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THIS SITE IS HERE FOR ANY ONE WHO LIKES EXOTIC CARS. BELOW ARE SOME CAR COMPANYS.
FERRARI:
THE COMPANY WAS STARTED IN 1929 IN MODENA.
ENZO FERRARI WAS BORN IN MODENA ON FEBUARY 18,1898. HE WAS FORCED TO LEAVE SCHOOL WHEN HIS FATHER DIED, HE STARTED WORK AS A TURNING INSTRUCTOR IN THE MODENA FIRE BRIDGE'WORKSHOP.
HE THEN MOVED TO CMN(COSTRUZIONI MECCANICLE NOZIONALI) IN MILAN TO WORK AS A RACING CAR DRIVER.
HIS RACING DEBUT CAME IN 1919 PARMA-BERCETO RACE AND HE ENTERED THE TARGA FLORIO THE SAME YEAR. IN 1920 HE MOVED TO ALFA ROMEO, HE ESTABLISHED A RELATIONSHIP THAT TOOK HIM FROM THE TEST DRIVER TO RACE DRIVER TO SALES ASSISANT AND FINALLY TO THE POST OF DIRECTOR OF ALFA RACING DIVISION UNTIL NOVEMBER 1939.
In 1929 he founded the Scuderia Ferrari in Modena, with the prime purpose of organising racing for its members. That was the start of an intensive involvement in motor racing which led to the creation of an official team and ultimately transformed the Scuderia into an engineering-racing division of Alfa Romeo, taking over the racing function entirely in 1933. In 1940 the Scuderia abandoned the Alfa Romeo connection and transformed itself into an independent company "Auto Avio Costruzioni Ferrari" which worked for the national aviation company in Rome, for Piaggio and for RIV.
In 1943, during World War II, the Ferrari workshop moved from Modena to Maranello and began making powered grinding machines for ball bearings. The workshop was bombed out in 1944 and rebuilt in 1946 the year in which it started designing and building the very first Ferrari. In 1960 the business was turned into a joint stock company in which FIAT became a 50-50 partner in 1969. (FIAT became the majority shareholder in 1988).
In 1963 Enzo Ferrari built his Istituto Professionale per l'Industria e l'Artigianato, a training school in Maranello. In 1972 he built the Fiorano test track.
Enzo Ferrari was given the Italian award of Cavaliere for sporting merit in 1924 and went on to receive further honours from the nation: Commendatore in 1927, Cavaliere del Lavoro in 1952. In 1960 he received an honorary degree in mechanical engineering from Bologna University. In 1988 Modena University gave him in Physics. He was awarded the Hammerskjold Prize by the UN in 1962, the Columbus Prize in 1965, the Gold Medal from the Italian School of Art and Culture in 1970, the De Gasperi Award in 1987.
Under his leadership (1947-88) Ferrari won over 5,000 races all over the world and earned 25 world titles.
Enzo Ferrari died in Modena on August 14 1988.
"The story of the prancing horse is simple and fascinating. The horse was painted on the fuselage of the fighter plane flown by Francesco Baracca, a heroic Italian pilot who died on Mount Montello: the Italian ace of aces of the First World War.
In 1923, when I won the first Savio circuit, which was run in Ravenna, I met Count Enrico Baracca, the pilot's father, and subsequently his mother, Countess Paolina.
One day she said to me, "Ferrari, why don't you put my son's prancing horse on your cars; it would bring you luck." I still have Baracca's photograph with the dedication by his parents, in which they entrusted the emblem to me. The horse was black and has remained so; I added the canary yellow background because it is the colour of Modena."
Enzo Ferrari
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The Ferrari Stables emblem appeared for the first time in 1929 on all company publications, signage and official papers, but not on the cars, which belonged to Alfa Romeo and wore the Alfa colours, a green cloverleaf in a white triangle.
The shield made its debut on the cars on July 9 and 10, 1932, at the Spa 24 Hours. There could not have been a more auspicious occasion: the race was won by the car driven by Taruffi and D'Ippolito, ahead of Siena and Brivio. After that victory, the shield adorned all the official Ferrari Stables cars in the Thirties, right up to the moment the stables became the official Alfa Corse department, directed by Enzo Ferrari, but run by the company.
The first Ferrari to sport the trademark on its bonnet was a 125 driven by Franco Cortese on May 11, 1947, the Maranello company's racing debut, on the Piacenza circuit. Designed by the Ferrari Technical department and produced by the Castelli e Gerosa company of Milan and Cristiglio of Bologna, it remained unchanged until 1950.
In 1952, Enzo Ferrari decided to bring back the racing badge of the old Ferrari Stables, modernised and stylised, to distinguish the official cars from those of the many customers who tried their hands at racing their own cars,. It made its debut on March 16 on the cars competing in the Siracusa Grand Prix, the 500 F2's driven by Ascari, Taruffi, Farina and Villoresi. This was another triumph, with Ascari, Taruffi and Farina taking the first three places in that order. That same year, Ascari won the Drivers World Championship, the first of Ferrari's 25 championship titles, in a 500 F2.
Since then the symbol has been scrupulously applied, with occasional exceptions, in its conventional form which has never changed, on all Ferrari cars of any category entered in races by the "competitor Ferrari".
The horse first appeared on the radiator grille in 1959. Produced by the Turin company Cerrato for the cars with body by Pininfarina, and etched by Incerti for Scaglietti cars, it was cut out of 3 mm thick sheets of brass pantographed and chrome-plated. It remained the same until 1962, and there was also a special version, serrated and bored by hand, that was used on a few exclusive cars and on cars destined for exhibitions and fairs. Between 1962 and 1963 the horse was produced in relief but it was not a success, and was only used for a year, being judged stylistically and proportionally unsuitable. A subsequent version was developed, with a flat horse pantographed on aluminium and then mirror polished; it was introduced in 1964, adopted until the BB model, and then recovered in 1984 for the Mondial, 328 GTB and GTS, while an identical, anodised version in black adorned the first Testarossa and 348.
A new relief version of the horse was proposed in 1963, but this too met with little enthusiasm. It was considered superfluous because the flat version was now applied regularly on the radiator grille. However, its development went ahead, so that it could be used if necessary on the rear of the car, as it was on the Mondial in 1988-89. And that was how the ornamental horse, destined to become an extremely familiar sight, came to be created, almost unwanted. It was to remain substantially the same for over 30 years, adorning the back of nearly all Ferrari models, with only small variations to the colour and size. In 1982 it also appeared on the front of the cars, replacing the flat pantographed version. Since 1992 it has featured on the entire Ferrari range, with well-defined forms for use on the front and rear.
From 1953 to 1961 a trademark combining the initials of the Ferrari and Farina names in the naval alphabet, was used on cars designed by Pininfarina. The red rhomboid against a white background which indicated the letter F, was replaced by the letter P (white rectangle in blue field) when the designer changed his surname to Pininfarina. This trademark was generally abandoned in 1964, except for 2+2 models; and currently appears on the front tunnel of the 456 GT.
Today's Ferrari trademark - Baracca's black horse against a canary yellow background - in the versions used for industrial production and technical and racing activities, are all registered, and are used on every graphical production of the company, for projects and drawings, Ferraridea promotional items, badges and decals, service and maintenance signage, official documents and for recognised Ferrari Clubs.
In 1929 Enzo Ferrari founded Scuderia Ferrari, in viale Trento e Trieste in Modena, with the purpose of helping members compete in motor races.
Racing activities, in Alfa Romeo cars, continued until 1938, the year in which he became Racing Manager of Alfa Corse. After two years, Enzo Ferrari split with Alfa Romeo and founded Auto Avio Costruzioni Ferrari, in the old Scuderia Ferrari headquarters, to manufacture machine tools, particularly oleodynamic grinding machines.
In spite of a promise of non-competition (which at the moment of their divorce prevented Enzo Ferrari from bulding cars using his own name for four years), the company began to study and design a racing car, an 8- cylinder 1500 cc open car known as the 815, two of which were built to take part in the 1940 Mille Miglia. The outbreak of World War II put an end to racing.
In 1943 the workshops moved from Modena to Maranello, where construction of oleodynamic grinding machines continued until 1944, when the plant was bombed.
At the end of the war, the company changed its name to Ferrari and designed the 125 Sport, a 12-cylinder, 1500 cc car which Franco Cortese drove on the Piacenza circuit on May 11, 1947. The car had to retire, but it was ahead in the last lap, in what was a good debut. Two weeks later, in fact, Cortese and the 125 Sport won the Rome Grand Prix.
Since then, company cars, driven by the best drivers, have racked up over 5,000 successes on race tracks and roads all over the world, creating a legend. The most important achievements have been 9 Formula 1 Drivers' World titles, 14 Manufacturers' World titles, 8 Formula 1 Constructors' World Championships, 9 wins at the Le Mans 24 Hours race, 8 at the Mille Miglia, 7 at the Targa Florio, and, up to the end of 1997, 113 wins in Formula 1 Grands Prix.
In 1969, to meet growing market demand, Enzo Ferrari sold 50% of the share capital to the Fiat Group, and investment that increased to 90% in 1988. In spite of this Ferrari has always maintained a strong autonomy, thanks to its specialist activities.
Evolution of the Company name
September 1939: Auto Avio Costruzioni, owned by Enzo Ferrari
Registered offices
Via Emilia Est, 1163 - Modena
Members of the Board of Directors
Chairman: Luca Cordero di Montezemolo
Vicechairman: Piero Ferrari
Managing Director: Paolo Marinsek
Board of Directors: Carlo Gatto, Carlo Mangiarino, Marco Piccinini, Sergio Pininfarina
Managing Committee
Personnel and Organization Director: Mario Mairano
Financial and Auditing Director: Manuela Borellini
Communication Director: Antonio Ghini
Racing Management Director: Jean Todt
Industrial Director: Antonio Bene
Commercial Director: Andrea Zappia
Marketing Director: Giuseppe Bonollo
Facilities
Maranello e Modena (bodyworks only)
Total area 252,000 sq m, 94,000 sq m of which are covered.
Production
Output is currently about 3,300 cars, in nine models and versions: the F 355 and 355 F1 Berlinetta, F 355 and 355 F1 GTS , F 355 and 355 F 1 spider, 456 M GT, 456 M G TA, and the 550 maranello.
Gestione Sportiva (Racing Department)
Until 1981 Ferrari racing car were built at Maranello. In 1982 a plant was built next to the Fiorano test track specifically for the design and production of Formula 1 cars. Racing car components are also manufactured in the main plant, particularly in the Composite and Foundry departments.
Employees
Employees number 1900; 1550 of this number are working on production and 350 are assigned to the racing team.
Ferrari's markets
Ferrari has direct sales branches in the United States, Germany and Switzerland, while importers cover the other countries where it operates. The marketing network includes over 300 sales and service points in the 40 countries which together represent 90% of the global car market. Ferrari's main markets are: the United States, Germany, Great Britain, Italy, the countries of the Pacific area and Switzerland. 90% of the production is exported.
The Carrozzeria Scaglietti program
Since 1997 Ferrari has been offering its clients the possibility to customize their GT car in order to make it an unique item. The classic name of Carrozzeria Scaglietti, linked to Ferrari's highest standards of craftsmanship ever since the '60s, corresponds to a program enabling the clients to have their car complete with utterly exclusive technical and aesthetical features. With about 50 possible options, the program, operating with the support of a team of experts co-ordinated by Pininfarina, can meet even the client's smallest individual need.
Ferrari red
The red so typical of Ferrari was the colour assigned to Italian cars competing in Grand Prix races by the International Automobile Federation in the early of the century. Today Ferrari offers a range of 18 different colours on its GT cars.
The Fiorano track
This was built in 1972 in an area adjacent to the plant. The original circuit, which still exists, measured 3 km, but a variant introduced in 1996 (a fast bend to replace a sharp corner at the end of the pit straight) shortened the total length by 24 metres. It is equipped with closed circuit television, electronic timing and telemetry, and it is used for tests and trials on Formula 1 and GT cars.
Mugello
In 1988 Ferrari bought the Mugello international race track near Florence, renovating the structure, track and facilities for tests and races. Today Mugello is one of the loveliest circuits in the world, and it hosts top level car and motorbikes events, ad well as being chosen by several manufacturers as an ideal setting for their development tests. The course is 5,245 metres long. The two tracks are the property of SAIM S.p.A., 100% owned by Ferrari.
The Ferrari Gallery, a journey in time
The Ferrari Gallery was inaugurated in 1990 in the Maranello Civic Centre, which is the property of the Town Council. In 1995 Ferrari began managing it directly and decided to start a renovation, completed in 1996. Over 100,000 people visit the Gallery every year and experience and ideal journey though the company history and its technical and racing tradition, all while admiring some of the rarest cars belonging to the Prancing Horse.
The Ferrari Driver Course
For clients who wish to improve their knowledge and be able to drive their GT cars at the highest level, in 1993 Ferrari instituted a driving course named "Pilota Ferrari", held on the Ferrari-owned tracks. The clients taking part in the course learn on one hand to enjoy their car's maximum racing potential on the track and on the other to cope with the shortcomings that may occur on the road. At the end of 1997 1,200 clients from all over the world had already earned a "Pilota Ferrari" certificate, while in 1998 7 basic courses are scheduled at the Mugello track and 4 advanced courses at Fiorano. The pupils will be able to test the F 355 and 550 maranello (with stick shift), as well as the 355 F1 with the F1-type power train management.
The Ferrari Challenge
Since 1993, Ferrari "gentlemen drivers" have been able to take part in an exclusive championship disputed with a racing version of the F 355. In 1997 the Ferrari Challenge was broken down into seven areas: Southern Europe, Western Europe, Central Europe, North America, Venezuela, Japan and the Pacific.
The Owners' Club all over the world
The Owners' Club, instituted to gather Ferraris' owners, the only entitled members, and to organize official events sponsored by the Prancing Horse, today count 18 chapters, including 12 in Europe, 2 in Oceania, 1 in North America, 1 in South America, 1 in Asia and 1 in Africa. The overall members are about 40,000. The very first club was founded in Great Britain and will celebrate its 30th anniversary in 1998, while the French and Australian clubs are over 25 years old.
The Ferrari Idea collection
"Ferrari Idea" is a collection of products exclusively designed for Ferrari clients and consequently only available through the company commercial network or at the Galleria Ferrari in Maranello. The items are specifically conceived and produced at Maranello. Some of them even incorporate those mechanical parts of both road and racing cars that have become iconic symbols of Ferrari's activity. The catalogue is divided into five ideal categories: myth, journey, passion, pleasure, sign.
The Ferrari trade-mark and its licensees
Ferrari is one of the most important and best known trade-marks in the world and for this very reason it has always been subject to counterfeit. Ferrari has thus decided, in order to protect its trade-mark, to associate it to side operations deriving from the company's main activity, granting its use to the most exclusive manufacturers. These are Ferrari's licensees: Girard Perregaux (watches); Asprey (jewels); Hagenuk (cellular phones); Satinine (perfumes); Nice Man (clothing); Pigna (stationery); Electronic Arts (videogames); BBurago, Paul's Model Art, Maisto and BBR (miniature cars); Dickie Spielzeug (miniature cars operated by radio); Panini (picture cards).
Istituto "Dino Ferrari"
A training centre for specialised technicians was opened in Maranello in 1963 on the express desire of Enzo Ferrari.
The Fiorano test track was built in 1972 close to the Maranello plant, Enzo Ferrari's own brainchild. It is an experimental track where Ferrari racing and GT cars are tested. It is used by drivers for test and practice driving, and by mechanics and the racing team for training. An experimental track is very different from a racing circuit for at least two important reasons: the absence of spectators and the presence on the track of only one car at a time.
The test track stands beside two main roads, nos. 12 and 467. The complex fits into the natural environment without spoiling it and maintains "rural" features that were considered psychologically positive as opposed to a purely technical environment. The fact that average weather conditions in the foothills of the province of Modena tend to be good, means that the track can be used regularly.
The geometric layout of the track is typical of a regular road. It has a tortuosity index of 1.24, with 1,661 metres of bends and 1,339 metres of straights. The length of the standard course is 3,000 metres, extended to 3,021 metres by the new chicane built in 1992. The average speed for the course is over 160 km/h, with peaks of more than 290 km/h.
The amount of straight road and bends was designed to solve specific problems: a balance between right and left bends, bends with a differentiated radius, from 13.71 to 370 metres; bends with different features having one or more centres. Although convinced that it was impossible to repeat bends typical of other race tracks, the designers did try to include elements that resembled the salient features of some European courses.
Bend no. 1 is used to assess car behaviour when braking hard. Bends 2 and 9 (sharp bends to left and right) to verify brakes when turning into the bend and engine elasticity when leaving it. The next two equal radius bends, 4 and 5, were designed to verify centrifugal effects on fuel supply and handling between left and right. The uphill slope, with its 6.5% incline as from bend 6, and the straight between bends 6 and 7, with a number of ups and downs including a first hump, a dip and another hump, were designed to highlight variations in stability during car trajectory transients. The road between curves 10 and 14 was intended to highlight overall car performance, particularly from an aerodynamic viewpoint. Chicane 15 provides a good indication of engine and chassis behaviour during acceleration, particularly relating to drive.
The exposure to the sunlight is particularly good in the most difficult parts of the track. The two yellow lines on the roadsides highlight the route constantly. The camber, which is never less than 2.5%, guarantees rain water drainage.
A "steering pad" was built on the northern border, between bends 3 and 4, to measure tyre deflection as well as suspension and general behaviour on bends. There are 5 lanes each 5 metres wide, and one 4-metre wide lane; the minimum radius is 25 metres, the maximum 55 metres.
Elastic barriers are positioned where necessary along the course and to guide cars into the underpass, with lights extending for 18 metres. There are also safety areas with gravel beds full of smooth stones, at the end of the escape roads of bends 2, 4, 6, 9, 11 and 13.
The circuit is fitted with a computerised system which sends all the information necessary for vehicle development to the pits: technical measurements, speed, lap times and all other technical and chronometric data necessary. A closed circuit television system with 10 fixed cameras films the cars at all points on the course.
The pits positioned beside the straight contain the television, timing and computer control room. The track is equipped with a fire engine and other extinguishers in set positions, in addition to an emergency ambulance. The area is completely fenced in. The main entrance is on the South side, but there is another entrance on the North, from the main road to Modena. There is a general services area, with a workshop for small maintenance jobs, an entrance car park for vehicles, a management and service centre and visitors centre.
MCLAREN:
McLaren began in 1963 when Bruce McLaren formed "Bruce McLaren Motor Racing Ltd".
The McLaren car made its Formula One debut at the Monaco Grand Prix in 1966.
Bruce McLaren was killed while testing a Can-Am sportscar at Goodwood in 1970.
The current company, McLaren International was formed in September 1980 as a result of a merger between Team McLaren and Project Four, a British company owned by the current Managing Director, Ron Dennis. Project Four had already won international Formula 2 and Formula 3 Championships.
The TAG ("Techniques D'Avant Garde") Group first joined forces with McLaren International in 1982 when it financed the development of a new Grand Prix Turbo engine. Built by Porsche to McLaren's specification, the engine dominated Formula One in 1984 and 1985.
The TAG Group became a major shareholder in McLaren International in 1985.
It is TAG McLaren Holdings that now owns McLaren International, TAG McLaren Marketing Services (formed in 1987), McLaren Cars (formed in 1989) and TAG Electronics Systems (formed in 1989).
McLaren's first Formula One victory was in Belgium in 1968 with Bruce McLaren driving a McLaren Ford.
Throughout its 32 years of racing, McLaren has proven to be one of the most successful Formula One teams of all time with 116 Grands Prix wins. (NB Williams have had 99 wins, and Benetton have had 26)
To date, McLaren has raced in 476 Grands Prix.
Whilst Ferrari has been the most successful team with 119 wins to date, it has been racing for 16 years more than McLaren, has been in 127 more Grands Prix and has only achieved three more Grands Prix wins.
McLaren has won 8 Constructors World Championship titles, the first of which was in 1974, when it also won the first of its 10 Drivers World Championship titles.
McLaren is the only team to have won four consecutive Drivers and Constructors Championships (1988-1991).
McLaren has had 14 double wins from one pair of drivers, the highest ever in F1 history. These were achieved by Senna and Prost in 1988 and 1989. Williams has the second highest number, with 8 double wins.
Over the years, McLaren's victorious drivers have been:
No of Grands Prix
wins for McLaren No of Championships
won whilst driving
for McLaren
Ayrton Senna 35 3
Alain Prost 30 3
James Hunt 9 1
Niki Lauda 8 1
Denny Hulme 6 0
Emerson Fittipaldi 5 1
John Watson 4 0
Gerhard Berger 3 0
Peter Revson 2 0
Bruce McLaren 1 0
Jochen Mass 1 0
David Coulthard 3 0
Mika Hakkinen 9 1
Championships have been won with the aid of Ford, TAG Porsche and Honda engines.
In addition, McLaren cars have won the Indianapolis 500 three times, the Can-Am sportscars championship five times consecutively, and the McLaren GTR won Le Mans in 1995. In 1997 the McLaren GTR finished first and second in class and second and third overall at Le Mans.
In 1985, the TAG Group became a partner.
In 1995, McLaren entered into a long-term partnership with Mercedes-Benz, a company whose pedigree is well established over the past 102 years of competition, both in Grands Prix motor racing and World Championship Sportscars.
McLaren entered into its title partnership with Reemtsma, which produces West cigarettes, in 1996.
Our current corporate partners are Hugo Boss, TAG Heuer, Schweppes, Finlandia, Warsteiner, Siemens, and Schueco.
Official suppliers are Samsung, Charmilles Technologies, Targetti, Enkei, Yamazaki Mazak, GS Battery, Sports Marketing Surveys, and Garnett Dickinson.
Current technology partners are Mobil, Bridgestone, Computer Associates, Loctite, British Aerospace, Sun Microsystems, Kenwood, and PTC.
McLaren International is located in Woking, England, with expertise supplied by a 325 strong team of designers, engineers and skilled staff, complemented by advanced Computer-Aided Design and Manufacturing (CAD/CAM) facilities.
The group covers an area of approximately 200,000 square feet.
Awards
The Group was the winner of the British Computer Society Awards in 1993.
LOTUS:
When the name Lotus is mentioned the man, Colin Chapman comes immediately into mind. The founder of Lotus, Anthony Colin Bruce Chapman, was born of ordinary, parents in the London area of England on May 19, 1928. His youth was filled with typical English boyhood antics and schooling. By the age of 17 he was entering the University College of London University to study engineering. And, as any story about motorcars would begin, Colin was already travelling about on his Panther 350cc motorcycle. Unfortunately the Panther was short lived and by the University's welcoming dance the Panther was written off, having been smashed into the door of a taxi. His interest motorcars had yet to be piqued but, with the arrival of Christmas Colin was presented with a '37 maroon Morris 8 Tourer.
The Morris was lavished with Colin's attention and was used for transporting himself to and from is home and the University. Often he would have fellow students Colin Dare and Hazel Williams, who Colin had met at a dance in 1945, as passengers in his journeys. These journeys were not without peril and adventure. But Colin had turned them into sport, always interested in setting new records for traveling the distance between home and Hazel's, Colin Dare's and school in the shortest amount of time.
It was soon after entering the London University, that he and Colin Dare began a second hand car sales business. The year being 1946 cars were scarce and the business boomed, growing to one to two cars being bought and sold per week. Often lectures were skipped in order that "deals" could be secured. As the inventory of cars g rew the space to keep the cars became insufficient and the two Colins were seen stashing cars in the lock up shed behind Hazel's home. The normal buying and selling became easy and the two Colins grew into modifying and improving their cars before placing them on the block. This brought greater profits, but more work. This booming business was not to last as in 1947 the British government did away with the basic petro rationing and new cars became plentiful and the demand for second hand vehicles crashed. The business was disbanded and what remained was an old clapped out 1937 Austin 7.
This old Austin was to be the basis of the first Lotus, the Mark 1. Only the chassis and drivetrain were retained as Colin fashioned a totally new body and modified the engine and suspension. The Austin was modified to be a trials car, a very English auto competition of driving cars through all sorts of terrain against time. Many of the construction techniques were those that Colin had learned while studying aircraft construction at school. Two trials were entered in the spring of 1948 and the Mark 1 Lotus scored its first two class wins. Colin continued to develop and modify the Mark 1. First larger wheels and tires were fitted and the front beam axle was split and hinged in the centered to provide independent front suspension. However with the coming of late spring work on the Mark 1 tapered off to benefit of Colin's studies. By the end of the year 1947 Colin Chapman had completed his engineering studies and officially attained B.Sc.(Eng).
By now Colin was quite familiar with the short comings of the Mark 1 and the construction of a Mark 2 appealed to him to eliminate those inadequacies. Work had only begun on the new car when Colin enrolled in military service in the RAF, where he learned to fly. He became even more intrigued by airplanes, specifically, in their flight and engineering. It was to be an important experience for this budding engineer. During his leaves Colin would return to the lock-up garage behind Hazel's home to work on the Mark 2. At times Hazel began to resent the attention the new car was getting. Colin had little time for dates, instead, before rushing back to camp, he would present her with a job list that had to be completed before Colin's next leave.
The Mark 2 was completed by late 1948. The speed and performance of the Mark 2 further enthused Colin's interest in motor sport, however this was not until a 1172cc Ford 10 engine had replaced the worn Ford 8 engine.
In September of 1949 Colin's term with the RAF was completed and a future in the RAF had no appeal to him, so it was he returned to civilian life. By December Colin was employed in a London firm of constructional engineers. A life of bridge building seemed to lie ahead for Chapman, something he secretly did not relish. By Christmas the Mark 2 had grown a shapely radiator cowl and an ingenious system for the headlamps. They were mounted in the cowl and made to turn with the steering. The spring of 1950 proved how competitive the Mark 2 was with class wins in trial after trial. The Mark 2 was sold to Mike Lawson, the uncle of Sterling Moss, and Mike continued to win in the next year. In the fall a new formula was introduced for closed circuit racing, 750cc Formula racing. Thus by January of 1951 work on the Lotus Mark 3, a car designed to meet the require- ments of this new formula, had begun. It was this third Lotus that really caught the eyes of the racing community.
With Colin in the driver's seat, the Lotus Mark 3 consistently won races- it was clearly the fastest of the 750cc Formula. The Mark 3 showed all of the now classic signs of the future Lotus. It was light, lean, innovative. It did not merely win, it pounded the competition into submission. It forced the racing governing bodies to regulate specifically against the Mark 3 to preserve equality. This was, as was to be seen in the future, only the first of such occasions where rules were written with Lotus specifically in mind. The die was set, the racing community had been put on it's ear. By November of 1951 Mike Lawson returned to Colin ready to purchase a faster Lotus. By the end of 1951 it was apparent that other competitors were interested and inquiries began to flow into Lotus about obtaining copies of this winning car. Copies of the Mark 3 were built and the Mark 4 was put into motion. January 1stof 1952 marked the official beginning of the Lotus Engineering Company, now located in Colin's father's building in Hornsey.
The Mark 4 was completed and was sold to Mike Lawson who scored class wins race after race in 1952. By late 1952 Chapman had noted the demand that existed for the sale of components that assembled into a complete car. The Mark 5 was shelved to design and build components to fill this market. So it was that the Mark 6 was born. Chapman had noted that the twin channel chassis construction of the Austins became heavy when properly reinforced, thus with his engineering knowledge Chapman designed a robust multi-tubular body-frame. The new structure was light, yet extremely rigid. There was no room for excess, every tube had a job. The resultant space frame for the Mark 6 weighed only 55 pounds, and when panels and mounting brackets were added the full up weight tipped only 90 pounds! The success of the Mark 6 was verified by the list of customers lined up to purchase copies of the winning car.
By late 1953 the Mark 8 was introduced and Colin finally married Hazel. The small firm cars continued to flourish, their cars finishing with numerous victories generating orders for the Chapman creations to pour in at rates far exceeding production. Finally Colin was no longer able to hold down two jobs, that with British Aluminum and running a full time car construction firm, the budding Lotus company was triumphant- Colin was theirs full time.
The next few years were spent pursuing victories at Le Mans, the cars; the Mark 9, the Lotus Eleven and the Lotus 14, Elite. By 1960 the Le Mans victories were in hand and Chapman's interests in racing turned from Sports Racer vehicles to open wheeled race cars, Formula Junior, Indianapolis Cars and the World Series of racing; Formula One, an arena dominated by the likes of Ferrari, Mercedes, Porsche, Cooper and BRM.
From 1960 to 1981, Chapman and Lotus became the winningest Formula One Team, posting championship after championship. Establishing a tradition of winning by a total commitment to creating a superior performing car through superior engineering and innovation.
It was a dedication to superior engineering and innovation that took Chapman and Lotus to an Indianapolis victory in 1965 and fielding the infamous STP Turbine cars and 4 wheel drive cars of the late 60's. It was this same dedication that created the first successful full monocoque racing chassis, the first successful fully stressed engine for racing, and the first full composite chassis for a road car.
It was the Chapman connection that brought Ford's money to the small firm of Cosworth, operated by two old employees, Frank Costin and Keith Duckworth. From this came the winningest Formula One engine in history, the Cosworth Ford DFV. The first win came with Jim Clark at the 1967 Dutch Grand Prix. It was the maiden race for the sleek, ultra-light Lotus 49 powered by the Cosworth Ford in its first race. The competition was overwhelmed by the superior chassis and engine and victory was Clark's.
In 1978 Chapman unveiled the Lotus 78 Formula One race car and again the rule books would have to be rewritten as would history. The Lotus 78 used bodywork on the underside that effectively created a venturi, thus as the air rushed under the car the air was forced to accelerate and the pressure of the air was lowered dramatically. The result was downforce never before imaginable, in excess of 2000 pounds of downforce was created in addition to Lotus 78's 1250 pound weight. The Lotus 78 was said to corner as if truly on rails and it took six Grand Prix wins in 1978. The impact upon racing created by ground effects cars were so astounding that by the end of 1981 the ground effects Formula One cars were banned and replaced with flat bottom cars in 1982.
When Chapman died in December of 1982, from a massive heart attack, no one questioned the indelible influence that Chapman and his small English motor car company had upon the engineering and manufacture of automobiles both for racing and for street. Every single automobile on the race track and on the road today owes some part of its design and engineering to Anthony Colin Bruce Chapman and his company, Lotus.
What is missed by racing enthusiasts around the world is the sight of Colin Chapman's black cap sailing across the track as one of his Formula One race cars streaked across the finish line at one of the 78 Grand Prix races won by Lotus. What is missed by automobile enthusiasts around the world is the feeling of great anticipation of what the brilliant mind of Colin Chapman would bring to the roadways for them to savor and enjoy. And, yet the Lotus Legend lives within the walls of the Lotus factory in Hethel, England and with the current Formula One Lotus race cars.
It has been said by many that Colin Chapman accomplished more to influence the modern automobile than any other human. Quite a statement considering the greats who are Chapman's peers. It is enough to say that the automotive engineering and automobiles are in their present state of development due to Colin Chapman: innovator, genius, engineer, driver, founder, enthusiast.
- Lotus builds first single seat formula car, Lotus 12.
- Lotus introduces replacement for Lotus Mark 6, the Lotus Mark 7. Production continues through 1973.
- Lotus introduces first all monocoque Formula One race car, the Lotus 25, a landmark design.
- Jim Clark wins the Indy 500 driving a Lotus.
- The mid-engined Lotus Europa powered by a Lotus modified Renault engine is introduced.
- Lotus moves from Cheshunt to its present home in Hethel, Norfolk, England.
- Lotus introduces the Lotus 49 and wins the Dutch Grand Prix. Another landmark car, taking 8 consecutive pole positions.
- Graham Hill becomes World Champion driving a Lotus 49.
- Mike Kimberley joins Lotus as Chief Engineer for the Twin Cam Europa Project.
- Lotus brings 4 wheel drive cars to Formula One and to Indy.
- Yet another landmark Formula One car in the Lotus 72. A World Championship for Lotus.
- Europa is updated using the 1558cc Lotus Twin Cam engine.
- Worldwide introduction of Esprit S1 and Eclat, powered by the Lotus Type 907 engine.
- Lotus agrees to provide design and development expertise for DeLorean DMC-12.
- Lotus wins the World Championship with Mario Andretti driving the Lotus 79.
- Turbo Esprit introduced to the U.K. market with 210 BHP and revised suspension.
- Lotus Engineering and Technology unit announced.
- Turbo Esprit featured in James Bond film "For Your Eyes Only".
- Lotus cars are not imported to U.S. during 1981 -1982.
- Colin Chapman, founder and chairman, dies at age of 54 on December 16, 1982.
- Active Suspension System announced and demonstrated to the press.
- Formula One wins with drivers Elio de Angelis and Aryton Senna.
- Project M100 begins, for what becomes the new Elan.
- Esprit Turbo SE is introduced with 280 BHP chargecooled engine.
- Lotus Elan is introduced to U.K. market. Front drive roadster with 1588cc 4 valve twin cam engine. Available in standard, normally aspirated and SE, turbocharged, forms.
Lotus is a unique car company that grew from the fertile genius of Colin Chapman. The early creations were a blend of sport, competition and street use cars. As the company grew the cars became purpose built race cars and production road cars that were thinly disguised race cars that spent the weekdays going to and from work and on the
weekends circulating around the local race tracks.
MARK 1 1948
The first, based upon a 1930 Austin 7 saloon. Trials Special
The chassis was constructed in a manner that
Chapman had learned from his engineering
schooling. Every body panel was stressed such
that it would add to overall strength of the
car without adding unnecessary weight, an
engineering philosophy which was to carry on
for the rest of Lotus history.
MARK 2 1949
A much improved specials for Trials, circuit Trials and racing special
and track use. First fitted with a Ford 8 motor Ford 1172 cc side valve
and later upgraded to a 1172cc Ford 10. 4 speed
Significant were the steering headlamps
enclosed by the grill.
MARK 3 1951 to 1952
The first Lotus built for closed circuit 750 Formula Car
racing. Chapman designed to win the 750cc Chassis weighed 65 lbs
Championship. Chapman and his then girl
friend, Hazel, drove the car to the race,
promptly won and then drove home. Chapman
cleverly developed an intake manifold to
"de-siameze" the usual two port Austin
engine, subsequently the rules were changed
to ban such manifolds. The first Lotus
sold to customers.
MARK 4 1952
With his shop behind his father's hosterly Trials Car
in Hornsey, Chapman begat Lotus Engineering.
The Mark 4 was a upgraded Mark 2 with a
MARK 5
This car was never built. It was to be the
first 100mph 750cc formula car.
MARK 6 1952 to 1955
The Mark Six was the first production sports Tubular chassis, 55 lbs
car for Lotus. The Mark Six used independent Ford 1099cc, 40 bhp
front suspension, and a tubular steel space 3 Speed Ford
frame covered by stressed panels of aluminum.
The Mark Six was extremely successful both
on the track and on the road.
MARK 7 1952
The Mark Seven was a Formula 2 racer. Sports Racing Car
That became the Chairmontes special.
Mark 7 Productions Sports Car
An upgraded Mark 6. Its introduction was Series 1: Seven F, Seven 7,
put off until time was found in the busy Super Seven, Seven A,
racing circuit. The chassis is a simplified Seven A America
version of the Eleven with stressed aluminum Series 2: Seven F, Seven A,
panels in the undertray and sides. Numerous Seven A America, Seven,
engines (Ford, BMC, and Coventry Climax) Super Seven, SCCA Cosworth,
and upgrades were made over the 16 years Super Seven 1500,
of production. Still in production today Cosworth Super Seven 1500
in variant of the Caterham Seven.1957 to 1973 Series 3: Economy, Standard,
Seven SS, Seven S
Series 4 (see Type 60)
MARK 8 1954
Chapman brought aerodynamics to racing with Sports Racing Car
Frank Costin, aeronautical aerodynamics MG 1467cc
engineer with De Havilland Aircraft Company. Tubular space frame
The Mark 8 could exceed 125mph with only Independent Front Suspensionundertray illustrating that Costin was fully
aware that the air flow beneath the car was
as important as that above the car a lesson
that Chapman was to later take to the extreme.
MARK 9 1955
With Mike Costin in full time employment Lotus Sports Racing Car
developed a smaller lighter more aerodynamic Coventry Climax FWA
car than the Mk 8. The Mark 9 was raced at Top Speed: 127 mph
Sebring and led at Le Mans in the 1100cc class. 0-60: 7.8 sec
MARK 10 1955
Customer Mike Anthony wanted a Mk8 capable Sports Racing Car
of running a 2 liter six cylinder Bristol Bristol 1971cc engine
engine. The Mk 10 used Dunlop disc brakes Bristol 4 speed
front and rear with an aerodynamic low
drag body.
MARK 11 1956 to 1958
The "Eleven" was a class winning car at Sports Racing Car
Le Mans. It set the world speed record for Coventry Climax:
an 1100cc (67 CID) car at 143mph! The Eleven FWA 1098cc
won in class at the LeMans 24 hours of FWB 1460cc
Endurance in the 1500cc and 1100cc classes Tubular space frame
and took the overall win for the Index oF
Performance. Revised in 1956 to Series 2
specifications.
TYPE 12 1957
The Type 12 was first raced in 1957. Formula 2 and Formula 1
This was the first non-road going Lotus. Coventry Climax FPF
A single seat race car tubular space framed Lotus 5 speed
Formula 2 racer. The car showed promise and Weight: 660 lbs
was Lotus' beginning in what was to become
the most successful modern racing team.
TYPE 13
Was not allocated, but is considered 11 Series 2.
TYPE 14 - Elite 1957 to 1963
The Lotus Elite was introduced at the 1957 Earls Production GT Car
Court Motor Show. Years ahead of its time the Coventry Climax FWE
Elite body and chassis were of a fiberglass Monocoque GRP Chassis/Body
monocoque design with suspension pieces bolted Independent Suspension
to the fiberglass structure at reinforced points. 4 wheel disc brakes
The entire structure was extremely light and Drag Coeficient: 0.30 Cd
rigid. The 1960 LeMans race had four Elites Weight: 1485 lbs
running, one of which won the 1300cc class
and was 14th overall and another won the
Index of Thermal Efficiency.
TYPE 15 1958 to 1960
Aimed at LeMans the sports racing Lotus 15 Sport Racing Car
was based upon the F2 Type 12. Wishbone front Tubular space frame
suspension, fitted with 1.5, 2.0 and 2.2
Climax engines.
TYPE 16 1958 to 1959
The car was a formula car fashioned after the Formula 1 and Formula 2
Vanwall. Uprated engined cars were the first Coventry Climax FPF
Lotus cars to compete in Formula 1. The cars Tubular space Frame
broke continually and failed to score Lotus'
first F1 win.
TYPE 17 1959
This was the last front engined Sports Racing Sports Racing Car
Lotus. A large car designed by Len Terry, Conventry Climax FWA
used strut suspension at all four corners.
TYPE 18 1960
The Lotus revolution begins; the Lotus 18 was Formula 1, 2 and Junior
one of the first race cars with mid-engine Tubular Space Frame
design. Although under powered when compared Double Wishbone suspension
to the competition of the then dominant
Ferraris, the Lotus 18 was capable of out
handling the Ferraris. Thus in the hands of
Sterling Moss Lotus scored its first Formula
One victory at the 1960 Grand Prix of Monaco.
TYPE 19 1960 to 1962
The Type 18 was widened and formed into Lotus' Sports Racing Car
first mid-engined sports racer. Very quick, Tubular Space Frame
powered by 2.0 and 2.5 Climax FPF engines.
The 19B was built for Dan Gurney and powered
by a Ford V8.
TYPE 20 1961
Formula Junior replacement for the Type 18. Formula Junior
Still used the half shafts as the upper Cosworth Ford 105E
suspension link in the rear. Used fiberglass Renault 4 speed
panels for the bodywork. Dominated the class Weight: 805 lbs
powered by a Ford 105E tuned by Cosworth.
Sent to the U.S. powered by a Ford 1500cc
derivative.
TYPE 21 1961
Driven by Jim Clark in both the F1 series Formula 1
and Tasman series. The first car to use Coventry Climax FPF
rocker arm front suspension with inboard ZF 5 speed
front springs and double wishbone rear
suspension.
TYPE 22 1962
Dominated the F2 class is an Formula Junior
understatement. At only 880 lbs and Cosworth Ford 105E
powered with a Cosworth Ford 1098cc Girling Disc Brakes
engine with 100 hp and slanted 300
made the Lotus 22 a winner.
TYPE 23 1962 to 1964
One of the most popular sports racers in Sports Racing
Lotus history. Powered by the Ford based Lotus Twin Cam 1498cc,
engines, 1100cc and later the Lotus Twin Cam. Tubular Space Frame
Used Type 19 suspension, with larger tanks.
TYPE 24 1962
The last space frame (tube) Lotus, this Formula 1
car was basically a Type 21 developed to Coventry Climax FWMV
fit a Climax or BRM V8 engine. The cars ZF 5 speed
were sold to customers who did not suspect
the advent of the Lotus Type 25.
TYPE 25 1962 to 1965
The most successful car of the 1500cc Formula 1
Formula 1 era. It was the first Formula 1 Coventry Climax FWMV
race car to use a chassis based upon ZF 5 speed
monocoque construction. The success Bath Tub Monocoque
of the Lotus 25 allowed Jimmy Clark Weight: 995 lbs
to win 14 Formula One Grand Prix Races
and the World's Driver's Championship
and Lotus to win the World's Constructor's
Championship in 1963.
TYPE 26 - Elan 1962 to 1971
The Elan was the first Lotus use the now Productions Sports Car
famous backbone chassis. The backbone Lotus Twin Cam 1558cc
chassis used the principles of monocoque 26R: Racing Version
construction and was easy to build, yet Series 1: 1962 - 1964
light and very rigid. This structure was Series 2: 1964 - 1965
suspended independently and had disc brakes Series 3: See 36 & 45
at each wheel. The body was fiberglass. Series 4: See Type 45
The Elan continued in production through
TYPE 27 1963
A monocoque Formula Jr. front rocker arm
suspension with lower wishbones and rear
twin radius arms with lower wishbones
and upper links. Initially fiberglass was
used for the tub paneling that was
later replaced by alloy panels.
Formula Junior
Cosworth Ford 1097cc
Weight: 880 lbs
TYPE 28 - The Lotus Cortina 1963 to 1966
Ford of England came to Lotus to build 1000 Production Sedan
special Cortina GT's with a twin cam engine Lotus Twin Cam 1558cc
to compete in Group 2. The Lotus Cortina Ford 4 speed
sported a completely different rear suspension,
light alloy body panels and Lotus Twin Cam
engine. Top speed was 105 mph, 0-60 in 9.9 sec.
So potent was the performance of the Lotus
Cortina that they dominated the Sedan classes.
TYPE 29 1963
The Lotus 29 was based upon the Lotus 25, Indianapolis
but was built with its suspension offset Ford V8 4260cc - 370 bhp
to the left specifically to handle the left Monocoque chassis
turns at the Indianapolis 500. Jim Clark
finished second at Indy, 1st at Milwaukee
and dominated at Trenton.
TYPE 30 1964 to 1965
A powerful Ford V8 pushed this sports racer Group 7 Sports
with backbone chassis. Front suspension was Ford V8 4727cc - 350 bhp
double wishbone and rear was upper wishbone
and reversed lower wishbone.
TYPE 31 1964
And improved version of 1962 Type 22 chassis Formula 3 - Single Seater
design. Powered by a production based 1
liter Ford.
TYPE 32 1964
Using a monocoque chassis powered by Cosworth's Formula 2 and Tasman
new 998cc SCA engine. Based upon a Lotus 27 with Cosworth 998cc, 115 bhp
front suspension similar to the Lotus 25. Hewland Mk 4, 5 speed
Driven by Jim Clark with a 2.5 Liter FPF in the
Tasman series.
TYPE 33 1964 to 1965
The Lotus 33 evolved from the Lotus 25. The 33 Formula 1; Single Seater
nearly took Jim Clark and Lotus to back to back Coventry Climax FWMV
Driver's and Constructor's Championships in 1964. ZF 5DS10, 5 speed
It was only a split oil line on the last lap Aluminum Monocoque
of the last race that robbed them of their Weight: 985 lbs
victories. But, in 1965 the Lotus 33 did its job,
taking Clark and Lotus to their second Championship.
TYPE 34 1964
Lotus assaulted Indy with a modified version Indianapolis
of the Lotus 29, powered by a Ford four-cam V8. Ford 4200cc V8, 4 cam
Extremely quick set lap records but was Monocoque chassis
hampered by inadequate Dunlop tires. Won at Weight: 1250 lbs
Milwaukee with Parnelli Jones, Foyt second.
Parnelli won again at Trenton. Foyt 2nd in
the 1965 Indy.
TYPE 35 1965
A formula car for F2 and F3 developed from Formula 2, 3 and Formula B
the Type 27 and 32. Monocoque chassis with
front upper rocking arms and lower wishbones,
rear was reversed lower wishbones with
top links.
TYPE 36 1965
Type number designated for the fixed head
Coupe version of the Type 26 Elan
TYPE 37 1965
The ultimate Seven? Used formula sports Clubman Sports Car
racer suspension, independent rear suspension Ford 116E 1499cc
with Elite differential. Very quick.
Only one made.
TYPE 38 1965
Again a full monocoque single seat race car Indianapolis
built for one race, the Indy 500. Powered Ford four cam V8 4200cc, 500 bhp
by a quad cam V8 Ford, the Lotus 38 used an ZF 2 speed
offset chassis similar in design to that of Full monocoque
the Lotus 29. Jim Clark dominated the 1965 Weight: 1250 lbs
Indy 500 winning it handily. The Lotus 38
was the first mid-engine car and first
British car to win at Indy. The Lotus 38
returned in 1966 to finish second at Indy.
TYPE 39 1966
This was a Type 33 modified by Maurice Phillippe. Tasman Formula
The 39 used a space frame subframe to carry a Coventry Climax FPFchassis to win a Tasman Championship for Jim Clark
TYPE 40 1965
The Lotus 30 was strengthened with a stronger Sports Racing
chassis and suspension. The bodywork was Ford 5.3 liter V8, 410 bhp
distinctive with two angled stack exhausts Hewland LG500 5 speed
emerging from the rear deck. The last Lotus Backbone chassis
sports racer to be built. Only 3 built.
TYPE 41, 41B, 41C 1966 to 1968
A Formula 3 car used a wide track and spaceframe Formula 2, 3 and B
chassis based upon the Lotus 22 and 31. Cosworth MAE - 100 bhp
The 41 chassis was stiffer due to added Hewland Mk4 4 speed
sheet steel paneling around the pedal box
and undertray. The 41B was the Formula B
version for America.
TYPE 42 1967
The 1966 Indy car intended for a BRM H16 Indianapolisready and the car was fitted with a ZF 2 speed
Ford V8 for 1967. A tubular space frame Monocoque & space frame
was added to carry the Ford V8. The
monocoque ended behind the driver and the
original BRM engine was to carry the rear
suspension.
TYPE 43 1966 - 1967
Chapman truncated the monocoque chassis, ending Formula 1
it abruptly behind the driver. The engine was BRM H16 2996cc
mounted to the rear bulkhead and the entire BRM 6 speed
rear suspension was mounted to the engine and Stressed Monocoque
transaxle. Other teams declared that the car Weight: 1105 lbs
would fold in half at the first corner. Today
EVERY Formula One, Indy Car and World Endurance
Cup car has a truncated monocoque chassis with
its engine and transaxle carrying the rear
suspension, it is now accepted as the "only"
way to build a fast race car.
TYPE 44 1966
A Formula 2 monocoque car based upon the 35 Formula 2
with 41 wide-track suspension. Powered by a
Cosworth SCA 997cc engine with 140 bhp and
fitted with a Hewland 5 speed gear box.
TYPE 45 1967
The Series 3 Elan. Replaced the Type 26 Production Sports Car
with detail changes to the body and interior.
A SE (Special Equipment version with 115 bhp
was introduced.
TYPE 46 - Europa 1966 to 1967
The first roadable mid-priced mid-engined Production Sports Car
street car produced. The Europa were powered Series 1
by a Lotus modified Renault engine producing Series 2: See 54 & 65
some 85 horsepower. Fitted in a backbone Twin Cam: See 74
chassis with a fiberglass body Thus seemingly
meager 85 HP moved the Europa down the road
with 0 to 60 times under 10 seconds. As usual
the handling was often described by motor
journalist as being the nearest thing to a
Formula car for the street.
TYPE 47 1967
Powered by a 165 hp 1594cc Lotus Ford Twin Cam Competition Sports Car
engine this was the racing version of the Type 46. Lotus Cosworth 1594cc
Light weight alloy components were used in the Hewland FT200 5 speed
suspension. The 47 was successful in the 2 liter
class.
TYPE 48 1968
A 1600cc Formula 2 car with a monocoque Formula 2
chassis and a tubular space frame engine Cosworth 1599c
bay. Suspension was similar to the Lotus 44. ZF 5DS12, 5 speed
The Lotus 48 won numerous times in Europe
and Australia's Tasman Cup.
TYPE 49, 1967 1967 to 1970
The Lotus 49 was an uprated Lotus 43 designed Formula 1
for Formula 1 using a truncated monocoque Cosworth Ford DFV V8
chassis. In its inaugural race it not only ZF 5DS12, 5 speed
took pole position in the hands of Graham Hill Monocoque
but was victorious in the hands of Jim Clark. Stressed engine
It was the car which introduced to racing to Weight: 1100 lbs
the winningest Formula 1 engine, the Ford DFV.
Later derivatives of the Lotus 49 introduced
aerofoils, high mounted wings, wedge shaped
body panels, and the use of air management to
create downforce. The Lotus 49 took Lotus to
the Constructor's Championship in 1968.
TYPE 50 - The Elan Plus 2 1967 to 1974
An enlarged Elan chassis allowing for a Production Sports Coupe
roomy interior and two small extra seats. Plus 2S - 1968
Backbone chassis, with Lotus twin cam Plus 2S 130 - 1971
engine. Upgrade versions were later offered. Plus 2S 130/5 - 1972
Top speed was over 120 mph, 0-60 in 8.2
seconds and fuel consumption 28 mpg.
TYPE 51, 51A, 51C 1967 to 1968
Based upon the space frame of the Type 22 Formula Ford
and 31 and powered by a Ford Cortina GT Ford Cortina GT 1599cc
push rod engine with narrow road type tires.
TYPE 52 1968
This was the prototype of what was to be- Proposed Production GT
come the Europa Twin Cam, but the car was
shelved until 1971
TYPE 53 1968
Another shelved project, a sports racer Sports Racing Car
derived from the Type 23.
TYPE 54 1968
The Series 2 Europa, a separate chassis and Production GT
body and improved equipment and interior.
TYPE 55 1968
A Formula 3 car based upon the Type 41, the Formula 3
first Lotus to show a truly wedged shaped body.
Used Gold Leaf Team Lotus Colors.
TYPE 56 1968
The Lotus 56 was sponsored by STP and Indianapolis
Andy Granatelli. It was Granatelli's second Pratt & Whitney turbine
year at the 1968 Indy 500 with a turbine Ferguson 4 wheel drive
powered car. The car's body was shaped as Full Monocoque chassis
closely to a outright wedge as possible, thus Weight: 1350 lbs
the body of the car was capable of developing
extreme downforce. This design coupled with
the Pratt & Whitney turbine allowed the
Lotus 56 to dominate not only in qualifying,
but Joe Leonard and Art Pollard ran away and
hid from the field only to be sidelined in the
waning laps while leading by a 10 cent O-ring.
TYPE 56B 1968
After the success of the 56 a Formula 1 gas Formula 1
turbine equivalent of the 56 with four wheel Pratt & Whitney turbine
drive was developed. However the engine was Ferguson 4 wheel drive
not ready until 1970 and the 56B was not
raced until 1971.
TYPE 57 1968
A design study for a Formula 1 car with deDion Formula 1
rear suspension that did not get beyond the
design stage.
TYPE 58 1968
A Formula 2 car with de Dion rear suspension. Formula 2
Built and tested with both a Cosworth FVAfor Formula 1.
TYPE 59, 59B 59F 1969 to 1970
The Lotus 59 was prepared for Formula 3 and Formula 2, 3, Ford
powered by a 997cc Holbay Ford. The chassis
was a tubular space frame with fiberglass
panels. The car is best known for its
distinctive nose.
TYPE 60 - Seven Series 4 1970 to 1973
The Series 4 Seven used a Elan-like backbone Production Sports Car
chassis with Europa front suspension. Powered
by either a Lotus twin cam or 1600cc Ford
push rod engine. A one piece fiberglass body
was used.
TYPE 61, 61M 1969 to 1971
A wedge shaped Formula Ford with multi-tubular Formula Ford
space frame and stress steel undertray. The Lotus Holbay LH/105
car was successfully used for racing and for Hewland Mk6, 4 speed
Russell's driving schools.
TYPE 62, 1969 1969
A tubular space framed Europa coupe with a Prototypeengine and used double wishbone suspension ZF 5DS2, 5 speed
at both front and rear. Only 2 built.
TYPE 63 1969
A four wheel drive Formula 1 car with a Formula 1
monocoque center tub with tubular space Cosworth Ford DFV V8
frame sections at each end. Powered by a Lotus Hewland 5 speed
Cosworth Ford DFV, based on Type 56.
TYPE 64 1969
The Lotus 64 was powered by the Ford Indianapolis
Indy V8. Chapman had seen the benefit Ford V8 2605 ccat the helm set record times during the 4 wheel drive
practice sessions. However the car never
raced due to poorly heat-treated rear hubs.
TYPE 65 1969 to 1970
U.S. Federal equipped Europa Series 2. Production GT
Used larger capacity Renault engines ofheight requirements.
TYPE 66
Only Lotus and Chapman know.
TYPE 67 1970
Proposed Tasman car, but car was never built.
TYPE 68 1969
Prototype Formula A/5000. Wedge bodywork Formula A and 5000
and Ford 4945cc 480 bhp V8 powered. Had Ford Boss 302 V8
a wedge shaped monocoque chassis. Originally Hewland LG600, 4 speed
used tail radiators but were later moved
to the nose.
TYPE 69 1970 to 1971
Formula 2 and 3 car developed from the Formula 2, 3 and Ford
Type 59 to meet the uprated Formula 2
requirements. Radiator was mounted lower
and was covered by a lower more wedge-like
nose.
TYPE 70 1970
A much modified Lotus 68 designed to be Formula 5000 and Formula A
powered by an Chevrolet 5 liter V8. Later
a second car was built for a Ford Boss 302
engine. Only 7 cars were built with
limited racing success.
TYPE 71
The number was never used.
TYPE 72 1970 to 1975
The winningest Formula One race car ever Formula 1
raced. The Lotus 72 used variable rate Cosworth Ford DFV
torsion bar springs at both front and V8, 2993cc
rear, front inboard disc brakes, the Hewland FG, 5 speed
continuation of the wedge aerodynamic Monocoque chassis
bodywork, multiple element rear wing Weight: 1170 lbs
and side radiators. Today nearly every
formula car uses these elements introduced
by the Lotus 72. The Lotus 72 won 3
World's Constructor's Championships and 2
Driver's Championships and is the only
Formula One race car to have won 20
Grand Prix races.
TYPE 73 1972
The last commercially available race car Formula 3
from Lotus. Much of the development for Novamotor Ford twin cam
the 72 was incorporated into the 73. Hewland Mk8, 5 speed
Distinctive for its flat wedge nose
and rounded monocoque sides.
TYPE 74 1973
Known as the Texaco Stars, an alloy Formula 2
monocoque chassis with inboard disc Lotus 906, 1973cc
brakes and front and rear torsion bar ZF, 5 speed
suspension. Introduced the Lotus 906
engine.
TYPE 74 - Europa Twin Cam 1971 to 1975
Design project of new Lotus engineer, Production GT
Mike Kimberley. Europa, type 65 was Lotus twin cam 1558cc
fitted with Lotus twin cam engine and Renault 5 speed
received improved cockpit and lower
rear buttress panels. Top speed was
TYPE 75 - Elite 1974 to 1980
The new Elite used the backbone chassis Production GT car
design to carry the four seat fiberglass Lotus 907 1973cc
body. The engine was an all Lotus design: 140 bhp
an aluminum, dual overhead cam, four Lotus 5speed
cylinder design displacing 1973cc's, Steel Backbone chassis
designated the 907. This engine was the Weight: 2240 lbs
first engine to use a four valve per
cylinder design for street use. The 907
produced 140 horsepower and met the
strict environmental requirements without
the use of smog pumps and catalytic
converters.
TYPE 76 1974
The JPS Mk1, designed as a replacement Formula 1
for the Type 72. Featured twin brake Cosworth DFV V8
pedals (for left foot braking), with Hewland FG400, 5 speed
electronic activated clutch controlled
by a button atop the gear selector.
TYPE 76 - Eclat 1975 to 1982
Basically a fast back version of the Production Coupe
Elite; mechanically identical and the Lotus 907 1973cc
body was the same from the B-pillar Lotus 912 2174 cc (1980)
forward. Originally powered by Lotus 907
engine, then in 1980 received 2.2 liter
Lotus 912 engine.
TYPE 77 1976
Officially known as the JPS MkII. An Formula 1
experimental Formula 1 car at was dubbed Cosworth DFV V8
the "adjustacar". Nearly every component Hewland FG400, 5 speed
was adjustable including the length and
width of the car.
TYPE 78 1977 to 1978
The Lotus 78 was the first car to exploit Formula 1
the air passing beneath it to develop Hewland FG400, 5 speed
downforce, "Ground Effects". The Ground Ground Effects
Effects Lotus 78 de veloped in excess of Weight: 1310 lbswould round corners 20 to 40 mph faster
than the competition. The Lotus 78 used,
Cellite sandwich material
(aluminum honeycomb) in the monocoque
chassis.
TYPE 79 1978 to 1979
The Lotus 79 refined the concept of Formula 1
Ground Effects to its fullest extension. Cosworth DFV V8
It dominated the season scoring 8 Hewland FG400, 5 speed
Grand Prix wins out of the 16 races. Monocoque aluminum honeycomb
Lotus became the 1st team in Formula 1 Weight: 1310 lbs
history to score 3 consecutive 1-2 victories.
Lotus again won the Constructor's and
Driver's Championships. Every race car today
uses the Ground Effects system of under
car air management.
TYPE 79 - Esprit 1975 to 1981
The Lotus Esprit was the successor to Production GT
popular Lotus Europa. Giorgetto Giugiaro, Lotus 907 DOHC
head of Ital Designs in Italy designed 1973cc, 140 bhp
the body. The mid-engined Esprit was Maserati SM, 5 speed
powered by the 907 Lotus engine and Weight: 2220 lbs
weighed only 2200 pounds. The Esprit
accelerated 0-60 in less than 8 seconds,
cornered at over 0.8 G's and put up near
TYPE 80 1979
The 1979 Formula 1 successor to the Formula 1
Type 79. The side pod "wings" extended Cosworth DFV V8
around and below the gear box. Monocoque Lotus Hewland FGA
used aluminum honeycomb with titanium for Weight: 1275 lbs
strengthening. The cars suffered from side
pod skirt damage, breaking the suction.
TYPE 81 1980 to 1981
The 81 was the first Essex sponsored F1 car. Formula 1
The car had no front wings and relied upon Cosworth DFV 2993cc
the side pods and rear wing for aerodynamic Lotus Hewland FGA
downforce. Monocoque chassis was a uprated
Lotus 80.
TYPE 81 - Sunbeam Lotus Talbot 1980
The number was also used for the Sunbeam Production Sedan
Lotus Talbot. Another excercise similar to Lotus 912 DOHC
the Type 28 Lotus Cortina. A derivative of 4 valve engine
the Lotus 907 engine was dropped into a
Chyrsler (Omni) Sunbeam chassis and became
an instant Rallye winner
TYPE 82 - Esprit Turbo 1981 to present
In 1981 Lotus added a turbocharger to an Production GT
uprated 907 engine, dubbed the 910. Lotus 910 DOHC 2174ccplaced the carburetors downstream of the Backbone & space frame
turbo enabling them to raise the Weight: 2800 lbs
compression ratio, thus enhancing the
efficiency of the engine and eliminating
turbo lag. Turbo Esprit was capable of
going from 0 to 60 in 6 seconds and
breaking 150 MPH. In 1986 displace rose
to 2.2 liters with fuel injection. The
power rose to 215 bhp. In 1989 a electronic
engine management system and chargecooler
was added. Power rose to 264 - 280 bhp.to 163 mph.
TYPE 83 - Elite Series 2 1980 to 1982
The Series 2 production of the Elite. Production GT car
Powered by 2.2 liter Lotus 912 engine Lotus 912 DOHC
and used a Getrag 5 speed gearbox or
Borg Warner automatic.
TYPE 84 - Eclat Series 2 1980 to 1982
The Series 2 production of the Eclat. Production GT car
Powered by 2.2 liter Lotus 912 engine Lotus 912 DOHC 4 valve
and used a Getrag 5 speed gearbox.
TYPE 85 - Esprit Series 3 1980 to 1982
The Esprit S3 was fitted with the same Production GT
chassis and suspension as the Turbo Esprit Lotus 912 DOHC 4 valve
but was powered by the normally aspirated
TYPE 86 1980
The Lotus 86 never raced. The Lotus 86 was Formula 1
yet another of Chapman's strokes of genius, Cosworth DFV V8
for it used two chassis, one for Lotus Hewland FGA
aerodynamic ground effects downforce and
the other to carry the driver. It was a
system that allowed the driver to be
insulated from the harshness of the stiffly
sprung aerodynamic chassis by putting him
in a separate softly sprung chassis.
TYPE 87 1981 to 1982
This was the single chassis version of the Formula 1
Type 88. The 87 was the first Lotus application Cosworth DFV V8
of carbon composite used for the chassis. The Lotus Hewland FGA
TYPE 88 1981
An improved version of the Type 86 dual chassis Formula 1
car. Used a primary carbon and kevlar monocoque Cosworth DFV V8
primary chassis with a secondary carbon composite Lotus Hewland FGA
aerodynamic chassis. Lotus and McLaren were the Carbon Composite Chassis
first to use carbon composite technology.
Eventually was banned.
TYPE 89 - Excel 1982 to Present
The Eclat was improved with revised styling and Production GT
subtantial changes in the running gear using Lotus 910, 2174cc
Toyota gearbox and differential. The suspension Steel backbone chassis
was improved and Toyota disc brakes were used.
TYPE 90 1981
The proposed new Elan project, using Toyota Proposed Sports Car
running gear. Became project X100 when
Toyota running gear was dropped.
TYPE 91 1982 to 1982
An uprated version of the Type 87B, with a Formula 1
kevlar carbon fiber chassis with fixed side Cosworth DFV V8
skirts. The last of the 91's were used as Carbon/Kevlar chassis
test beds for the new suspension system
and turbocharged engines to be used on
the Type 92.
TYPE 92 1983
With Chapman's death in Dec of '82 the racing Formula 1
world was stunned, but the 92 was another Cosworth DVY Mk1
picture of the genius of the man. The Type 92 Lotus Hewland FGA
was the first racing car to use fully active Carbon/Kevlar chassis
suspension. These were the last Lotus F1 cars
to be powered by Ford Cosworth DFVs.
TYPE 93T 1983
The 93T was a normally suspended 92 with a Formula 1
Renualt turbo engine. Used a Carbon/Kevlar Renault EF1 1492cc V6
monocoque chassis with full length side 650 bhp at 12,000 rpm
pods. Front suspension used pull rods.
TYPE 94T 1983
Gerard Ducarouge joined Lotus and designed Formula 1
the 94T. The 94 used a 91 monocoque Renault EF1 Turbo
strengthened and reworked to fit the Renault Lotus Hewland FGB
turbo engine and revised suspension.
TYPE 95T 1984
An all Decarouge designed F1 car using all Formula 1
new carbon/Kevlar monocoque, front and rear Renault EF1 Turbo
pull rod suspension and used a Renault Lotus Hewland FGB
EFI Turbocharged engine.
Type 96 1984
Roy Winkelmann asked Lotus to build a car CART
to run in the American CART/Indy car series. Cosworth DFX V8
The chassis was a composite of carbon, Kevlar Turbocharged, 2643cc
and aluminum honeycomb monocoque. Suspension Weight: 1500 lbs
was similar to the 95T. The car was not
approved by CART and needed sponsorship
was never found.
Type 97T 1985
An improved version of the 95T. The Formula 1
carbon/Kevlar monocoque was further Renault EF15, 810 bhp
strengthened and a deformable structure Lotus Hewland DGB
crash protective nose box added. Power
was increased with further development
of the Renault turbocharged engine.
Type 98T 1986
A new carbon/Kevlar monocoque construction Formula 1
method allowed the carbon/Kevlar to be molded Renault EF15B
into shapes (not flat sheets). Pull rod
suspension was used at both front and rear.
TYPE 99T 1987
The Lotus 99T was victorious in 2 races, the Formula 1
Monte Carlo Grand Prix and the United States Honda RA166-E
Grand Prix, driven by Ayrton Senna. For over V6 Turbochargeda purely hydraulic computer controlled suspension Carbon/Kevlar chassis
system, eliminating the need for springs, shock Active Suspension
absorbers and anti-sway bars, "Active Suspension". Weight: 1190 lbs
The system was controlled by an on-board computer
that monitored sensors, made millions of
calculations per second and then sent instructions
to hydraulic rams at each wheel. Engine was
supplied by Honda.
TYPE 100T 1988
With the departure of Active Suspension the Formula 1and an uprated Honda engine.
TYPE M100 - Elan 1990 to present
Front drive with interactive wishbone front Production Sports Car
suspension nearly eliminates the negatives Isuzu Lotus 1588cc turbo
of front drive. A backbone chassis is used 5 speed, front drive
with a steel and a VARI produced composite Interactive wishbone suspension
body. Top speed is 137 mph, 0-60 in 6.7
seconds. Powered by a turbocharged 1588cc
DOHC 4 valve 4 cylinder engine jointly
developed by Lotus and Isuzu, 162 bhp.
TYPE 101 1989
The 1989 Frank Dernie designed Formula 1 car. Formula 1
Powered by a Judd V8 and a planned Tickford 5 Judd DV V8, 3496cc
valve head. Used front and rear pull rod
suspension.
TYPE 102 1990
The chassis was modified and strengthened Formula 1
to take a Lamborghini V12. Aerodynamic Lamborghini V12, 3493cc, 600 bhp
testing was done to improve air flow.
TYPE M104 - Lotus Carlton/Omega 1990
Lotus developed and built version of the Production Sedan
Vauxhall Omega and Opel Omega 4 door sedan 3.6 liter V6, 24 valves,
with a 3.6 liter 24 valve twin turbo straight twin turbo
six. A 6 speed gearbox from the Lotus 360 bhp
developed Corvette ZR-1 allows the Lotus
Carlton/Omega to hit 170 mph and 0-60 in
under 6 seconds.
First to use the Chapman Strut -Adapted for use on front suspension
Independent Rear Suspension. as MacPherson Strut.
First to develop a successful -Monocoque construction is now adapted
full Monocoque racing chassis. for automobiles as "Unit" body chassis.
First to use composite car -Composites are used on all cars today.
construction.
First to develop & use Vacuum -Patented Lotus process insures quality
Assisted Resin Injection body finished parts.construction.
First to develop and race gas- -Full Time four wheel drive technology
turbine engines with four is common place in both racing and
wheel drive. for road use.First to race in Formula One a
car with four wheel drive.First to race in Formula One aturbine powered car.
First to successfully develop -Today every race car uses some form
and use ground effects of ground effects aerodynamics.
aerodynamics on racing cars.
First to use Backbone Monocoque -Provides a strong and ridged platform
Chassis design for road cars. for good handling, ride and performance.
First to mass produce and offer -Multi-valve technology was not used by
a 16 valve, double overhead cam Porsche or Ferrari until the mid-80's.First to use mid-chassis side pod -Today EVERY Formula race car uses side
radiators on Formula race cars. mounted radiators.
First to develop a fully active -Forms of Active suspension are now
computer controlled hydraulic appearing on high end luxury cars,
suspension, eliminating the need but only Lotus has developed a fully
for springs and shock absorbers. active system and used it in racing.
First to use multi-element rear -Today EVERY race car using a wing is
wings in Formula One. multi-element.
First to use hidden headlamps -Common place today for superior
on a road car. aerodynamics.
First to use Interactive Wishbone -Lotus' patented system eliminates front
suspension for Front Driven Cars. drive torque steer and bump steer.
First to develop Active Anti- -Again Lotus on the forefront of
Noise system technology.
ASTON MARTIN:
Founded in 1914 by Lionel Martin and Robert Bamford in a small West London workshop, Aston Martin has grown over more than 80 years to become a world renowned manufacturer of the finest, exclusive, luxury sports cars.
Now with financial and technological security and with a strong customer focus, Aston Martin faces the next Millennium with confidence and eager anticipation.
At its traditional base in Newport Pagnell and the new DB7 facility in Bloxham, Aston Martin continues to instil as much care and attention into creating cars as it did over 80 years ago.
Aston Martin is the marque for motoring enthusiasts. Its cars have never been created as simply transportation but as driving machines with character and soul.
Those who have helped guide the company through its remarkable history have done so with deep personal conviction. Founders Lionel Martin and Robert Bamford built their first car in 1914 and all those that have followed them at Aston Martin have shared a common belief - that motor cars should be built to the highest standards, enjoy a distinctive, individual character and above all, be exhilarating to drive and own.
Throughout the years Aston Martin has continued to flourish because the belief and passion that exists within its people, its customers and followers, has ensured that the flame continues to burn brightly.
The name of Aston Martin and the ideals it stands for are bigger than the mere machinations of business and that reputation is now more secure than ever.
This brief selection from the Aston Martin album of achievement, plots some of the highlights, on road and track, of a cherished heritage and an extraordinary marque.
With the Early Years characterised by outstanding individual achievement and the spirit of pioneering endeavour, the post war period culminated in racing success at the highest level and the translation of those experiences into production of some of the most beautiful road cars ever built.
Fame and fortune followed as the marque grew from strength to strength, achieving international recognition through film and the exploits of fictional British secret agent, James Bond.
From racetrack to road, the passion for performance remains as strong as ever.
It is doubtful if any car maker has drawn as much strength from its people and friends as Aston Martin. Owners, employees and admirers are enthusiasts to the core, an extended family that stretches around the globe. All keep faith with a rare passion.
The sense of family is strong at Aston Martin with a number of father/son teams employed in our workshops. Owner's sons have grown up alongside their father's Aston Martin and later become owners themselves. But it is more than that. The whole company is a family; a family into which you are welcomed when you become an owner.
In fact owning an Aston Martin is like being part of one of the most exclusive clubs in the world. In more than 80 years a little over 14,000 cars have been made and it says much of our company and our customers that some three quarters of them are still in use and we take a keen interest in every one.
Ours is a small company producing cars to an exceptional standard. Customers regularly watch their cars being built and talk to the craftsmen involved. Indeed we extend an open invitation to all customers to take part in the creation of their own unique Aston Martin.
It is part of the reason owners are so passionate about Aston Martin - they feel part of the history, part of the racing heritage, part of the family.
Every Aston Martin is hand built by men and women who care. Their dedication is in the detail, and the very senses that craft and hone every Aston Martin - sight, feel and touch - live on in the finished car, an enduring and intimate reminder of rare skills. Aston Martin engineering is a very human endeavour which has to satisfy the emotions and the intellect of builder and owner alike.
The creation of every Aston Martin is a consummate coalition of eye and experience, heart and instinct. Time isn't an enemy, it is a friend. There's time enough. Time to perfect and be right in order to maintain standards that are legendary around the world.
When commissioning an Aston Martin, personal expression is only limited by the imagination. Customers are encouraged to take time in selecting colours and textures in the same way and with the same attention to detail as the craftsmen who build the car. The indulgence of blending the finest materials such as Connolly leather, polished veneers and Wilton carpet is an experience which every Aston Martin owner is able to enjoy and savour.
As a result, very few cars are the same; each one an individual and unique statement of personal choice.
LAMORGHINI:
Ferruccio Lamborghini was born in Renazzo di Cento, near Ferrara on April 28, 1916. His passion for engines led him to study mechanical engineering in Bologna, after which, during WWII he served as a mechanic in the Italian armys Central Vehicle Division in Rhodes. Upon his return to Italy after the end of the war, Ferruccio began to purchase surplus military vehicles which he then converted to agricultural machines. Just three years after the end of the war, the Lamborghini tractor factory was designing and building its own tractors. It is hard to say with certainty what made Ferruccio turn his attention from agricultural machinery to luxury sports cars. Perhaps he was simply attracted by the success of his neighbor, Enzo Ferrari. However, legend has it that the idea came to him after a discussion with Enzo Ferrari, when Ferruccio complained about the noisy gearbox in his new Ferrari. It seems that Ferraris reply was simply "You stick to tractors and let me build sports cars." Ferruccio Lamborghini extended his interests into various fields of engineering, such as heating and air conditioning systems and helicopter design. While the former were extremely successful, and are still produced today, his attempts to manufacture helicopters were hindered due to complex bureaucratic controls imposed by the government. The idea was finally abandoned. When it became clear that his son, Antonio, had no interest in the automobile business, Ferruccio began to contemplate retirement. In 1973, Ferruccio sold all his companies, retired to his vineyard in Italy's Umbria province and dedicated his efforts to the production of fine wines. At his estate, La Florita, a grand home surrounded by tennis courts, an Olympic size pool and a museum to house Lamborghini cars, Ferrucio produced a red wine called Colli del Trasimento, and known by everyone as "Blood of the Miura". It was here, at the age of 77, where Ferruccio died on February 20, 1993.
MERCEDES:
Genesis, insofar as the practical automobile is concerned, started with Gottlieb Daimler and Karl Benz. That was in 1886, when these two men each successfully harnessed the power of a lightweight internal combustion engine to a vehicle that would travel on land.
Daimler and Benz worked just 60 miles apart, Daimler in the Stuttgart suburb of Bad Cannstatt, and Benz in Mannheim. Yet they never met, and their companies were not merged until the mid-1920s, a quarter-century after Daimler's death and long after Benz ceased to take an active role in his company.
The stage for their accomplishments was set by others: the wheel was invented back in antiquity, steel was being manufactured in the middle of the 19th century, and crude oil in commercial quantities was discovered in 1857. A railroad spanned North America by 1869, and Nikolaus Otto, another German, invented the four-stroke internal combustion engine in 1873. The idea was obvious.
But Daimler and Benz were the ones who made the concept of individual transport work.
They built the first motorcycle, the first bus, the first truck and the first diesel powered truck; they built the first internal-combustion powered boat, and Daimler's engines were in the first successful air-craft that was controlled by anything other than the winds. Though unaware of it, they also laid the foundations for the Daimler-Benz AG, both in terms of the various directions they pursued and in the name they established for quality and performance.
Even at the beginning, the reputations of Daimler and Benz spread quickly. As the 19th century was drawing to a close, many nations were in the middle of a shift from an agrarian to an industrial econo
my, the need for their ideas was urgent, and their inventions were sought by companies in other lands. Daimler, the more visionary of the two, was especially active in this field. Two of his French licensees, Panhand et Levassor and Peugeot, formed the basis for the French auto industry.
Daimler's first license for North America was issued in 1888; eight years before Henry Ford built his Quadricycle. William Steinway, the American piano manufacturer, was in Germany and heard about Daimler's engines. He paid a visit, was treated to a ride, and liked what he saw. Daimler liked the idea of having an American licensee, and on October 6, they signed an agreement.
Back home, Steinway concentrated on selling engines for streetcars and boats.
Steinway died in 1896, and the automotive part of his firm was reorganized as the Daimler Manufacturing Company, which started production of delivery vans in 1901. By 1905, they were making luxury cars and did so for three years before deciding to concentrate on pianos.
The only remaining "American" Mercedes, symbol of what might have been, now occupies a place of honor in the headquarters of Mercedes-Benz USA, the largest single subsidiary, in Montvale, N.J.
Who was Mercedes? She was a 12-year old girl, Mercedes Jellinek by name, the daughter of Emil Jellinek, the Austro-Hungarian consul in Nice, France, at the turn of the century.
The biggest automotive event of the year on the Cote d'Azur was Nice Speed Week. Jellinek, as the local enthusiast, entered a 23 hp Daimler racing car in the 1899 competition, and the car took first place. After an accident involving the Daimler entry in 1900, Jellinek went to Cannstatt and suggested several major changes for the 1901 model. The new car was lower, longer and lighter than anything they had done before, with a different radiator and a new engine. It was the forerunner of the modern automobile. Jellinek prevailed upon the Daimlers to name it after his daughter, the car went to Nice and won practically everything - and Daimler cars have been named Mercedes ever since.
There was no three-pointed star on that first Mercedes, nor on the American Mercedes, for the simple reason that the star did not become the official trademark until 1909. Tradition has it that Gottlieb Daimler sketched the star in the 1870s both as a lucky star over his vehicles, and to symbolize powered vehicles on land, sea and in the air. But that is tradition; the trademark says 1909. Later, of course, it was combined with the Benz circle.
Despite the fact that Daimler and Benz (and later on Daimler-Benz) made a variety of products, the cars were always the great standard bearers as far as the public was concerned. If it wasn't the first Mercedes, or the grand prix winners of 1908 or 1914, then it was the great "S" series of the late 1920s or the 500K and 540K speedsters of the 1930s, or the all-conquering racing cars of both the 1930s and the mid-1950s. And there was also the 300SL gullwing coupes, and the imposing 600 limousines in the '50s and '60s. Today the flag carrier is the 450 series, which ranges from a two seater sports car to a long wheelbase limousine.
But that took place yesterday, or the day before. How it all started was something completely different: two practical engineers, a lucky star, and a 12 year-old girl in the south of France.
It was as simple as that.
Almost...
FOUNDERS:
KARL BENZ-
Born in Karlsruhe, Germany on November 25, 1844, Karl Benz found his life's passion while studying engineering at a local technical school. After several false business starts, "Benz & Companies, Rheinische Gas Engine Factory" was founded in Mannheim on October 1, 1883. Its purpose was "Producing combustion power machines according to the Karl Benz design". He devoted every free moment to the construction of a powered vehicle. On January 29, 1886, Karl Benz received the patent for the world's first automobile powered by an internal combustion engine. It was a three-wheeler. Benz was 84 when he died on April 4, 1929
GOTTLIEB DAIMLER-
Born in Schorndorf, Germany, on March 17, 1834, Gottlieb Daimler was the pioneer of engine powered transportation on land, sea and air. He was a visionary, devoted to the notion that every conceivable vehicle could be equipped with one of his engines. In 1885, he built the first land vehicle powered by an internal combustion engine, a motorcycle. The following year, he built the world's first four-wheeled automobile and became the first person to put an internal combustion engine in a boat. In 1888, he equipped a Zeppelin with Daimler engines. Daimler died on March 3, 1900, at the age of 65.
Rolls-Royce-
It is now almost a century since the first auspicious meeting took place between two men who, despite quite different backgrounds and temperaments, would combine their talents to create a motor car... and a legend.
Mr. Henry Royce, born in 1863, the son of a miller, was a well-established engineer (his Manchester-based firm, F. H. Royce & Co., manufactured cranes and dynamos) when in the spring of 1904 he was introduced to the Hon. Charles Rolls in Manchester. They had agreed to discuss an innovation for F. H. Royce & Co. - making motor cars that would be ahead of their time.
The aristocratic Hon. Charles S. Rolls, born in 1877, the son of a landowner, was noted at the time as an entrepreneur, as well as an adventurer (in Dublin in 1903 he set a world land speed record of 93mph) and a hot-air balloonist (tragically, he was destined to be one of the earliest casualties of aviation when he died in a flying accident in 1910).
Engineer Royce had focused his unquenchable enthusiasm to improve mechanical things on automobiles. He had firm views on the need for quality and a Victorian fancy for expressing his aims in stirring phrases: "Small things make perfection, but perfection is no small thing," declared Mr. Royce. "Whatever is rightly done, however humble, is noble," he added. And one of his cannier observations in this vein was to note that "The quality remains long after the price is forgotten."
The Hon. Charles Rolls was hugely impressed by the precision he found in Mr. Royce's first, two-cylinder prototype. It started on the button and progressed with remarkably silent smoothness. What was more, it did not seem to break down with the regularity which was customary at the time. Charles Rolls appreciated such qualities. He was not himself a professional engineer, but he had acquired a degree in mechanical engineering at Cambridge University and was an accomplished driver. He arranged to borrow the Royce and as soon as he was back in London, rushed round to his business partner, Claude Johnson, and took him on an extended drive to show off its abilities. They were agreed that in the single-minded Mr. Royce they had found an engineering talent to take on the world.
Their first stop was France, where a pioneering Royce went on show at the Paris Salon in early December, 1904. It was a sensation and, two days before Christmas, an historic agreement was signed for Messrs C. S. Rolls and Co. to have exclusive rights to sell Royce cars in Britain, on the understanding that they should henceforth be known by a new name - Rolls-Royce.
Romantic fantasies and whisperings surround the history of the world's most instantly recognised motor car mascot, wistfully described by its creator, the sculptor Charles Sykes, as "A graceful little goddess, the Spirit of Ecstasy, who has selected road travel as her supreme delight and alighted on the prow of a Rolls-Royce motor car to revel in the freshness of the air and the musical sound of her fluttering draperies."
The very first Rolls-Royce motor cars did not feature radiator mascots, but by 1910 the company was concerned to note that some owners were affixing "inappropriate" ornaments. Claude Johnson, then managing director of Rolls-Royce Motor Cars, was asked to see to the commissioning of something more suitably dignified and graceful.
He turned to Charles Sykes, a young artist friend and a graduate of London's Royal College of Art. As it happened, Sykes had already presented to Lord Montagu of Beaulieu (father of the present baron) a personal mascot for his Rolls-Royce Silver Ghost. It was coyly called The Whisperer, and had been modelled on the graceful shape of Eleanor Thornton, secretary to his Lordship and (only to be whispered) his mistress besides.
Sykes' brief from Claude Johnson had been to evoke something of the spirit of the mythical beauty, Nike, whose graceful image was to be admired in The Louvre, but Sykes was not so impressed. He felt that a more feminine representation might be apt. Almost certainly, it was again Miss Thornton whom he had in mind. Certainly, The Spirit of Speed, as he named his first sculpture, has an uncanny resemblance to The Whisperer.
It was Claude Johnson who devised the more felicitous description of The Spirit of Ecstasy, although in the United States the mascot is called The Flying Lady. Either way, she was cast in bronze, a figure some seven inches high, and went into production in 1911.
Today's Spirit of Ecstasy stands at 3 inches and, for safety, she is mounted on a spring-loaded mechanism designed to retract instantly into the radiator shell if struck from any direction.
It is a misconception that the mascots are made from solid silver. Over the years, several different metals have been used, but never silver. In the early days, white metal was used to fashion the shape. Now it is highly polished stainless steel.
The Silver Ghost, Silver Cloud, Silver Seraph. The new Rolls-Royce motor car is the latest in a distinguished line to merit an ethereal or "other worldly" name, evoking a romantic interpretation of the almost eerily smooth refinement of the motor cars.
It is a tradition that dates back to 1907 when Claude Johnson, the company's first managing director, named a smooth running 40/50hp motor car, with bodywork by Barker & Co, the Silver Ghost. Its carriage-like, silver painted body was of more than ample, and decidedly gracious, proportions to transport a large party - gentry at the time were accustomed to travel with maids and valets in attendance. Such a fine ensemble would undoubtedly attract attention, Claude Johnson knew, if it could prove its worth on a reliability trial.
London to Scotland and back was his plan - lingering in the Highlands to tackle such notoriously demanding roads as the very steep "Rest and Be Thankful" hill with its tortuous hairpin bends. At the end of the 2,000-mile run, Johnson arranged for inspectors from the Royal Automobile Club to dismantle the Silver Ghost and subject it to close scrutiny for wear. He felt confident they would not find much. In the event, they couldn't find any!
The single most impressive quality of the Silver Ghost was its "ghostly" silence in motion. As a tester from The Autocar reported in 1907: "At whatever speed this car is being driven on its direct third (gear) there is no engine so far as sensation goes, nor are one's auditory nerves troubled, driving or standing, by a fuller sound than emanates from an eight-day clock." (This proved to be a telling observation which, years later, was echoed in a famous advertisement for Rolls-Royce motor cars, with the line that "At 60 mph, the loudest noise from a Rolls-Royce is the ticking of its electric clock.")
In the 1920s, the Silver Ghost was supplanted by the hardly less ghostly-sounding Rolls-Royce Phantom. In the late 1930s came the Wraith, a decade later to be dubbed the Silver Wraith.
When a new era of Rolls-Royce manufacturing began post-war at Crewe, the first model to combine chassis and integral steel bodywork was named the Silver Dawn. Its successor, the elegant Silver Cloud, inspired Tony Brooks, one of the most successful post-war Grand Prix racing drivers, to comment: "The pleasure that I found in driving the Silver Cloud came from a balance of qualities that is unique in my experience. The result is that the car gives you high performance motoring as near effortless as it can be... a luxurious car that can nevertheless be driven in a highly sporting manner - there is nothing quite like it."
The Silver Shadow and its successors, the Silver Spirit and long-wheelbase Silver Spur, were classic motor cars which continued the tradition of alliteration in the use of ethereal words beginning with "S" and a Silver prefix.
The new Silver Seraph extends the lineage. The dictionary defines seraph as "a celestial being, one of the highest order, gifted especially with love and associated with light, ardour and purity."
Bentley-
The great W. O.
Bentley was founded by Walter Owen Bentley, known to all as "W.O." He was a born engineer, but his first experience was not with motor cars - it was trains. In 1905, aged 16, he set off on his bicycle to work at the Great Northern Railway Locomotive Works in Doncaster, northern England.
Off duty, he soon abandoned the push-bike in favour of motor cycling and with his brother took to racing. In their first event, the London to Edinburgh Trial, they won a gold medal. W.O. raced at the Isle of Man TT event and Brooklands race track, near London.
The internal combustion engine made sweeter music to his ears than steam trains and in 1912 Bentley's family found funds enough to buy a small company importing French DFP sports cars.
It was on a visit to the DFP factory in 1913 that W.O. noticed an aluminium paperweight - and had the inspired idea of using the lightweight metal instead of cast iron to make engine pistons. The first such Bentley pistons went into service in aero engines for the Sopwith Camel, in service during the Great War.
After it, Bentley revived his motor car interests and in London set about development of a racing engine - Experimental Bentley No 1. "I wanted to make a fast car, a good car: the best in its class..."
And he did. In the '20s, with the 3-litre, 85bhp engine providing speeds of 80 mph and more, Bentley Motors set numerous speed and endurance records, competed successfully at Indianapolis, the Isle of Man, and Brooklands - and became inextricably linked with the history of the famous 24 hour race at Le Mans. In the hands of the legendary Bentley Boys, Bentleys achieved Le Mans victories in 1924, 1927, 1928, 1929, and 1930 - taking first four places in 1929.
Yet despite its racing record and public acclaim, Bentley Motors was beset by financial difficulty.By 1931 the golden age was over, but as closure loomed, Rolls-Royce stepped in to save the Bentley name - and a new era began.
Legendary excitement
In the 1920s and '30s Bentleys were renowned for their string of triumphs at Le Mans, the 24-hour speed and endurance race which provides a thrilling spectacle for enthusiasts of motor sport. Heroic "Bentley Boys" used to thunder round the circuit in magnificent 4.5-litre machines which sported sturdy leather straps to hold down bonnets and featured tall, stately radiators with their highly distinctive grille pattern.
Leather straps are no longer needed to restrain the bonnet of a modern Bentley, neither does it require an enormously grand radiator to keep its cool. But visual echoes of those fabulous old Bentleys can still be spotted on their present-day successors.
The radiator of the Continental R, for example, now sports a distinctive new matrix pattern, a cross-hatch of steel that is unmistakably inspired by the style of Bentley's racing days.
Inside the Continental T, another romantic echo features on the dashboard. It is finished not in veneers, but in shimmering, engine-turned metal, a strikingly modern treatment that captures the character and soul of the classic 4.5-litre Bentleys. And the Continental T delights with another such evocative touch - there's a bright red starter button to set the mighty engine in motion!
Racing Records
The Bentley marque began its racing career when Frank Clement won the Junior Sprint Handicap at Brooklands racetrack, near London, in May, 1921. But it was at Le Mans
that Bentley won worldwide fame. The first excursion was a private entry by John Duff, later renowned as one of the Bentley Boys, in 1923. He was placed fourth, but the next year Duff's Bentley won the race. That encouraged "W.O." to enter works-backed Bentleys from 1925, leading to the famous run of annual wins from 1927 to 1930.
The victories, which contributed greatly to Bentley's early charisma, were scored by the 3-litre (1927), the 4.5-litre (1928) and the 6.5-litre Speed Six (1929 and 1930).
A supercharged 4.5-litre, known as the "Blower Bentley", was developed by one of the most fearless of Bentley Boys, Sir Henry "Tim" Birkin. Although it never won at Le Mans, its 240bhp was exceptionally powerful for its day and Birkin took the Brooklands Outer Circuit Lap Record at nearly 138 mph.
The Legend of Le Mans
For a frenzied day and night, once a year, people in the usually peaceful French country town of Le Mans (200km south-west of Paris) can scarcely hear themselves think. A penetrating roar fills the air for miles around as specially-prepared competition cars battle against the clock in motor sport's most famously gruelling test of drivers and machines - Les Vingt-Quatre Heures du Mans.
In a traditionally carnival atmosphere, Le Mans has echoed to the noisy drama of its 24-hour endurance race since 1923 when pioneering enthusiasts roared their way around a makeshift ten-mile circuit, partly on local roads, but mostly little better than a dirt track. Then, as now, the aim was simply to finish - proving the cars' engineering ruggedness, as well as the drivers' stamina. After 24 hours, whoever had covered the greatest distance (which might mean the fastest car, or one that had lost the least time in the pits) was declared the winner.
It takes an heroic team effort (as well as generous sponsorship) to prepare the machines and to get them roaring round the track at top speed - and keep them there for 24 hours.
Racing The Blue Train
An epic adventure at the wheel of a classic Bentley
A sporty gentleman by the name of Captain Woolf Barnato was guest at a smart 1930s' dinner party in Cannes.
Captain Barnato was a businessman of substance, a celebrated racing driver, and a noted bon vivant. No doubt there was fine cuisine and good company at the table that evening, but we might guess that he nevertheless was feeling a little restless...
Talk around the table had swung round to the topic of motor cars: in particular to an advertisement by a manufacturer of the day claiming that his machine had gone faster than the famous Blue Train express as it journeyed on its way from Cannes to the French Channel port of Calais.
Barnato smiled. He contended that just to go faster than The Blue Train was of no special merit. Why, at the wheel of his own Speed Six Bentley, he declared, he could arrive in England before The Blue Train reached Calais. That would indeed be a test of man and machine. Would he care to prove it? He would!
The next day, as at 5.54pm The Blue Train steamed out of the station at Cannes, Captain Barnato, with one of his friends who had gallantly offered to act as relief driver, took to the mighty Bentley and set off at the double.
From Lyons onwards they had to battle against heavy rain. At 4.20am, in Auxerre, they lost time searching for a refuelling rendezvous. Through central France they hit fog, then shortly after Paris they had a burst tyre, requiring the use of their one and only spare. And yet, racing non-stop through the night along the bumpy, 1930s Routes Nationales, they reached the coast at 10.30am, sailed over to England on the cross-Channel packet, and were neatly parked outside The Conservative Club in St James's Street, London, by 3.20pm - four minutes before The Blue Train was to arrive in Calais!
Woolf Barnato, a multiple winner at Le Mans in the 1920s, is with us no more. But Bentley continues its tradition of building fast, long-striding motor cars.
HEROIC TRIUMPHS AT LE MANS
At the very first edition of Le Mans, some 33 cars lined up, almost all of them French. Sole British entry was a 3-litre Bentley that went like the wind, but was handicapped in pouring rain by its lack of front-wheel brakes! Frenchmen Andre Lagache and Rene Leonard duly took the prize in their formidable Chenard-Walcker, clocking up 2,209km at an average speed of 92mph.
Next year the mighty Bentley returned (with four-wheel-brakes) and its drivers, John Duff and Frank Clement, cut quite a dash in their leather helmets and goggles, a fashion that later became de rigueur. After 2,077km they had won, but it proved to be a close-run race that said more about reliability than speed. Out of 40 starters, only 17 lasted the 24 hours.
Swashbuckling Bentleys dominated Le Mans during the late '20s. The celebrated "Bentley Boys", well-to-do sporty types like Woolf Barnato, a South African diamond millionaire, Earl Howe, Sir Henry "Tim" Birkin and S C H "Sammy" Davis of the Bentley Drivers' Club, won four times in succession (1927-1931) at speeds well over the magical 100mph. On the last of the occasions, Woolf Barnato completed a unique hat-trick of victories. In 1929, driving with Tim Birkin in a Speed Six, he led the race from start to finish and was only ever rivalled by a trio of 4.5-litre Bentleys, some 70 miles behind!
Some of the great names from Bentley's racing heyday:
Considered "the best driver we ever had" by W.O. Bentley, Woolf Barnato exerted almost as powerful an influence on Bentley Motors as its founder. An all-round sportsman, and independently wealthy, Barnato was one of the Bentley Racing Team's outstanding drivers, recording wins at Le Mans in 1928, 1929 and 1930.
Barnato's commitment to Bentley Motors extended beyond the racetrack. When the company got into difficulties in the late '20s, he provided financial support and took over as chairman in 1929. Soon after (1931) Rolls-Royce Motor Cars stepped in to save the marque.
Jack and Clive Dunfee
Unlike some of their team mates, the Dunfee brothers had to work for their living and initially struggled to purchase racing cars. Both had enjoyed successes with other teams before being invited to race with Bentley. Irrepressible in character, Jack quickly became the team joker, while Clive was quieter and more thoughtful.
Among other successes, Jack was placed second in a 4.5 litre at Le Mans in 1929 and won the 500 Mile race at Brooklands in 1931. In the following year's '500' he and his brother shared the wheel of a specially prepared 8 litre car, thought to be the fastest car at the event. Tragically, Clive Dunfee went over the top of the banking and was killed instantly: Jack Dunfee never raced again.
John Duff
was typical of early Bentley enthusiasts. Young and determined, he established a Bentley dealership in London and bought and prepared a 3-litre in which he set a succession of new speed records at the Brooklands racetrack, near London. His exploits were excellent publicity for Bentley Motors, but Duff's most lasting achievement came when he called into the company to request works support for a 24-hour endurance race the French were planning to run at Le Mans.
W.O. Bentley agreed to prepare a car and offered Jack Clement as co-driver. The Le Mans course, with its long straights and emphasis on endurance, provided perfect conditions for the Bentley and the new team did well, finishing fourth despite strong foreign opposition. Bentley himself returned to England fired up with enthusiasm for Le Mans and the following year Duff and Clement recorded the team's first win, defeating many of the leading sports cars of the day.
As Bentley's commitment to Le Mans took hold, Tim Birkin was perhaps the most colourful personality in a team of flamboyant characters. Sir H.R.S. (Tim) Birkin was an ex-Royal Flying Corps fighter pilot who became the most daring of the Bentley drivers. Driving in flying goggles, white drill helmet and a silk scarf, his extrovert personality was vividly apparent on the track - and he was often willing to be ruthless with his car to achieve a result.
Having won the 1929 Le Mans race in partnership with Wolf Barnato, he became convinced that even greater performance could be wrested from the 4.5-litre engine by supercharging it. Despite W.O. Bentley's reservations, a separate company was formed to produce the "Birkin blowers" which proved to be very fast indeed, if maybe unreliable.
A man who lived life as furiously away from the racetrack as he did on it, Birkin died tragically young, contracting blood poisoning after burning an arm on his exhaust pipe at the 1933 Tripoli Grand Prix.
As sport editor of The Autocar, S.C.H. "Sammy" Davis was already a familiar figure at racing circuits and a seasoned driver when he was invited to partner J.D. "Benjy" Benjafield (a Harley Street medical specialist who knew little about the mechanics of cars but was a brilliant driver) for the 1926 Le Mans race. Caught out by rain and failing brakes that year, he more than made up in 1927, once again driving the famous 3-litre Bentley, known as "old No 7", and gaining the first Bentley win in two years.
The win was dramatic: following a multiple pile-up which eliminated all the other Bentleys, Benjafield and Davis drove on in torrential rain, despite appreciable damage. Somehow, Davis succeeded in slowly working his way up the field to take the chequered flag for Bentley.
Glen Kidston was described by W.O. Bentley as "a born adventurer": rough, tough, sharp and as fearless as Birkin, he was an ex-naval officer who specialised in miraculous escapes. By the time he joined the Bentley racing team, he was already the sole survivor from an early London-Paris airliner that crashed in fog - and had succeeded in surfacing his submarine after being caught in mud on the sea bed. Later he survived a major crash in the 1929 Isle of Man TT motor-cycle race. He won at Le Mans in 1930 with Barnato, but Kidston's luck finally ran out a year later when his overloaded De Havilland Moth biplane broke up in mid-air while he was touring Africa.
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