider offers in the $40's. Myles Kitchen at MHKitchen@aol.com.
Caterham Super 7. Aluminum with red nose, clamshells and rear fenders. Long cockpit, live a xle, right hand drive, crossflow with webers. '89 production vin #KLCO654R professionally completed in 94. Full new style top and doors and wind "wings", Caterham manual & heater. Bone stock with less than 1000 miles form new - not raced/modified. Texas tagged, titled and inspected. Reluctantly must sell $20,000 photos by serious request, Mark 512-371-0288 or email@example.com