Club elite newsletter issue 39 jan 2014 by Duvoormedia

Club Elite Newsletter Issue 39 (January 2014)

Welcome to Club Elite Newsletter Issue 39! Issue 39 includes: Tech articles on aluminum front bumpers by Arno Huberts, sway bar blocks by Kirk Lockwood, and Elite cutaway drawings by Brian Caldersmith. Owners updates on Bruce Mansell’s accident, Bill Moran’s passing (#2047), and David Pawson's Elite memories. Articles on Elite restorations and history including: Part 6 in a series about Elite #1259 from Raymond Robinson, Richard Yagami begins restoring #1052 after many years’ preparation, Roger Drue update on his recently acquired #1156, Ed Holy’s #1405, and Christian Philippsen’s #1864. Other articles relate to Elite racing: Silverstone 2012 by Peter Ecury, #1416 at Grand Prix Angouleme Oct 2013 by Chantal Soleil, Elite podium at the Paul Richard by François Marbeck, Dave Bondon #1852 race update, and Bert Du Toy van Hees’ #1742 2013 Dutch Champion Historic Touring cars. Also, general updates from Joe Marchione (#1864), David Hobbs poster by Roger Busha, Elite models article by Philippe Péclard, several long-time ownership Owner/Chassis Information Elites changed hands. Owners with Email: 518 Other Chassis Owned by Above: 69 Please don’t forget to check in on the Owners without Email Info: 54 companion web page Owners without Email Access: 37 (http://lotuseliteworldregister.com/) Written-Off Elites 53 which contains not only an archive of old Total Owner/Chassis Located: 731 CEN issues, Lotus Elite Journals, additional photos and articles, and a Newsletter Circulation Forum for holding discussions between Elite Owners/Co-Owners: 596 CEN readers. The famous Tech Ex-Owners: 30 Abstracts and Elite Manual are also now Enthusiasts: 248 available for download. Total Circulation: 874 Enjoy !

Club Elite Newsletter, Issue 39, January 2014

Locations Countries Represented: Continents Represented:

31 5

Mike Ostrovâ&#x20AC;&#x2122;s Secretarial Ramblings

If you are in the San Francisco Bay Area, my 4 Elites always have full petrol tanks. If I can help answer any questions just email me at: mikeostrov@webtv.net or ring me at home on (510) 232-7764, or try the shop at (510) 2226437. Cheers. Mike Ostrov, Secretary for Club Elite. 6238 Ralston Ave, Richmond, CA 94805-1519

Hello All and a Most Happy New Year. Just a short Secretarial Ramblings as I have probably written about most of the Elite Challenges over these past 35 years. Many new owners this past year and welcome to Club Elite. This winter, I will be building a new race engine for #1402, the Adair family Elite, when the CP piston company finally ships the forged pop up pistons, for a 12.5:1 static compression ratio. Also, expect to help Steve Watson, with his FWB engine construction at my shop. I have his Bearcat engine ready to tear down and he is cleaning up the FWB engine purchased on eBay. Should make one out of two. A quick reminder the Worldâ&#x20AC;&#x2122;s Largest Elite Shop Sale continues, but the inventory shrinking each month. Just send me your "wanted" list. Always available to talk Elites, so look forward to 2014 with great expectations. All the Best. Cheers. Mike. As always, pleased to help in any way, just ring me (510) 232-7764, same number since 1960 or mikeostrov@webtv.net, unchanged for 17 years. Cheers.

Mike.

Mike Club Elite Newsletter, Issue 39, January 2014

Editor's Note from Don Christopher Welcome to CEN edition 39 ! It’s now been two years since I took over the editorship from Greg Paris and I’m enjoying it very much. Thanks very much for your support in sending material for this quarter’s CEN issue. The Elite community is alive and well. Since the last issue, I made my annual pilgrimage to Mike Ostrov’s shop in California. Mike is well and active in Elites. But his shop has a lot more floor space and shelf space now that all of his Sevens are sold and the Elite car and parts inventory is decreasing weekly. Best regards,

Don

Email: EWROwners@comcast.net or EWREnthusiasts@comcast.net Mobile: +1-425-445-5910 Skype: don.christopher; United States, Bothell LinkedIn: http://www.linkedin.com/in/donchristopher Web: http://lotuseliteworldregister.com/

http://lotuseliteworldregister.com/

Club Elite Newsletter, Issue 39, January 2014

Elite Technical Corner

Please continue to send us your technical solutions to the many challenges of Elite ownership. We can’t promise that we’ll publish every solution during the month you send it. But we will (eventually) publish it.

Cast Aluminum Front Bumpers Hello dear all, Years ago I got these cast aluminum front bumpers and glassfibre front bumpers. I ‘m not sure anymore if I found them in England at Coopers ... this company collected from Lotus old metal and more, or I’ve got them from Horst Auer. Who knows history ? Maybe someone from Lotus? It might be that it was a project from Lotus? Kind regards, Arno Huberts, Arno@Caterham.nl

Club Elite Newsletter, Issue 39, January 2014

Chalk Board Drawing Lotus Elite Sway Bar Block Don, I had someone ask me for dimensional drawings for the Sway Bar Block So I drew this up for him. I have an alternate design I thought would work solving the elongation problem and included a half sketch of that idea as well in the lower right hand corner. Perhaps others might be interested in producing their own as well? Best Regards, Kirk Lockwood, kdimages@frontiernet.net, USA

Club Elite Newsletter, Issue 39, January 2014

Elite #1714 Tech Update Hi Don, A small contribution, should you think it is of sufficient interest. Hope the pics are self-explanatory. Regards, Roger Brown, #1714, rbrown309@btinternet.com, Cumbria, England

Club Elite Newsletter, Issue 39, January 2014

Passages – Bill Moran (Elite #2047) Hi Don, Sorry that I have to tell the Elite world that long time Elite owner, Bill Moran (#2047) passed away on Dec 9th, 2013. Dad was Lotus guy through and through and I think had Lotus running through his veins. Dad acquired his pride and joy in the Spring of 1962, when it was just 6 months old and kept it through thick and thin, good times and bad and she kept him going, even towards the end of his battle with Cancer with one of my last memories now being “whipping” out the engine only a few weeks ago as the oily valves and crank seal just had to be fixed.

Having spent the last few months with Dad on my Elite project, I soon came to realize that Dad knew more of the small “quirks” needed when dealing with the Elite than could ever be written in any manual and I only hope I can remember a few of them. Needless to say, my project has now been put on hold whilst priority turns to getting #2047 back on the road. Although Dad was quiet and unassuming and so may not be known so widely in the Elite world, he enjoyed every article written and every race meeting we attended, in particular Oulton Park Gold Cup and more recently the Goodwood Revival where the Elite always drew keen attention and more than a few “wow” comments and where we aim to make sure #2047 attends these meeting well into the future.

Club Elite Newsletter, Issue 39, January 2014

And finally, thank you to all the support and offers of help from Dad’s good friends from the Elite circle who have been exceptionally kind during this difficult time for our family. Don – attached is a picture I wonder if you would use and label it with the title “Bill Moran, on his way to have a talk with Colin Chapman” Kind Regards Adam Moran, adam.moran@voith.com, new proud owner of #2047 and has more than once, stood at its side scratching his head and wondering “how to do”…

Club Elite Newsletter, Issue 39, January 2014

Bruce Mansell Update [Most of you have heard by now that Bruce Mansell, long time Elite owner, restorer and racer, was involved in a serious accident late in 2013. While towing a newly-restored Elite to its owner, his truck/jut was hit head on bus a small bus travelling on the wrong side of the road. Here’s the formal press release from Bruce’s company. Please send best wishes to Bruce care-of Mr McCourt. – ED]

NEWS UPDATE RAPID’S BRUCE MANSELL THANKS ALL WELL WISHERS

Sydney, October 28th 2013 - Label industry identity Bruce Mansell of Rapid Machinery has been discharged from hospital into rehabilitation, following a traffic collision on September 19th. Since then hundreds of messages of goodwill have poured in from all over the world, wishing Bruce a speedy and full recovery. He would like to express his deep gratitude to everyone. Sadly, Bruce wants it to be known that he has lost all sight due to the severity of trauma to his eyes. This is obviously a life-altering event but, as always, Bruce is staying positive and thankful that his injuries are not more severe. As a brilliant engineer in both the label printing machinery field and also in restoring classic automotive marques such as the Lotus Elite, becoming blind is indeed tragic but Bruce’s resolute positivity and good humour remain undamaged, and in full flight. Bruce Mansell and his family have been deeply touched by the support of the industry and friends and, once more, extend their sincere thanks. ENDS Media enquiries: Andy McCourt mccourt.andrew@gmail.com

Club Elite Newsletter, Issue 39, January 2014

The History of Elite #1259 S1 – Part 6 [This is the sixth installment of articles that first appeared in CEN issues 29, 31, 33, 35, and 37 – ED.]

… The reporter liked my answer and asked a series of really good questions … the rest of the day was really cool with an endless stream of people walking by and it was just a wonderful day of people being curious and others sharing what they knew, just for the sake of it. Instead of awards or voting for cars, we did a draw, people who entered wrote the car they would like a drive in, and out of the hundreds of enters, from a large bowl provided by the host café… Marty and Trudy’s Pantera was the winners drive choice. (Trudy being an engineer and serious driver later gave the wining person quite the ride.) Show done I drove the Elite home last and is was starting to act up and not running as smooth as before … hmmm now what could that be … Monday morning the Elite fired up and ran smooth again, hmmm… beginning to wondering if Saturdays ruff running was due to a temperature related failure. By the time I got to the office the Elite was not wanting to idle correctly, and I got conformation that I need to resolve the exhaust soon. Driving through the underground car park lot in our office building was setting off all the car alarms. In a “Mr Bean” sort of way it was great fun, leaving this wake of car alarms buzzing, as you drive along. But I could see that the people getting the signals on their key fob that something was up, rushing out of their office to find nothing, every time I drove in our out of the office may wear thin faster than expected.

Club Elite Newsletter, Issue 39, January 2014

Once I got in my office the guys are telling me about how they can hear and feel the rumbling in the building as the Elite drove through the car park, others joke about the fact that you can hear me start the car up from my home and the drive all the way to work. Ok.. ok… Point taken. The next morning I have a client meeting at a café and on the way there my client pulls in behind me in traffic at a set of lights. We drive the last few blocks together, and once at the café my client points out that my Elite drowns out the sound of his Harley… and although he never says it directly the look on his face is that of, “I say old chap, that goes against the basics of road edict, the open pipe Harley always makes the most amount of noise.” No doubt do to the fact that the sight of someone going down the road looking like they are sitting on a foot stool with their legs straight out and their arms somewhere way above their heads may go unnoticed by others, the large noise helps to indicate where others should be looking” I raise my eyebrows to indicate I am working on it, but not in any rush to resolve it. Our conversation is interrupted by a resorted Studebaker Hawk pulling up. Two rather dapper looking couples get out. A tennis game breaks out as everyone’s head turn this way and that, checking out the cars and bike. Naturally some car and talk with the odd bike comment breaks out … it’s a good hour before our meeting gets started. Fortunately by then the Elite has worked its magic and all is forgiven as my client gets to grips with the design and technology that when into the car. In 1957. My client finally gets it, great design helps you to think great thoughts, rather than thinking you are great because you have the item in question. This bridges us nicely into our conversation for help him design an ensemble management process for his business in which leadership is shared between the people depending on the responsibility, rather than being controlled by one person. Which up to date had been him and was causing all sorts of problems. As he looked at his chrome layered Harley, and the stark Elite, the difference between being genuine and being seen where making sense in a way he had not expected. And the idea that your greatest accomplishment is to be a decent person, was causing him to rethink his attitude about buying things to be seen owning them and decided on what you want to take care for a while, because you really love the item in question.

Club Elite Newsletter, Issue 39, January 2014

With fall coming and not been happy with the inconsistence in the engine running smoothly and the fact that the car only did 2,400 in the last 20 year, I decided to pull the engine and rebuilt it over the winter time. This would also allow me to tidy up the engine bay and re-fiber glass the top seams where the inside walls of the engine bay meet the lip of the engine bay opening, sections of which had become un-bonded. You could push on the section of the engine bay wall and see it move. Bruno at the engine machining shop turns out to be a fan of the Climax engine, having heard about it seen pictures of it, but now had his hands on the parts of one to work on it. The cylinder head design with its single overhead cam shaft layout, which for 1957 was one of the few engines so equipped, fascinated him. Looking at the bearings Bruno asks me if the car has been sitting for a long time as they look badly oxidized and it was a good thing I took it apart as they would have failed very soon had I kept on driving it. My front pulley has a crack in the side, mostly likely do to someone trying to get it off without a good puller and cracking the side wall. Bruno is smiling quietly like a kid who just found a treasure they proud of, as he shows me the crack, and runs his hands over it. We go over the new parts I brought, the Cosworth valves, bronze guides, Tilton aluminum flywheel and clutch for balancing with the crank and pulley. Bruno twists his face a bit in response to my not bring the pistons and connecting rods down was well, for him to balance, but I explain that I prefer to balance those myself, as most people just balance then end weights where as I balance the end weights and the rod weights as well. Well you could do that but you do not really need to the end weights are fine â&#x20AC;Ś Bruno did a fabulous job on the twin cam in my Elan that I am restoring to Sprint/5 DHC specs â&#x20AC;Ś so I just respond to his comment by nodding rather than disagreeing with him. Three weeks later Bruno calls to let me know the parts are ready, but I can only have them back if I promise to bring the Elite down so he can hear and see it run. Club Elite Newsletter, Issue 39, January 2014

The sleeve he made for the crank pulley was brilliant. Bruno turns the pulley over and over in his hand like a scholar fascinated with a rare artifact and explains why it will never crack. Other people dropping by to pick up their engine parts for their MG, Triumph or Healy wonder over to look at the block and head, and marvel. Once all the parts back home, I phone Mike to see what if anything to watch out for during the reassembly. Recommendations noted the work begins, with my main focus to build an engine that has no vibrations, and looking at the design I can see no reasons why it should. Piston and rings, clips and gudgeon pins where balanced as assemble. Gudgeon pins rarely weigh the same, weights for mine were, 99.4, 102.6, 99,5 and 99.5 grams each. Rods were balance for each end as well as the over weight of the rod. Finally the entire piston and rod assembles where triple checked to make sure they all weight exactly the same. Brunoâ&#x20AC;&#x2122;s job on balancing and polish the crank was amazing, you could use the journals to shave with if you were so inclined. The Tilton aluminum flywheel was a work of art, and while I worried about the possible loss of torque for mid-range road use, with the lighter flywheel I decided it would be worth living with. Headwork was pretty straight forward, the combustion chamber volumes for each cylinder were matched, gentle porting, smoothing of the area around the valve seats. For matching up the inlet and exhaust manifolds, I took thin piece of cardboard, made only holes for the studs on the head, lightly smeared grease on the manifold flange and then offered it up to head, press gentle against the cardboard, pull the manifold back off. Remove cardboard and the cut out the circles made by the grease marks. Refit cardboard, to head and check for alignment, the offer cardboard gasket to manifold to confirm the cutout circles match. No work as needed there. Engine ready to go, and look at that its spring! Attention turns to the engine bay. In a couple of areas you could see and when you push on the engine bay side wall you can confirm that it was not fully attached to up engine bay opening front fender area. I ground back some the upper engine bay walls to remove any Club Elite Newsletter, Issue 39, January 2014

section of the old bond that was not sold and then gently ground into the areas that did look good. My process for fiber glassing is to cut my pieces. Arrange my pieces by build sequence. Then place the one I am working with on a piece of newspaper, face up, as in the way I would put the fiberglass on the body. Apply resin to the piece, then gently lift the piece and place it face down on to a section of parchment paper, (this is usually used for cooking and available in most grocery stores in the food wrap, tin foil area, and yes when the wife sees you coming into the house to get some parchment paper, you get the “baking again dear” remarks)… anyways if have more the one layer of fiberglass I add those on top of the piece I am working on. Light coating of resin goes on the body where the new fiberglass is going to go, and place my new section on the body, gentle smoothing rubbing my gloved hand across the top surface. Then once cured, you pull back the parchment paper to find a very smooth surface that can be quickly sanded to match the desired contour. I find this method eliminate the shredded wheat look of doing a fiberglass layup with cloth only as the parchment paper acts as the inside surface of a mold. I layer up a series of section to create more of radius between the engine bay wall and the top inner part of the engine bay opening fender area. Fiberglass work gets interrupt by my friend David dropping by with his Countach so I can check the air flow balance on the carbs, as the slight vibration above 5,000 rpm has come back. Carbs for each bank are ok, but the two banks where out by just little bit. And it only been 3,000 km since I last adjusted them up… expectation for wear in the brass balls on cross shaft linkage is 5,000 km, so we hoping this improves. David asks me about how my recent business trip to Anaheim, to design that sales and customer experience processes for a client, and setup the carbs on his Countach. He finds the package deal of helping to fix the business and car amusing, and the idea of design the customer experience both interesting and weird, although today more people get it. Anyways I tell him it took about 10 hours as like his, every single barrel was out of sync. And like yours, it was fresh from the factory like that… meaning either no one services these cars correctly or as the saying goes, “they are built by a bunch of Italian communist who really hate your guts because you can afford to buy this thing.” Once done we took the car for a drive and to meet up with his friend to have coffee with and to talk about cars and life…once settle in at the cafe a local lambo expert drops by and he beings to explain about how at around 150 mph the whole car takes on this slight vibration as if it is about take of into outer space. I point out that from my experience that vibration is due to the air flow balance being off… “no they are like that”… the lecture begins… I shake my head as I retell the story and David laughs, as remembers us having the same conversation with Club Elite Newsletter, Issue 39, January 2014

Canada Lambo guru when he was in Edmonton and the local exotic car place had invited people done to mingle and hang out. Ideally with a cheque book looking rather lonely for some hot, really hot action. By this time my dad wonders out to see what going on with the crowd of neighbourhood passersby that have not formed. It is always fascinating to see how car people and none car people react to cars. The Elite is like going for a walk with a dog, everyone just comes up to the car and comment on how beautiful or unique is it, they ask what is it, and mostly just admire it. People take it for granted that you will be friendly and want to talk with them. With my S2 Esprit people are more stand offish, half expecting you to ignore them or be rude, they ask how fast it goes and what does it cost, questions rarely asked about the Elite. Once you start talking to people, and they understand you actually work on the car, and are friendly, the relax a bit. With the Countach, people want to know if it’s a real one or a Volkswagen or Fiero kit car… “well does it sound like a Volkswagen or Fiero kit car”…. ah no, it sounds a bit like truck… open rear deck, does this look like a truck engine… ah no… truck engines never look like that… wow this real… Then there are people like my dad, who asks to sit in Countach, about 4 seconds after I close the door wants out as he feels claustrophobic, then beings to panic because he cannot find the interior door handle. It is an interesting point, the high window lines, and the small side window that sort of opens, does little to help. Once you spend time with the Esprit if feels more open inside, and in driving it with just the road going by at your feet (as there is no view of the nose, just the road and the sense that the window line is just above your feet. In the Countach one never really gets to that point. Both always remind you of just how wide they are, but where the Lotus becomes part of you, the Countach remains like a friend who is worldly famous and will never let you forget they are more famous then you, or you will ever be. The Elite on the other hand just seems so perfect from the moment you get in. You do not need to spend any time learning the car. Anyways everyone heads out and I get back to my fiber glassing, as I have an engine that needs to get back in this car before the summer is over. Raymond Robinson, Elite #1259, rayrob@telusplanet.net, Edmonton, Canada

Club Elite Newsletter, Issue 39, January 2014

Elite at Silverstone 2012 Don, Might have some pictures of a â&#x20AC;&#x2DC;smokeyâ&#x20AC;&#x2122; Elite I took at Silverstone (GB) last year, Don. If found, I will forward. Cheers, Peter Ecury, ecuriedecury@planet.nl, Netherlands

Club Elite Newsletter, Issue 39, January 2014

Elite #1052 Restoration Begins My Elite lives !!!! ( or at least it's on its own "feet” ). I put air in the 40 plus year old tires and they held up and still are full of air a year later. I began the restoration of my Elite by pulling off the suspension. At the rear, I used a tool normally used to change U-joints. It has a hole in the anvil end of the tool that is patterned after a Cclamp. It made removal of the locking pin in the trailing arm quite easy. Then I used the same tool to push the “axle” of the trailing arm out of the arm. Of course, it is best to put the nut back on each part being removed before applying force to push it out. The locking pin was a bit of extra work so, I locked the tool against the pin, (with the nut screwed on), then hit the end of the tool with a soft (lead) hammer and the pin came loose. At the front, I checked out the path that air would take to cool the water in the radiator. Frankly, I was a bit shocked since I have the greatest respect for the guys who designed and built the Elites. Some of the parts used to “guide” air to the radiator (it seems to me) actually tend to reduce air to the radiator face. In addition, when I removed the fan, and applied 12 volts to the motor, just as others have found, the air movement was not very good. Upon examination, I found that the fan blades were mounted in the wrong direction. When I turned the fan on the shaft, 180 degrees, there was quite adequate air movement. Behind the radiator, the support wall for the lower rear suspension pickup points block air movement, so I added a two directional air deflector so that heated air could easily move into the wheel wells. Additionally, I added foam rubber to block as much of the air leak holes so that most of the air coming into the radiator duct would go through the radiator. While working on the cooling system, I studied the suspension pickup points and with reported problems from others on my mind, I decided to double sheer the major pickup points. I added cross tubes that pick up the pickup point bolts and even added two cross tubes on the lower front bolts because it looks to me that past problems experienced by others show that the lower front pivots crack the “ski” frame because of wobbling of the tube that the bolt goes through rocks enough to crack the “Ski” frame. Club Elite Newsletter, Issue 39, January 2014 18

Club Elite Newsletter, Issue 39, January 2014

I had bought my well used Elite (more used than I thought), from a dealer with a racing background (0.K., another mistake). When I got home (at the time in Westport, CT), I looked forward to some great motoring enjoyment. I soon found that the car would overheat when pushed. When I returned to the dealer, I was told that they could fix the problem at half price. My idiocy allowed the dealer to extract more money from me. I soon found the same problem was still there. By this time I had made the acquaintance of some good racers who had my confidence. I removed the engine and began an "autopsy" i. e. I disassembled the engine. The head gasket had burned through between #2 and #3 cylinders. Going further in, I found that the sleeves in those same cylinders were actually below the top of the deck!!!!!! Other things came up and I put everything in boxes and parked the car for about 40 years. A few of those years found the car "stored" outdoors during which time the seats were stolen, but nothing else was gone!!! For a time, I lived in Louisville, KY and I would visit Bill Hutton. Periodically, I bought parts for the Elite, so I had "new" Connoly leather seats, two windshields, a rear window, a pair of rear struts with axles, side windows, some used Climax blocks with sundry parts , heads, oil pans cam covers , etc., When I removed the rear struts, I laid them down and soon found a pool of oil under them. I decided I needed to rebuild them since Koni no longer makes inserts. Using a hammer and punch I proceeded to ruin the slots on the locking nut at the top of the strut. I felt that i could machine a slot 90째 to the original slot. I found that a sludge-like material had precipitated out of the oil and rust had coated some of the lower parts. I cleaned it all out and checked out the valve that controls the damping and found that it all seemed to be working. Finding strut oil proved to be a problem until someone suggested checking with motorcycle dealers where I found a large gradation of oils and picked one for Harley Davidsons. Since a Harley weighs about half the weight of an Elite I hope I'm on the right track. To tighten the top locking nut of the shock, I made a tool that fits the slots and is positioned by the shock shaft. It works reasonably well. On the other end of the shock tool, I added a shape with three holes with which I can tighten the locking nut of the nose of the rear end. I also made a tool to support and lift the whole rear end by removing the cradle from a floor jack, inserting my tool and jacking the rear end straight up into place. I work alone, so these tools really help a lot. On the rear-end itself, I rejiggered the hard brake lines so that the bleed port is at the top where it belongs. To access the oil level fixture, the oil filler, and bleed the brakes, I enlarged the access hole under the spare tire to a diameter that I cover with a left over rubber cover (there are two at the front of the front wheel wells that cover access holes for the headlights). I also had to add a cover for a hole which someone had crudely cut for the fuel line. Club Elite Newsletter, Issue 39, January 2014

Club Elite Newsletter, Issue 39, January 2014

When vacuuming the bare chassis, I found some evidence of a nest under the trunk compartment, so, I cut out an area of the floor and made a bolt-in cover. Fortunately, the animals which made a nest were squirrels and no excrement left, just nut shells and cotton batting. Disassembly of the rear uprights revealed that they had been put together without spacers on the axles. I made a tool to measure the distance between the bearings. Both sides were (to my surprise) within a thousandth of each other. I machined spacers and reassembled the uprights. The Nylos shields were shot but fortunately, I had bought two spare struts many years earlier and those were good. Incidentally, Nylos is just a name and have not much to do with Nylon as some people seem to think. I have stripped the paint off the body and found that once in its past, my Elite had an encounter that separated the upper and lower body parts on the left front corner. I rebonded the parts and it seems to be ok. At the left rear corner, there was another separation of body parts. Again, rebonding the parts and a little filler and I'm back in business. On the engine, I have decided to use a pair of 40DCOE Webers and made a manifold. I had part of a Lotus twin cam carburetor mount, cut it to line up the centers of the carbs to the Climax head. Then I cut out a flange to fit the Climax intake openings and I proceeded to connect the twin cam mount with the flange I made. It took a judicious (ok a lot) amount of time to weld and grind the parts but now the paths from the carbs to the head are smooth and the same length. In the engine compartment, the left wheel well was too close to the carb bells, so I made a piece of fiberglass to clear the bells and cut out the box over the passenger foot box. The latter also allowed me to use the original throttle bar to open and close the Webers by adding a cable to connect the throttle arm. To feed air to the Webers, I added a NACA duct using a pattern I found in one of our newsletters. Also, I decided to add a cold air box for the carbs. Actually, I'm not too sure that the NACA duct works. When the first jet plane equipped with NACA ducts was flown, somehow the pilot got the plane into the air but when he proceeded to test it, he found a horrendous problem. When the plane was pitched up, the engine died. When he pitched the plane down, the engine died. This plane had a nose that looked like the Lockheed P-80 with NACA ducts on either side of the nose to feed the engine. Since NACA ducts work in boundary layer air, and depend on air entering them from straight on, boundary layer air will simply flow right over the NACA duct if the air approaches the duct at any angle other than straight on the center line of the duct. In the case of the Elite there is another problem in that, ahead of the duct, there is a headlight. Since the headlight is essentially at right angles to the direction of the car, the bow wave it creates shrouds the duct from oncoming air. I have read an account of an Elite owner who conducted an experiment with a number of thermometers in the engine compartment of his car but I found there wasn't enough information to agree with Club Elite Newsletter, Issue 39, January 2014

his conclusion since there was no indication of checking the DIRECTION of the air flow for each measurement made. I simply added my NACA duct just for looks. Because I don't believe the NACA duct works, I agree with the owner in England who found that his car went faster with an air intake that takes air from the front radiator â&#x20AC;?Nearly Good Fitâ&#x20AC;? rear bumper intake duct and feeds the carbs. I made a duct that takes air from the front and through an air filter, feeds air to the carbs. Over the years, I've rebuilt and restored over a dozen Formula Fords, Formula Atlantics, worked on GTP cars, and Formula 5000 cars and one thing that has bothered me the most is the fact that too many cars are assembled with bolts that have the threaded part of the bolts used against a thrust face of flanges and holes. I ALWAYS use grade 8 bolts with the smooth shank or unthreaded part of bolts against the thrust faces. The photo I've enclosed shows the grade 8 bolts I am using to replace the all threaded bolts that were used on the U- joint flanges of my Elite and I am using Jet nuts to clear the housing flange. Even manufacturers often use all threaded bolts which I find appalling. Too many times, I have found the thread pattern embedded in flanges and clevises. I suggest that everyone order bolts by measuring the shank or unthreaded portion of the bolts needed and let the threaded portions be what they will, and just cut off the portion not needed. Had I believed all the "pundits" and other people, my car, being the 52nd (#1052) one built for sale, I should have seen my car at the side of a road with the center of its belly on the road I do have to admit that I am astonished at the thinness of some of the walls of the internal panels . One thing that I found was a number stamped on the rear of the steel (!!!!) instrument panel, #1050. Does anyone know if this is a part number or did my car end up with the wrong part? My restoration will continue and I hope that others will continue their work to return all the Elites to the road where they belong, See you at the races, Richard H. â&#x20AC;&#x153;YAG" Yagami, Ridgefield, CT, USA (203)438-2850 /

Club Elite Newsletter, Issue 39, January 2014

Elite #1156 Restoration Progress Hi Don, Elite #1151 restoration is moving along. We're working on the Chapman rear suspension now, strengthening a few places on the tub, and getting rid of imperfections...final color sanding/painting soon.Gauges/interior/all other parts are 'in the process'. Our approach is to keep it 100% as original..and totally rebuilt. Folks who deserve the credit are: Roy Miller, EastWest Motors Carpinteria, CA Joe Costa/Dan Hogan,Costa's Auto Works Carpinteria CA..

Club Elite Newsletter, Issue 39, January 2014

Best regards, Roger Drue, roger@rogerdrue.com Club Elite Newsletter, Issue 39, January 2014

Elite #1416 Update Max Soleil racing Grand Prix Angouleme Oct 2013 with our Lotus Elite 63. Feminin Winner at Course de Cote, Provence Vintage November 2013. Chantal Soleil, France, chantal.soleil@msn.com.

Club Elite Newsletter, Issue 39, January 2014

Elite #1405 Restoration Progress Don, Have started working on 1405 after a 3 year break in which time I restored my Lotus Eleven series 2 chassis 538. Have now spent about 30 hours scraping off the interior and about half way done. Has anyone else ever seen mastick or ormonoid which is a brush on tar/bitumen like paint put on the raw interior. Well some clown must have thought it a good idea yonks ago. Then worse than that someone else (or the same clown) has painted over that with what appears to be a white plastic house paint. Needless to say it is rather troublesome to get rid of it all. What a horrible mess. But I am getting there slowly, and hope to have it back to raw glass - even the gelcoat where it still is is coming off. Have to clean it off properly to see where internal damage may have been done in the accident it had at Lakeside Qld some 25 or so years ago. Have done all the mechanicals so once the body is done it should go back together pretty quick. Now I have to clean the tar off my keyboard ... Ed Holly, edholly@optusnet.com.au, Australia

Club Elite Newsletter, Issue 39, January 2014

Have Elite Podium at the Paul Ricard Dear Don, On the 4th and 5th of october the fourth edition of the 10000 RPM by Peter Auto took place in Le Castellet. This last race of the 2013 Sixties Endurance competition gathered 70 pre-66 cars of which 65 finally raced.

Aside to the dominant Cobras, E Type Jaguars, Austin Healey 3000, Porsche 904 and 911 were fighting for the "scratch". Behind them, smaller cars were rather looking at the Performance Index ranking: MGBs, Austin Healey 100, Morgan+4, Alfa Romeo TZ, Chevrolet Corvette...

Club Elite Newsletter, Issue 39, January 2014

Last but not least of course a number of various and beautiful Lotus were represented: 1 Lotus XV (Vercoutere/Lopez) 3 Eleven (Wanty/Jamar, Soubise, Peeters/Mestdagh) 2 Elan 26R shapecraft (Verquin and Humphreys/Dunbar) and finally much beloved... 2 Elite (Couraudon/Gransart and Marbeck/Durand) For our Elite n째95 everything went bad early. Just after 5 laps in the free practice the engine suddenly stopped. As in Spa in may (withdrawal) then in Le Mans Legend (repair via ignition change). Clearly we were more than fed up with these recurring electrical failures. Thanks to our dear Clyve, the change of the condenser and above all of the coil allowed us to keep racing for the qualification session. Good news. And the qualif went finally ok. We could thank a lot the team of the Lotus XV which provided us with the right coil! Without their help we would have been bound back to Paris no later than Friday morning.

Well anyway here we were on the grid on Saturday 59th out of 65 cars. Not great but at least we would be starting... After two long formation laps to set up the 65 cars, the start was given. Very quickly the agile Elite began to gain positions. After 12 laps 9 cars had been overtaken. Suddenly at the exit of the curve before the Mistral strait line, the rear of a Porsche 911 just rubbed the right aisle of the Elite near the front headlight. Immediate loss of balance and of course fear about the potential damage. Fortunately it appeared to be rather superficial.

Club Elite Newsletter, Issue 39, January 2014

At mid-race, impossible to fuel at the pumps ! Traffic jam ! So one more lap... At the next lap it's finally after 3 minutes of queueing that the tank got its ration of 102 ! Phew, now up to Jean-Luc for the realy after a stop of 6'07 compared to 5'26 of minimum lapse. 40 seconds lost... not so bad. The end of the race was marked by a hedgehopping ultra-blinding sun. Sunglasses would have been welcome! The positions finally fixed, the Elite passed through the finish line. What a relief! Scratch ranking correct 41th out of 65 but above all wa had the huge pleasure of climbing on the Podium, second at the performance Index just behind our Elitefriends Gilles and Maxime! The Morgan +4 of Van der Croft and Hugenholtz completed this "Elite Podium". Marseillaise and champaign what else to ask for? Oh yes I know... just hope that 2014 will bring us the same satisfaction ! A great thank you to all the members of the Club Lotus France who came to see us in the paddock. Special thanks to the President Henri Claessens and to JeanClaude Saracco, President of the mediterranian region. We also thank Jean-Pierre Naveau for the lap-timing and of course all the other members who came to the Paul Ricard circuit during the week-end. Their support was really precious. Franรงois Marbeck, Elite #1381, sfmarbeck@wanadoo.fr, France

Club Elite Newsletter, Issue 39, January 2014

Elite #1852 Update Hi Don, Hereâ&#x20AC;&#x2122;s SuperDave in #42 (EB 1852) and Toby Bergin on the grid at Roebling Road for the VDCA year-end event December 12-14. Great racing, great friends, and a great Pig Roast party! Merry Christmas from Splinter Group Racing Team Dave Bondon, Georgia, USA, dbondon@bellsouth.net

Club Elite Newsletter, Issue 39, January 2014

Elite #1742 on the Track Hello Don, Lots of thanks and herewith a picture of me racing my 1220 Elite #1742 (99 DXL) at the 2013 Dutch Champion Historic Touring cars and GTs in class FIA GTS 04 Regards, Bert Du Toy van Hees, hunterofwales@btinternet.com

Club Elite Newsletter, Issue 39, January 2014

Seasons Wishes from Brian Caldersmith

Club Elite Newsletter, Issue 39, January 2014

Elite Cutaway Drawings As the fortunate bidder that won the James A Allington drawing at the Bonhams auction that was selling some of Ron Hickmanâ&#x20AC;&#x2122;s vast collection recently, I was thrilled to finally receive the items and study them up close for the first time. Lot 207 also included the R H Hodge drawing which was the first cutaway to be published and is very interesting because of the timing. It appeared in the London Show Report edition of The Autocar, 18th October 1957 which is well before production of the Elites got underway, so what he has drawn is one of the preproduction cars and one of the few records of the differences of those cars. There is no way of knowing which car was used, but it is very likely that it may have been the Ian Walker car because it had all the elements shown in the drawing. For instance:

Club Elite Newsletter, Issue 39, January 2014

Interesting stuff that was only on the pre-production cars. This is the Hodge illustration:

The James A Allington drawing is in a different class all together. I have always been an admirer of the work done by Allington and have a large reproduction (1 metre wide) of the cutaway that we all know from the workshop manual. It was the definitive drawing to me and I have considered him the â&#x20AC;&#x153;fatherâ&#x20AC;? of that type of illustration. Whilst the linework and detail is superior, the Club Elite Newsletter, Issue 39, January 2014

“original” also turned out to be a surprising piece of work. Surprising, because of the enormous changes he had made to the original.

Since then he has comprehensively reworked the drawing with a large amount of texturing work being done, new cutaways introduced and small detail additions and changes. Whilst there are a couple of small areas still unfinished in pencil, it appears he intended to republish it, as he has added a new title: “LOTUS 14 ELITE SERIES II 1958 – 1963” and a copyright symbol with a 1990 date.

All of which is obviously well after the initial publication in the workshop manual which was available with the production cars. In showing some of the changes in detail, you can see the reworked areas with the extra cutaways and stippled shading that he has extended throughout the drawing.

Club Elite Newsletter, Issue 39, January 2014

Cheers, Brian Caldersmith, BrianTC@bigpond.com, http://brian-caldersmith.smugmug.com/

Club Elite Newsletter, Issue 39, January 2014

Elite #1864 Update Don, The story of my first year with my Elite S95 # 1864 may come for a future issue. Until then, feel free to publish a picture or two of the car as it is now, after work done to the body (roof now painted silver grey), and the engine (Webers fitted to replace the SUs) and much else not immediately visible to the eye, like suspensions, brakes, etc. mostly attended to by Chris Tolman. We are still fine-tuning things, but the car is starting to behave as an Elite should. With Seasonâ&#x20AC;&#x2122;s Greetings and all best wishes, Christian Philippsen, cp@christianphilippsen.com, Monaco

Club Elite Newsletter, Issue 39, January 2014

Elite #1864 Update Hello Don, Again, thanks for the astoundingly excellent newsletter. Having put together a few club newsletters I can appreciate what it takes to put one of these together. I might mention that mine were 4 pages. Right _ that was "really" hard. Anyway, my friend Mike Engard and I were lucky enough to go to Goodwood this year - The Revival. An incredible experience. We will be going back. The parking lots are one of the most interesting places to see amazing cars being just what happened to be the garage. There were a number of Elites but I never met the owners. Here are some pictures. Regards, Joe Marchione, Elite #1096, mccjoemarchione@aol.com, New Jersey, USA

Club Elite Newsletter, Issue 39, January 2014

David Hobbs Poster Hello Don, I was fortunate to enter into a series of emails with David Hobbs who was kind enough to autograph my copy of the watercolor entitled “A Celebration of the Lotus Elite” as well as signing a copy of a magazine article entitled “My Favorite Race.” Mr. Hobbs also sent me a limited edition poster of the cars he had raced (including a Lotus Elite) and he signed that as well. I’ve framed this poster which is now hanging up in my “man cave.” I was able to purchase a spare key blank for my car from a seller on EBay but haven’t yet had it cut. It’s on my to do list. I’m still searching EBay for a Lucas windshield washer fluid pump. I hope you have a Merry Christmas and a happy and healthy New Year. Sincerely, Roger Busha, rwbusha@frontier.com, USA Club Elite Newsletter, Issue 39, January 2014

Elite Models Hi Don, A while ago I send you an email about my project to make some article about Elite Model car Idea is featuring one or two model by each CEN. Here is a project to be discussed ! Kinds Regards, Philippe Péclard, Elite #1954, mail@peclard-arch.ch, Switzerland LOTUS ELITE MODELS I’m sure that many of us, owner and enthusiasts collect your favorit model. In case of Lotus Elite, collecting is very funny and become a sport, searching and tracking down specially old and unique models. Few years ago, i’ featured in CEN some 1/43 wood Models For me it started in 2003 with internet growing. A visit in 2008 to Jim Mardsen the biggest Lotus model collector in Colorado was also a big help. Sharing is with other is best part in this hobby. I finally decide to share with you part of my collection Club Elite Newsletter, Issue 39, January 2014

ELITE MODELS n° 1 ACORN 1/43 Model supplied By ATKINSON’S / Peter ATKINSON / Swansea UK / 60 ? Kit consist of 3 lexan-moulded pieces, one for the floor, one interior and the third for the body. Other parts are wheels, axles, and water decals to reproduce the 1959 Le Mans Class Winner. A paper sheet describes the uilding process. Building this kit require some talent, and is not for beginners. At this time I’m enough lucky to find to already build kit and one unbuilt kit. As you can see, skills of the builder can change final look of this model. Interestingly, I think it was the first Lotus Elite model on sale. Acorn did not produce lots of model. I don’t know exactly the complete list of model’s produce. But it’s eclectic, from a Lotus Elite to a Morgan 3 wheeler, Chapparal, Ford mirage 3l etc.

Club Elite Newsletter, Issue 39, January 2014

Elite Memories Don. I was sent the article from the New York Times concerning Sue Howardâ&#x20AC;&#x2122;s Elite (EB 1957) and seeing many parallels in our circumstances and experiences, I felt disposed to pass my experiences to her somehow or other. You may remember that I was Club Secretary of Club Elite UK for a number of years which was great fun but owing to pressure of work, I gave up. I have forwarded an e-mail that I have sent to The Performance Car Garage Club complete with attachments. Best wishes, David Pawson. EB 1600. DavidPw@emtelle.com Sirs (The Performance Car Garage Club). Can you please pass on the following to Sue Howard following her article in the New York Times since I find parallels in our circumstances. My wife Carol died suddenly after an aortic aneurism on 30/12/2012 after 42 years of blissful marriage. We competed at the sport of Carriage Driving together, did track days in our Lotus Elite together, drove round the Le Mans circuit together even flew a Tiger Moth biplane together. Our faithful Lurcher long-dog went everywhere with us. (Even slipping his lead while we were doing the dressage stage of a driving trial, catching and killing a rabbit and then following us all around the arena proudly displaying his kill). The Elite and the animals did their bit in maintaining a degree of positivity after sever bereavement and continue to put colour into our lives. I hope that you can pass these photographs onto her. Best wishes. David Pawson. EB 1600. (Sue will know what that means), U.K.

Club Elite Newsletter, Issue 39, January 2014

Elites on the Move The following is a list of Elites that have changed owners in recent months. Special thanks to David Blacklidge and Mike Ostrov for providing many of the new owner’s names. Elite Chassis 2047 1308 1057

New Owner Adam Moran, UK Hank Mauel, USA Steve Gooch, UK

Former Owner Bill Moran, UK Will Nighswonger, USA Bob Heppell, UK

Previously Lost (to EWR), Newly Found Elites

Elite Chassis

Current Owner

Last EWR Entry

Important Note: There will always be a section in the newsletter reserved for brief letters and digital photos sent in by readers of the Club Elite Newsletter from around the world. One of the best things about the newsletter is that we can shorten the distance between countries and individuals by sharing our experiences. So, the next time you and any other Elite owners or enthusiasts get together, remember to take your digital camera or camera phone and snap a few shots of your get together. Write a few words in an email about your event and send it all to me at EWROwners@comcast.net or EWREnthusiasts@comcast.net. It’s easy and…there are over 850 readers who will be glad you did.

Club Elite Newsletter, Issue 39, January 2014

Type 14 – Elites, Elite Parts –Wanted and For Sale

If you have spare Elite parts, parts you don’t or won’t need, please consider selling them to other Elite owners who need them. The important thing here is to get more Elites on the road and to improve the ones that are on the road. Everyone’s Elite values are improved by improving the state of the marques.

Elite Parts for Sale For Sale [NEW THIS ISSUE]: Herewith my list of parts I do have for sale and I would be very pleased when you can place it in the next issue. All parts came directly from a road going S2 1962 Elite all in good running order: -A proper FWB crank, complete including 4 matching con rods + belonging bolts, 4 matching FWB pistons, including pin, rings: GBP 550,= (excellent condition) -2 complete cam bearing carriers including cams and bolts (all in running order): GBP 250,= (together) (good condition) -1 engine sump, good condition: GBP 100,= -1 set of 4 matching FWB con rods, including bolts GBP 200,= -Fuel tank including, float lever, original cap, tube, hose and straps to bold on in the car: GBP 75,= (good condition, in working order) -Complete set S2 front suspension (both left- and right hand together), including, lower wishbones, top arms, uprights, trunnions, stubaxles, yellow Koni shock dempers + coils, 1 front anti roll bar + mounting blocks: both left- and right hand all together: GBP 250,= (these parts need a cleanup) -1 complete set (left and right hand) of S2 rear wishbones, complete including rubber balls and metal mounting caps: GBP 125,= (needs a cleanup) -1 Battery cover original: GBP 50,= (good condition) -Various complete sets of engine gaskets incl. head gaskets GBP 75,= per set -Original radiator fan including mounting frame: GBP 50,= -Alloy front duct (no bumpers) GBP 150,= -Boot and bonnet lid, good condition together: GBP 150,= Club Elite Newsletter, Issue 39, January 2014

-Complete set of alloy rear Girling NR calipers, needs to be refurbished: GBP 300,= or in refurbished condition: GBP 450,= -1 set of alloy front caliper brackets for steel calipers; GBP 100,= All of the above in one lot GBP: 1500,= (including the non-refurbished NR’s) -Complete anti roll cage system for Elite S2, according to latest FIA requirements, including bolts/nuts painted gray. Never damaged, only used 3 races. Custom made, early 2013 by Fabricage (UK) original invoice available , ready to bolt in: GBP 1000,= Pictures of all parts available upon request. All prices are excluding shipment costs. Parts are in The Netherlands, can deliver the entire lot of parts or the cage in the UK, Belgium or Germany at no costs! Bert Du Toy van Hees, Lotus Elite # 1742, please reply to bertdutoyvanhees@gmail.com For Sale [NEW THIS ISSUE]: See below photos. I still have a few items that I am offering first to the EWR folks via the CEN. All items are OBO and do not include shipping: (Don I’ve attached pictures above and will send others under a separate email.) Battery Box Cover, original in very good condition with jack securing clip; $70/ OBO Original Spare tire Cover, blue/gray vinyl and black loop pile carpet, nice condition; $170/OBO Original Left Front Bumper. needs work $70/OBO Original Side Window Securing Latch, complete $35/OBO FWE Cylinder Head, used, but does not appear to have been skimmed, includes standard cam carrier, cam cover, 5 tappets, missing 1 valve and spring, cam has cracked front thrust guide; $2700/OBO Additionally, I have several models and kits available, including: o 1 - 1:20 Kogure plastic motorized Japanese kit o 1 - 1:24 Profil plastic kit o 4 – 1:32 Super Shell bodies with frames o 2 – Bandai tin friction toys; red & blue o 3 – Pactra clear 1:32 slot car bodies o 1 - Vacuum formed clear model 1:64 o 2 – Grand Prix metal 1:43 kits o 2 – SMTS metal 1:43 kits o 2 – built up SMTS models; blue/silver SE, Green Le Mans #41 o 1 – MD resin 1:43 kit o 1 - each vacuum formed white styrene slot car bodies; 1:24, 1:32 & 1:43 (cast resin) Many magazines with Elite pictures on their cover. Factory advertising sign from BMC San Francisco for the 1975 model. 3- different bound workshop manuals. Other miscellaneous items and oddities. Will Nighswonger, USA, wnighswonger@cox.net

Club Elite Newsletter, Issue 39, January 2014

For Sale [UPDATED THIS ISSUE]:

All prices in British pounds. Contact: Robin, UK, robin@woodcoteauto.co.uk For Sale [UPDATED THIS ISSUE]: Here's my "still-available" parts-list. I don't want to discard this stuff if any member has a need, but I will be moving soon and don't want to haul it all with me, especially the front clip and the diff-box ! See below photos. For more info contact Dean Price - foothillbldg@sbcglobal.net or +1-626-449-2437 California, USA

Club Elite Newsletter, Issue 39, January 2014

For Sale [NEW THIS ISSUE]: Lotus neon sign from Greg Parisâ&#x20AC;&#x2122; garage. 34" by 24" $650 plus shipping. Contact Connie Paris at cngparis@msn.com or call 503-9560800.

For Sale: FWB fire pump engine (1). FWB-400-2-8391 Dry storage , engine turns, all casting good, automotive generator bosses on head, no evidence of disassembly. Includes Solex downdraft carb (32-B1,LF56) and manifold, Lucas magneto (Type: 56A, Model: 4VR), flywheel, water pump. No exhaust manifold. $1500. Additional FWB accessory bits available (make offer): Lucas Magneto, Solex carb, flywheel, Magnette transmission (1959 GBX=C4290) serial number: MAG 8484. No shifter/dipstick. Shipping damage to bell housing (see photo). $350 See below photos. Lyle Henage lyle.henage@earthlink.net Dallas,Texas, USA

Club Elite Newsletter, Issue 39, January 2014

For Sale: Pair of rear S2 wishbones and a pair of the splined wheel drive shafts. John Dunbar, UK, dunbar.art@btinternet.com For Sale: Coventry Climax fire pump engine (F3835) partially modified for Elite (or similar) usage with an alternator and distributor. It was purchased for an aborted Elite project. The engine was not run since leaving the factory (in 1952??) until 2012 when the sump was removed, cleaned and filled with fresh oil and then started. It ran in the fire pump perfectly with 40 psi oil pressure. Since then the motor has been removed from the fire pump handling cage, the alternator added, the water and fuel pumps are retained and work started on replacing the magneto with a distributor. The engine is available with the original fire pump and handling cage if required. Many more high resolution photos are available, please contact me. Asking $2000 obo. Tony Bowker email tonybowker@aol.com or phone 760-789-3954 in California.

Club Elite Newsletter, Issue 39, January 2014

For Sale: An original Lotus Elite Rear View Mirror also a two exterior door handles, NOS Lucas L551 (red) stop/tail light lenses, NOS Lucas L539 (orange) indicator light lenses, NOS Chrome Oil Cap. There will probably be some further items, please let me know what you require? Contact: Tfstillman@aol.com or phone: +44 (0)1604 781 870, tfstillman@aol.com, Terry Stillman. For Sale: I have always problems in keeping the oil from leaking from the cam box cover using the standard cork gasket. The cure was to use a neoprene material. I used 3 mm thick neoprene cut from sheet, using the cover as a template. This material can withstand the oil and temperatures- colour black. As I had to buy a large sheet there is enough left over if any one else would want to try this remedy.It would mean cutting the blank material yourself, done with a sharp Stanley knife. Cost ÂŁ12 including postage to UK only please. John Dunbar, UK, dunbar.art@btinternet.com For Sale: Coventry climax FWB engine, professionally rebuilt by Carl Whitney, 0 hours. This is a Stage I engine built from a nearly unused Bearcat donor. Complete and buttoned up except for rear transmission plate. Truett Lawson. truettldem@aol.com. 612 991 1903 For Sale: All original items taken from my Elite #1984 during the rebuild: Front uprights for Lotus Elite (also fits Lotus Eleven series 2) complete with trunnions, brake discs, alloy caliper mounting brackets, Girling calipers & pads. Original new old stock Coventry Climax Water Pump Impellors. There may be some further items, please let me know what you require? Contact: Terry Stillman, #1984, Tfstillman@aol.com or phone: +44 (0)1604 781 870 For Sale: I have for sale (see below photo); best offers. 1, Complete, rear end not used since fully overhauled with limited slip, 4.2 ratio, very good. 2, S1 front springs, very good. 1, S1 LHS front vertical link with upper control arms, steering arm, top arm and caliper plate, good. 1, S1 RHS front vertical link with upper control arms, steering arm, top arm and caliper plate, good. 1, LH thread front stub axle, good. 1, Set of rear brakes complete with balance bar, very good. 1, Mechanical tachometer, fair. 2, Rear drive shafts, good. 1, Rear drive spindle RH thread, fair. 1, S1 front sway bar, good. Pictures on request. Alasdair McNeelan, alasdair@mcnellan.com, 1 905 842 1928, Oakville Ontario, Canada. Club Elite Newsletter, Issue 39, January 2014

For Sale: Drop Out Window Catches, Also Quarter Light Hinge Pins and Quarter Light Window Catches (see photo's). As you are aware all these were formally made in mazak which corrodes and pits. My replacements are made in white bronze and will be chrome plated so even if the chrome wears in many years to come they will still look good. These parts come with all screws and in the case of Drop Out Catches all gaskets as well. I am sorry but I can only sell these in pairs due to the high cost of moulds. DROP OUT WINDOW CATCHES £95.00 per pair QUARTER LIGHT HINGE PINS £65.00 per pair QUARTER LIGHT WINDOW CATCHES £78.00 per pair Postage charges at cost to wherever you are. Please contact me if you are interested at Barry Sheraton, barry@thesheratons.plus.com

For Sale: A) FWB (1460 cc) forged Bearcat crankshaft. Standard journal size, low hours, cracktested and balanced. Nose keyway corrected for automotive use. Lip seal back end. 4 Bearcat standard pistons, with wrist pins and clips. Will fit all FWE (B) blocks with original rods. B) Pair of lovely stainless steel rain gutters. Rawl nuts included. C) New Elite KPH speedometer, ready to install. 3 km on the clock. D) Full set of dash panel switches and instruments. E) Rear NR (alloy) brake calipers Club Elite Newsletter, Issue 39, January 2014

and many other bits, just ask. Mike Ostrov, mikeostrov@webtv.net, Tel/Fax +15l0-232-7764; California, USA. For Sale: A) Two (2) long range tanks, one with standard filler and another with the large Monza tuve, for £375 each (see photo) B) One set of peddles with mount for £100. (see photo) C) One polished cam cover with nice badge for £150. (see photo) Andy Bradshaw, UK, andrew.bradshaw432@btinternet.com.

For Sale: With kind permission from Peter Joy, I have invested a bit of time and money in a CNC program. We have manufactured a batch of Peter's design rear hub shafts, using the sealed ball race which solves all the issues with the Fiat derived horrible taper roller bearing and Nilos seals set up. No more worries about water getting into the rear hubs with associated mess. In fact no hub lubrication needed, so clean wheels too.

I have 10 sets left on the shelf on the shelf having taken 3 for my own cars and a couple for friends here. They are made in 4140chrome molly steel, so will last for ever. Come complete with the bearings, spacers and the HT bolt that holds the lot together. I will sell them for US $1,700.00 per pair. Plus freight or post at cost.

Club Elite Newsletter, Issue 39, January 2014

I also have batch of other Climax FW stuff now in stock. Light weight 5.5kg Climax flywheels in stock includes new ring gear. US $600.00 each. +P&P

Water pump competition pulleys 6.75" or standard 6" size. New, as per original US$180.00 for either size. Alloy water pump impellers CNC made in 6061 with ceramic seal surface and new seal. No more rusty impellers and leaky seals. US $155.00 + P&P

Adjustable cam drive sprocket. US $170.00 $195.00 +P&P

New water outlet castings US

More parts to come soon. We have 6 Elites being worked on right now! wow. Club Elite Newsletter, Issue 39, January 2014

I can make just about anything in our CNC machine shop, so if you have a need for something let me know. Cheers,

Bruce Mansell bruce@rapidmachinery.com Australia

Elite Parts Wanted Wanted [NEW THIS ISSUE]: One (or two) elite original seat preferably in good conditions otherways any condition will do... Jean Locher (EB 1547) switzerland tel: 0041 78 665 87 00 or pixes@bluewin.ch Wanted [NEW THIS ISSUE]: I'm still looking for my Elite 1464: - D3H4 lighter - Units gerbox ZF S4 - Front caliper alloy + mouting plate - Axle differential casing for alloy caliper (serie1) - Water pump pulley - Elbow aluminum water motor output = "water pipe" (to pump water) - Interior door handle - Aluminum pulley dynamo GĂŠrard Husser, gerard.husser@numericable.fr, France Wanted: I'm interested in a backplate, and a high-lift three-bearing cam OR a five-bearing cam-carrier. Noel Falconer #1997, ostreger@aliceadsl.fr Wanted: Elite steering wheel. I would prefer one of the earlier, large diameter wheels. Tom Menzies, Elite #1499, elite14@outlook.com, USA. Wanted: I am looking to rebuild my elite 1464 ditto race photos and articles on my former owners (to be provided by: (if possibility CHRISTOPHER DON or other)? Wanted: caliper front brakes aluminum + support, alu-axle housing (differential) series 1 aluminum caliper, all parts ZF gearbox, stainless steel exhaust manifold (output yoke), adjustable camshaft sprocket. Merci a vous tous, Gerard Husser, gerard.husser@numericable.fr Wanted: Future Elite owner to commission build of Elite #1428A to customer specs. Race car right up to concourse is possible. Expressions of interest sought. Bruce Mansell, Australia, rmbruce@tech2u.com.au. Wanted: For mk14 s2 1962, a genuine battery cover, a genuine gearbox knob for ZF (white or black), 2 black seats, and a Smith dual gauge. Sylvain Proyart, France, mk14s2@yahoo.com Wanted: Original elite handbrake lever. John Dunbar, UK, dunbar.art@btinternet.com Club Elite Newsletter, Issue 39, January 2014

Wanted: A pair of Elite seat runners wanted to ensure a more stable platform for my good self when a passenger in Elite 2036 which is almost ready for the road. Roger Morgan, Australia, astoria@bigpond.net.au. Wanted: Trying to locate a STARTER motor for my 1961 Lotus Elite fitted with stage 3 Coventry Climax also require a generator. Question: Can a gear reduction type starter motor work and what would be a matching car type, also do owners modify to use alternator instead of the original generator and if so good alternative, and best grounding practice as understand a number of Elites have burnt due to improper grounding. Any suggestion or help would be appreciated. Ian M Kerr, Jamaica, kerrresorts@yahoo.com Wanted: Original brass elbow 45Â° and its custing weter outlet for the FEW, heater unit bracket or how to make them and fix, original heater valve with the welded bracket instead to produce myself. Umberto Ferrari, ferrariumberto@yahoo.it Wanted: Good crank shaft pulley, steel timing gear, high lift cam. Truett Lawson truettldem@aol.com, or message 651 430 3453 Wanted: I need to make a fair-sized order to London. A wind shield is among the items needed and I was hoping to save on shipping by getting together with other owners. Larry Glenn #1452, cessna5224q@yahoo.com Wanted: I'm looking for information and photos of mounting front and rear shocks adjustable period (1957-1966) on Lotus Elite S1 and S2 racing enrolled in official races. To contact me: Phone: +33 (0) 6.76.72.71.56 or email : fperruchot@vaughanavocats.fr Wanted: Iâ&#x20AC;&#x2122;m looking for a rear license bracket, a spare key blank and some guidance on installing a windshield washer container and pump. Roger Busha, rwbusha@frontier.com Wanted: For Series II Elite CBU # 1796. - Original equipment stepped steel stud and brass nut holding original SU air cleaner to carb on two carb engine. See photo. - Two door seal clips situated on door post near light push button switch that close the gap on door seals. See photo. - Door surround rubber that allows the doors to shut properly. - Spare tire cover hardware; the chrome or nickel plated clasps and hardware that hold cover in place; all forward parts for cover and body. - One steering wheel badge clip. - Heater control bracket against transmission tunnel. - One original muffler clamp. - Driver side package shelf for a left hand drive car. - Center pipe with muffler. - Two original Burgess mufflers. Club Elite Newsletter, Issue 39, January 2014

- The small solid and drilled cylinder with set screw in the hot water control valve that retains the pull wire. - Aluminum brake calipers front and rear. - Heat shield for twin SUs. - Weber manifold with or without carbs, linkage etc. - Metal timing gear for Climax. Don Jeffers don.jeffers@frontier.com 734 276-1920 USA FOUND: Original generator WITH rev counter connection. Bad state okay, but must be complete. Please contact: Matthias Pfannmueller matthias@pfannmueller.net Switzerland

Elite for Sale [New in this CEN issue] Elite Series 2 1962 #1611. ZF box, Webers, leather seats, chrome wire wheels. Completely restored, engine less than 1,000 miles use after Tony Mantle rebuild. Contact Ray Hunter on (UK no) 01935 850122 or hunterofwales@btinternet.com for more details.

Club Elite Newsletter, Issue 39, January 2014

All the best,

Don

Don, CEN Editor

Greg

Greg, CEN Editor Emeritus

Mike

Mike, CEN Secretary, EWR

Please send us photos of your Elite. Also, include an engine bay and interior shot as well, so that we might publish them alongside. About the Club Elite Newsletter and Elite World Register The Club Elite Newsletter (CEN) was created by Barbara and Bill Hutton in 1971 to serve the Lotus Elite Type 14 enthusiasts of their fledgling Club Elite of North America. The early newsletters were created by typewriter and sent by post to two-dozen club members. During the following forty years, the CEN expanded to include Elite owners and enthusiasts around the world. Current readership includes over 700 current and past Elite owners, and more than 250 Elite VIPs and enthusiasts. The CEN is also an extension of the Lotus Elite World Register (EWR) which was founded by Mike Ostrov some three decades ago. Based on the original Lotus Elite factory records and hundreds of telephone calls and faxes, the EWR was assembled and maintained on cardboard recipe cards for many, many years before being converted to a fully digital format by Greg Paris. The digital EWR and electronic folders now contain almost 100,000 files (including 11,000 photos). No application is required for membership in Club Elite. No membership dues are required to receive the CEN. All that is asked is that you contribute news and articles for publication in the CEN, keep your Elite’s information up-to-date in the EWR, and keep your eyes and eyes open for Elite changes hands and lost Elites being rediscovered. Note: Club Elite Newsletters are produced for the enjoyment of all Type 14 Lotus Elite owners, ex-owners, and enthusiasts. Technical and other published opinions are soley those of the writers. Prices, descriptions and availability of items in the ‘for sale’ and ‘wanted’ sections are subject to change without notice. Readers agree to hold harmless producers of information and technical suggestions contained in these newsletters. Please be safe when working on, or driving your Lotus Elite Type 14. © Club Elite 2014

Club Elite Newsletter, Issue 39, January 2014