The Forgotten Lotus - Part 6
the final part
by Peter Ross (sent 29th December 2001)
Changes for 1954
Taking stock of his 1953 season Clive Clairmonte could see that although
he had managed to beat the rapid Peter Gammon in his TC MG Special, he
was going to have to do even better next season, because already the
Lotus Mk VI's of Phil Desoutter and Colin Chapman with their diminutive
1172cc side valve Ford engines were proving a threat, and Gammon would
be using his potent MG engine in a Lotus Mk VI in 1954. And there were
rumours of a new 1500cc Lotus MG from Chapman which could be even
faster.
The Clairmonte Special had started life designed for a 2-litre engine,
and the transmission, brakes and wheelbase had been intended for this
power and weight. The extra weight involved was too much of a handicap
for the 1500cc class, so he decided to buy a 4 cylinder 2 litre
Connaught engine, a close relative of the Lea Francis he was already
using, and take on the Bristol engined cars.
The Lea Francis engine was advertised in Autosport on 1st October 1953
as follows: Clairmonte Brothers Ltd offer: Two post-war Lea-Francis
engines. One 1.707cc Standard complete. One racing 1,500cc dismantled,
with new light alloy crank and bearings, large sump, re-sleeved block,
polished rods, many spares including valves, camshafts and four-speed
gearbox. GB Pounds 170 the lot.
The idea of a light alloy crankshaft must have caused quite a stir, but
the following week this was change to "new Nitralloy crank".
So Sorrento spent a busy winter fitting the new engine and David Brown
gearbox, and opportunity was taken to fit a front roll bar to overcome
the understeer that was present and was likely to get worse with the
heavier engine. To allow some variations to be tried out, the original
upper wishbones were fitted with two roll bar attachment points, one in
front, and one at the rear, giving differing distances from the wishbone
pivot point. By reversing the wishbones a different leverage would be
exerted and more or less roll resistance obtained.
This modification required a minor change to the nose cowl, and the
grille was removed. A rather ugly external exhaust system appeared on
the left hand side to replace the former system which had been tucked
inside and underneath, and finally there was a new air scoop to give
cooling to the central rear brakes.
Once again the MMEC meeting at Silverstone on 5th June 1954 was picked
for its debut in this form. In spite of rear brake trouble which caused
two retirements, it had a 2nd and a 3rd with Peter Gammon's 1500cc Lotus
VI MG beating it by 0.02 seconds. It achieved a 3rd place in the USAF
Trophy Race at Snetterton on 19th June behind the Sports Cooper Bristol
of Jack Walton (whose son Tim competes very successfully in Historic
races and rallies today) and Gammon.
It was entered in the RAC British Grand Prix meeting at Silverstone on
17th July, racing as No 10 in the up to 2000cc class, but although there
is a photo of it with this number, I have no record of this race, and
whether it actually ran. [Can anyone help?] This is the famous
meeting where Chapman in the Lotus Mk VIII and Gammon in the Mk VI beat
the works Porsches. After overheating problems at Snetterton (14th
August) and Silverstone (21st August) the season finished for the
Clairmonte at Silverstone with two second places and a third out of four
races.
1955 started with a class 2nd in a Speed Trial at Wormingford Airfield
(3rd April) and a 3rd behind Archie Scott Brown and Mike Anthony at
Ibsley (30th April). On 14th May the car went backwards into the bank
at Silverstone's Woodcote Corner and was reported as being 'very bent',
but it was probably repaired for the 25th June meeting at the same
circuit. The car was offered for sale in the 26th August edition of
Autosport as:
Clairmonte 2 litre Sports Racing car. 1960 Connaught Alloy dry sump
engine. 8 plug twin ignition. Alloy head (also cast iron head
included). 4 Amals. 11" 2LS Girling brakes. Alfin drums on front.
Inboard rear brakes. Tubular space frame, de Dion axle with quick change
transfer box. All in excellent condition and ready to race. Makes very
pleasant road car capable of 140 MPH. Silverstone Club Circuit 1 min 13
sec. GB Pounds 500.
A Bedford Transporter was also available. From Clairmonte, Shanklin
Road, London N8.
The car had not been sold by 3rd September when the Clairmonte won all
three of its races at Silverstone, the fastest lap being in a 6 lap
event for Sports racing Cars over 1500cc at 73.52 mph.
The subsequent history of this famous car is incomplete, and more
research is needed, but the next registered owner was Mr. Mr R J Wild,
who taxed it for 12 months. After him it went to Mr J D James, who sold
it to Mark Ridout. He raced it at least four times, at Oulton Park on
27th May 1961, and at Silverstone at least once. I have photographs of
him racing it. By now it was looking rather the worse for wear, with a
new cowl and rear end, and an unsightly exhaust system with apparently
no silencers at all!
Next owner was Mr G A K Carter, who taxed it for 12 months and sold it
to its present owner in Lancashire in 1974, 27 years ago. Since then it
has not been raced.
Anyone with access to old copies of Autosport who has time to look
through the Club race meeting results could help to fill in the blanks.
Where is it now?
The Forgotten Lotus sits in the warehouse of a Furniture shop in North
England. The owner has brought it back to practically roadworthy
condition, and if the carburettors and manifolds were refitted and it
was given a silencer it could probably be made to run straight away. The
body now fitted bears little resemblance to the original, although the
centre section is still there, it is painted dark green and the front
and rear mudguards (fenders to you) are attached directly to the wheels,
which would have given Colin Chapman a nasty shock.
It is for sale, and the owner claims to have had a firm offer of GB
Pounds 32,500 for it from Japan. This is the equivalent of about
US$47,000 at the current rate of exchange.
I would like to try to ensure that it stays in the UK or US. No
disrespect to the Japanese, but sending a Lotus to Japan is rather like
dropping it into a Black Hole - one never sees or hears of it again.
My pipedream
I would like to form a Syndicate of Lotus Enthusiasts to buy this car,
restore it to its former glory as a 1954 2-litre sports car, and enter
it in Historic Sports car races. Whilst doing this I would first
completely dismantle it, take careful measurements, so that later on a
replica single seater could be built as Colin Chapman originally
intended, with a 2 litre Riley engine. This replica would not of
course be eligible for historic racing, but in my opinion it would be a
very historic vehicle. The present owner has already kindly allowed me
to take extensive measurements, and I have made a drawing of the chassis
frame, but to do the job properly one would have to dismantle the front
and rear suspension.
To restore the body and check over the engine might cost a further
$17,000 making at total of around $72,000. If we could find 100 people
prepared to risk $720 then we could make a start.
The replica project would be separately funded.
I am sure that amongst all the Lotus Seven owners and Chapman-era List
readers there are financial experts who could tell me the best way of
putting all this on a proper commercial basis with guarantees to all
Syndicate shareholders.
What do you think?
End of Part 6 and of story (for the moment!) (1366 words)
(C) copyright Peter Ross. All rights reserved.
--
Peter Ross UK
///
/// chapman-era@autox.team.net mailing list
///
|