LCQ December Monthly Meeting – Tuesday 4th December 2018
By Daryl Wilson and Shane Murphy.
Our joint December Club Meeting and Christmas BBQ was hosted by Scott Robinson at the Daisy Hill showroom of Lotus Cars Queensland.
As this was our final meeting for the year everyone seemed to get in the Christmas spirit and we had a large turnout of over 90 members and associates.
As is typical at this time of year it decided to throw in a thunderstorm around 6.00pm just to make things more interesting, not!
Catering was organised by our BBQ chef extraordinaire, Malcolm Kelson and refreshments by it seems these days, jack-of-all-trades, Steve Lennox. Mal and Steve were ably assisted by Ken and Pip Endres with tea and coffee and the other ladies, Chris, Gail, Carolyn, Pip, Jenny and Moira, assisted with the salads etc and setting up of the tables. Apologies to anyone I may have missed out mentioning.
The formalities of the night had to be delayed as el Presidenté Shane Murphy was delayed on the last of his numerous flights around Australia, bring on Christmas.
Once Shane had arrived and was satisfactorily fed and watered, he proceeded with the important business of the night presenting the three Club annual trophies.
The winner of the Lotus Club Queensland Achievement Award, in recognition of an expensive or difficult re-build or restoration, was Eddie Huffam for his long-term project restoring his 1968 Lotus Europa S2.
The winner of the Terrence Mellor Memorial Trophy for Best Clubman was Steve Lennox. Steve has been involved in assisting the organising many of the Club social events throughout the year. He has also assisted the Lotus 2019 Committee managing the budget.
Thirdly the Competition Point Score Award Winner went to Darryl & Mitchell Ringuet for their combined efforts competing in the Targa Barrier Reef, at Morgan Park and other motor sport events throughout the year.
Congratulations to all the 2018 trophy winners and thanks to them and everyone else who has helped support our club in another successful year. Special thanks to Scott and everyone at Lotus Cars Queensland for their hospitality and assistance.
Our Concours at the All British Day.
Story and pictures by Vyvyan Black.
Come Sunday the 23rd of September, I wanted to have my car looking it’s best for our annual Concours d’Elegance at the All British Day. But I had a lot to of work to do.
Unlike the wonderful Lotus examples listed below as class winners, in my ownership the Plus 2, though in very good condition, has never actually been the pinnacle of perfection. And truthfully, I’m okay with that – if it was perfect I’d be afraid to use it!
Anyway, I needed to repair the damage that was done when I last took the beast to Morgan Park Raceway for a fun dash around in the B-Series comp. On the first run the engine bay suddenly became a Weber barbeque, flames licking into the cabin, and I wasn’t cooking snags!
Thanks to the wonderful team at the track who saved the day and avoided the horrible spectacle of my car becoming a sticky lump of metal and fibreglass beside the track. Needless to say though that the manic use of fire extinguishers and the ripping of panels to get to the heart of the fire didn’t do wonders for my interior.
So, eventually, and after a long and expensive job of replacing all the under bonnet burnable bits, there I was at 11.30pm the night before the concours swearing at the last bolt on the passenger seat to make its whereabouts known immediately, hands blackened with carpet and glue, and back aching with the ups and downs of my new career as a motor trimmer.
All worth it in the morning though, as ‘Zsa-Zsa’ flickered with life and we happily burbled off – me admiring the newness of it all – ready to check out all the other British mechanical perfection on display.
I promise I’ll do my best to keep it all shiny and clean. Next job, all those bloody stone chips!
Tony Galletly (Lotus Eleven) Class 1: Lotus Cars 1950–1962
Bill Blackmore (Lotus Elan +2) Class 2: Lotus Cars 1963–1974
Russell Carter (Lotus Carlton) Class 3: Lotus Cars 1975–1995
Steve Lennox (Lotus Europa S) Class 4: Lotus Cars 1996–2017
Daryl Wilson (Caterham) Class 5: Lotus 7 & Caterham
Craig Wilson (Lotus Elan S1) Outright Winner
By Phil Hart. Photos by Alex Molocznyk.
Our August DTC was the final one for the year. It was also the biggest. Being a round of this year’s Inter Club Challenge, it was over-subscribed with the first 66 entries making it to the start line. With the Lotus Club having shown the Porsches a clean exhaust at the recent ICC Sprint Round, the Porsche boys and girls were keen to show us who needed the driver training!
Daryl is usually faultless with preparation and running of these DTC days, yet this day, a few errors had crept into the proceedings. As the track was quite dusty and slow early on, a smart organizer would have sent those pesky Porsches out to clean the track surface and lay down some sticky rubber for the rest of the entries. But no, the Lotus crowd were sent out first. Rookie error Daryl, rookie error! Secondly, it should be noted in all future supp regs that vehicles with launch control and 4-wheel steering incur a 5 second penalty.
The regular “Seven” drivers included Shane Murphy, Dick Reynolds, Jon Young and Ken Philp. By the end of the day, driving honours ended up being just about shared with the larger Exige/ Elise contingent of Trudy Jacobs, Pat Richards, Sion Bowen, Juan Laporta, Graeme Sorenson, Paul Carroll, Sam Murphy, Mal Gray, Paul Torrisi, Michael Blessas, Lindsay Close, Phil Hart as well as George and Andrew Row.
Michael Jones brought along his lovely Europa, and, although it was a little under powered to achieve fastest time of day, it did manage to win the prize for loudest car on the grid. Some may think this a little odd, but alas, the noise is not made by the engine but rather the ear-piercing screech of skinny tyres on the cement start line. Due to the Jag still being under repair, James Driscoll moved to the dark side by driving an air cooled, rear-engined car. They spin easily mid corner, don’t they James?
Fastest time of the day went to Steve Foss driving his Westfield XTR2 for the Porsche Club. Although it hurts to say it, we had to tip our hats to the Porsches today. We will get them next time. I think we managed second spot on the ICC point score, although it was very close between our club and an exceptionally well driven double entered Datsun from the Holden Sporting Car Club.
Thanks once again to Daryl and his assistants who made for silky smooth event with seven timed runs. For those of you didn’t get your entries in on time… SUCKS TO BE YOU… as the DTC is always a super fun and safe day in your Lotus. See you next year!
Words by Clive Wade, pics by Gloria Wade.
Our Presentation Night broke with tradition, where normally we have fluctuated between the two venues of Derek Dean’s Motorman Imports premises or Shannon’s Car Park, this time we were hosted by our new Lotus Dealer; Lotus Cars Queensland.
Numerous members arrived early to set up the traditional BBQ with wine and ale in the forecourt of the dealership, stools and tables scattered amongst new Lotus made for quite a setting. Mal Kelson soon had the BBQ ablaze delivering various choice meats which he had personally prepared and marinated himself. It wasn’t long before we had the dealership’s courtyard absolutely a-brim with shiny Lotus of various models from throughout the near 70 years of the marque’s history.
After the BBQ we got on with the official part of the evening; the presentations. I think I said it last year, it is very satisfying to be President on the last meeting night of the year. Monthly issues were put aside to concentrate on the awards only. As per all years previous, deciding who would be the winners is always difficult, as there are always well deserving members who have done so well, but there can be only one winner, and those winners are:
Lotus Club Qld Encouragement Trophy for Best Mechanical Build/Rebuild:
Tony Galletly for his superb Lotus 11 rebuild.
Les Mellor Memorial Trophy Club Man Award – The person who puts in an immense effort for the club
Daryl Wilson for Organising DTC’s, improving DTC’s and doing anything else that he can he can to help out, not to mention being treasurer.
Competition Point Score Trophy
Dick Reynolds DTC Champion and attending so many other competition events on behalf of the club.
Dick Reynolds (evergreen improver of a well-used Caterham)
ICC LCQ Best Placed Competitor:
Shane Murphy (the most regular competitor)
Hill Climbs LCQ Champion:
Zaid Latif (covering himself and LCQ in glory)
Morgan Park Sprints LCQ Champion:
Garry Pitt (consistently making his NA Honda 2 litre outperform all the turbocharged cars)
Something the Club has never done before, but as the Club matures it becomes apparent some members are forever there, always helping out in whatever manner they can. When the committee broached the subject there were no detractors from the idea, and it was soon decided to consider various members of long standing membership. Our first two recipients were unanimously chosen.
Craig Wilson and Mal Kelson, both members have been around a long time, but more importantly, both are always there, giving unquestioned support wherever, and however they can. Craig and Mal, congratulations, you both deserve the accolade and the honour.
No doubt there are other members worthy of high accolades too, I could make a list now, but it’s not the time. In coming years there will be more Life Memberships awarded, not necessarily every year, as that would demean the award, but every now and again there will be somebody worthy of such special mention.
The Les Mellor Achievement Award Trophy has been found!
By Daryl Wilson
Over the years there have been many people come and go who have contributed to making our Club the success it is today. Many years ago a member by the name of Les Mellor donated a trophy consisting of various engine parts I believe from one of his engine failures. The trophy was called the Achievement Award to be presented to a club member “In recognition of an expensive or difficult re-build or restoration” during that year.
I believe Les’ idea was that the parts should be loose on the trophy backboard, so people could pick them up and speculate on their history and subsequent demise. Whilst this was a nice idea, in reality it meant that it was difficult to maintain all the parts and I suspect that some have been lost over time.
Well I am happy to report that in mid-2017 I received a phone call from a very embarrassed club member (who shall remain nameless) to say he had located Les’ original Achievement Award trophy in a box under a shelf in his office! It appears the trophy has been there for several years and gone completely unnoticed. Does not say a lot for how often he cleans his office! The said un-named member could not remember receiving the trophy and he is not that old, so alzheimers is out of the question!
The last time this Achievement Award trophy was officially presented was in December 2011, to Richard Harris for his beautifully restored Lotus 11. In 2012 we were unable to locate the trophy and it was lost to the Club. It was then decided by the Club Committee to replace Les’ trophy with a new plaque until we were able to locate the original trophy.
In November 2017 when preparing for the 2017 awards, it was difficult to arrange the remaining parts for Les’ Achievement Award trophy. After consulting with several committee members and club members it was decided that for the ease of future recipients, we would fix the engine parts to the backboard.
The main problem was to try to remember how the parts were originally intended to fit. It was also suspected that some parts have been lost over the years, so there was some guess work involved! To complete this task we removed all the existing name plates from the trophy backboard and fastened the remaining engine parts to it.
It was then off to the trophy shop with a list of names to get a new full set of name plates for all the Achievement Award recipients (from 1997 Patrick Mewing, until 2016 Joe Arico). By the time you read this the 2017 recipient will also be known and their name will be affixed to the updated trophy.
Les, if you are reading this or you have been advised by an LCQ member of the changes to the Achievement Award trophy, I hope you are not upset or disappointed with the changes. They are intended to ensure that the trophy will be well received by its new winner each year. The trophy will continue to be an important part of the Club’s history for years to come.
Story and images supplied by John Watson, Lotus Seven Historian.
It was on this day 60 years ago that the world saw the Lotus Seven compete for the first time.
It was on 7th September 1957 at the Brighton Speed Trials on the Madeira Drive seafront at Brighton that Edward Lewis raced Lotus Seven chassis # Mk.7/400 in a time of 29.72 seconds to win the Sports Cars – 1501 to 2500cc. Class.
Since then Lotus Sevens have been seen competing on race circuits, sprints and hills all over the world and continue to do so today.
Happy Birthday Lotus Seven!
Something Colin Chapman would recognise – and appreciate.
Handling: ★★★★★ Performance: ★★★★☆ Usability: ★★☆☆☆ Feelgood Factor: ★★★★★
By Ben Whitworth – Contributing CAR Magazine UK editor.
In 2017, the venerable Caterham – née Lotus – Seven will turn 60. Always keen to exploit a marketing opportunity, Caterham is marking the anniversary with this, the Seven Sprint. Chiming in with the anniversary, only 60 will be made.
Caterham has successfully recaptured the mood of the Swinging Sixties with the Sprint. The front wings, grey powder-coated chassis, chromed wheelcaps and bubbled rear lamps, wrapped up in a choice of yesteryear hues all sit comfortably together without the slightest whiff of retro cheesiness.
Ditto the cabin. Flip back the cream-trimmed vinyl roof and the delightfully thin Moto-Lita wooden steering wheel, red Muirhead leather dash and seats and chrome braceleted Smiths dials complete with coloured bands, all convincingly transport you back to those good old bad old days.
Does it come with a crank arm for hand starts?
Oh, you’re a card. No, don’t be fooled by the Sprint’s yesteryear camouflage – that heritage styling, chrome-and-leather detailing and bespoke paintwork is underpinned by Caterham’s nifty 160. So, no asthmatic 40bhp 1.2-litre Ford lump under that louvred bonnet, but rather a dinky turbocharged 660cc triple from Suzuki, a five-speed manual gearbox, wishbones up front and a live rear axle.
We’re very familiar with the 160 – we ran one a while back as a long-termer for a year – and dropping down into the Sprint’s plump seat and firing the thrummy three-pot into life brought back a flood of warm memories.
A 660cc engine? Surely it would be quicker to jog?
Suzuki’s K6A may only develop a modest 80bhp at 7000rpm and 79lb ft at 3400rpm but with just 490kg to push around, performance within its 100mph envelope is brisk and perky enough to instantly plaster a grin across your face.
The engine’s eagerness and mid-range zing is complemented by the snickety gearbox – you measure the throw of the chrome-topped gear lever in millimetres – while the wooden rim of the large-diameter wheel overloads your palms with front-wheel chatter.
What’s it like to drive then?
Despite those spacesaver-thin 155/65 R14 Avons, grip and traction levels are excellent. You can slingshot the Sprint through a string of bends at speeds and angles completely at odds with the diminutive deeply-treaded rubber at each corner. Like the 160, the Sprint encourages you to wring it all the time everywhere, and rewards you with an intensely visceral and engaging driving experience.
Despite that live rear axle and firm suspension set-up, the Sprint rides with an impressive compliancy – it’s only over really intrusive and abrupt bumps and lumps that the chassis bucks and moves about. Distilled automotive joy? We wouldn’t disagree.
So, the Sprint is a great car to look at, and an even better one to drive – but you pay for the privilege. Even when viewed through the prism of the Sprint’s limited-edition collectability, nigh on £28k is a big chunk of money for a second car/toy/indulgence.
That hasn’t stopped all sixty models being snapped up, though, and there’s a waiting list for cancelled orders. But the news is not all bad if the Sprint features large on your radar – a ready-to-drive Caterham-built 160 is around £8500 cheaper than a Sprint. Using your imagination could save you a lot of money.
|Price when new:||£27,995|
|On sale in the UK:||Sold out|
|Engine:||660cc 16v turbocharged 4-cyl petrol, 80bhp @ 7000rpm, 79lb ft @ 3400rpm|
|Transmission:||Five-speed manual, rear-wheel drive|
|Performance:||6.5sec 0-62mph, 100mph, 57.6 mpg, 114g/km CO2|
|Weight / material:||490kg/steel|
|Dimensions (mm):||3100 length, 1575 width, 1140 height|
By James Taylor – CAR Magazine UK.
Lotus boss Jean-Marc Gales has shed more light on the Norfolk sports car maker’s future product plans, including the upcoming open-topped Evora Roadster and the crucial new Elise for 2020.
An open-top Evora?
As revealed by CAR Magazine UK in 2014, Lotus plans to make the most of the Evora’s wobble-free structure and make a roadster variant, scheduled for reveal in 2017.
Talking at the launch of the Evora Sport 410 in late October 2016, Gales said: “An Evora Roadster – we will do that. It is so solid structurally. An open version will not add weight. The engineers have a clear target – don’t add weight.”
“How it will look I will leave to your imagination, but it’s a bit more than just opening the roof.”
What else is in store for the Evora?
The Evora Sport 410 has wrung almost every drop of dynamic potential from the Evora coupe for now. That variant goes on sale in the USA in July 2017, with slightly heavier doors and seats than the UK cars, to meet side airbag regulations.
As for further down the performance scale: “We thought about a lower-power version, but people don’t want that,” Gales said. “Customers never say no to extra power. Even if people won’t use it, they want it.”
That said, Lotus says it will continue to pursue gains from reducing weight and aerodynamic lift rather than prioritising power outputs. The raised-up, Stratos-style Evora Crossover previously mooted was canned in 2015.
Lotus 4-Eleven – a less hardcore sibling to the 3-Eleven in 2017?
While this project is yet to be confirmed officially, Gales says: “We’re thinking about a 4-Eleven – it might be a little bit less raw [than the 3-Eleven].”
For ‘thinking’, read ‘working on’, and expect it to surface in the latter part of 2017.
What’s the story on the next Elise for 2020?
Much of Lotus’s development muscle is currently hard at work on the next-generation Elise, scheduled for launch early in 2020.
It will have a new chassis built to meet USA homologation regulations – crucial for future profitability – and will share that structure with the next-generation Exige. While it will move on stylistically from the current car, Gales says it will still be unmistakable as anything other than a Lotus: “You can recognise it at 20m.”
What about the SUV project?
“Work in progress,” Gales says. “We need technical partners, which we are currently looking for. We are building a prototype, for testing at the end of this year . But for now we are working flat out on the sports cars.”
And what about the current-gen Exige?
Following the recent launch of the lighter, faster Sport 380 variant, “there is nothing more to come from the Exige”, Gales says, although he allows there are still ideas for an increased downforce bodywork package, which may find its way onto a track-only version in the near future.
As late as July 2016, Lotus engineers were still working on aero development ideas ahead of the Sport 380’s November press launch.
“This is the advantage of a small company – it can be agile, and take a decision instantly,” says Gales. And cost effectively too, it seems: “We did this car [the Exige Sport 380] for £1m.”
A new-generation Exige will be developed together with the new Elise.
Is the lukewarm press reception to the Porsche 718’s new four-cylinder boxer engine music to Lotus’s ears?
“We are working very hard on our sound,” Gales says. “We basically sound-engineered the Evora 400 from the start. It is the same with the Exige 380 [which features a new optional titanium exhaust system].”
“We are working on making the Elise 250 sound throatier too. It will get a titanium exhaust in around six months time”, he said, speaking in late October 2016. Without naming any car makers specifically, and perhaps with tongue slightly in cheek, Gales says: “Sound is so important. I don’t know why companies say they prioritise CO2 over sound. None of our customers ask for lower CO2.”
More specifically, he adds: “Some of the new German offerings are missing the steering feel [of hydraulic power steering, which Lotus continues to fit to its cars rather than electrically assisted systems] – some customers say they miss the steering feel, and connection with inputs, and return to Lotus from Porsche.
“Our unique product difference is connection, response – immediacy between input and what you feel on the road is unique to Lotus.”
Gales cites three further specific attributes as being unique and important to the Lotus ethos: lightweight design, its treatment of aerodynamics, and communicative handling.
“We absolutely refuse to make our cars bigger. In fact, we make them lighter.”
Lotus in 2016: in profit at last!
Speaking to CAR Magazine UK at the closely spaced launches of the Evora Sport 410 and Exige Sport 380 in winter 2016, Gales stated that Lotus has been “cashflow positive” from August to the end of November 2016. (Figures for December were unavailable at the time of writing.)
Its entry to the USA with the Lotus Evora 400 in August 2016 has played a key role in making the company operationally profitable.
The Evora 400 is currently the car with the highest profit margin in Lotus’s range, and gaining federal approval for the US is considered ‘the biggest breakthrough’ on that front.
Since the car’s August US launch, Lotus had taken 300 orders as of October 2016, and has been exporting cars at a rate of 50 a month.
That compares with a less rosy 200 orders across the Lotus range as a whole in 2014, and 250 in 2015. By the end of 2016, Lotus has forecast around 700 orders. In 2018 it ideally aims to hit 2400-2500 cars, and in 2020 4000 cars a year is the goal – “the new Elise in the US can do that for us,” Gales says. “We are here to stay. We can afford the development.”
Becoming operationally profitable hasn’t come without hardship, however, with staff redundancies made shortly after Gales took over as CEO. It was a process he describes as “painful”. “We had to sacrifice jobs in order to save 850 jobs [overall, in Lotus’s core workforce]”, he says.
For the first time in some years, Lotus does not plan to attend the Geneva Motor Show in 2017. “We will put the money into the cars,” Gales says.
It’s not often we have an LCQ member in Porsche’s Race Division winning Le Mans and playing “a valuable role in helping Porsche to their second consecutive Manufacturers’ title”.
From an original article by: Speedcafe.com© on Sunday 20th November, 2016.
Audi left the pinnacle of sports car racing with a quinella while Mark Webber retired from racing with a podium finish in the final round of the World Endurance Championship in Bahrain.
Amid a tumultuous finish and an emotion-drenched day, the #2 Porsche 919 Hybrid of Marc Lieb, Romain Dumas and Neel Jani collected the Driver’s Championship after finishing three laps down in sixth place.
Audi ended its dominant 18-year run in the sport in a manner fitting of their thirteen Le Mans 24-hour wins and two WEC manufacturer crowns. The Six Hour race saw respected Audi team boss Wolfgang Ullrich tearful before and after the chequered flag.
Webber jumped into the #1 919 Hybrid Porsche at the one-hour mark and soon drove it from fourth to third position, where it stayed for the majority of the race.
Porsche set up a fitting farewell for Webber, who now becomes an international ambassador for the German marque, by putting him behind the wheel for the final stint.
The #2 919 Porsche went into the event knowing it had to finish fifth or better to guarantee the drivers’ title, but things came unstuck early when a collision with a slower car punctured the left rear tyre and badly damaged the surrounding bodywork, forcing it into the pits.
Despite the misfortune, the car went on to finish sixth and that was enough to grab Porsche a second consecutive Drivers’ championship and bookend their manufacturers’ title which they clinched in China two weeks ago.
“It has been a fantastic team effort,” said Lieb of the driver’s title.
“It has been up and down, but the reliability has been the key with the hard work in the garage.”
The win was another milestone for Australian engineer Jeromy Moore, who helped Webber’s team to the driver’s championship last year and the #2 Porsche to a Le Mans 24-hour victory in June.
Moore, who learnt his craft through more 10 years with Triple Eight Race Engineering’s V8 Supercar team in Brisbane, also played a valuable role in helping Porsche to their second consecutive Manufacturers’ title.
The #6 Toyota of Mike Conway, Stephane Sarrazin and Kamui Kobayashi needed to win the race to give themselves a shot at the drivers’ title, but they were never in the hunt and came in fifth.
Speedcafe interviews with Jeromy Moore:
RESULT: Bahrain 6 Hour
|1||8||Run||P1||Audi Sport Team Joest||DI GRASSI Lucas||Audi R18||M||201||1:47.413||1:41.511||191.9||7|
|2||7||Run||P1||Audi Sport Team Joest||FÄSSLER Marcel||Audi R18||M||201||16.419||1:44.550||1:42.634||189.8||6|
|3||1||Run||P1||Porsche Team||WEBBER Mark||Porsche 919 Hybrid||M||201||1:17.001||1:45.120||1:42.401||190.3||6|
Entry Details – LCQ Lakeside Driver Training Centre Timed Laps.
The Lotus Club Queensland Lakeside Driver Training Centre Timed Laps event is on again on Saturday 27th August 2016 at Lakeside Raceway Driver Training Centre Lakeside Road, Kurwongbah Qld.
This event will be run under Recreation and Competitive Events Resources and Services RACERS Licence arrangements and is open to all LCQ Members, their family and friends. The format is a single car run for a timed lap, and the aim is to have a great day in a safe, controlled environment. The Lakeside Driver Training Centre is at the rear of Lakeside Raceway main track and has a combination of layouts. It is a bitumen track with fairly flat, open grass, safe run-off areas in most parts. See the course map below.
Entries close Thursday 25th August 2016. Total entries will be restricted to 60.
This will be an all-day event starting at 7.00am for registration and scrutineering. Please arrive early as scrutineering can take time. Please click here for QR Entry Form and here for a RACERS Licence Application Form for more details. Please email the “FRONT PAGE ONLY” of your Entry Form to Daryl Wilson at firstname.lastname@example.org by Friday 26th August 2016, so we can record your entry.
Entry Fee & Payment Details
$75.00 Entry fee per driver – if you have a RACERS Annual Clubman Licence.
$95.00 Entry Fee per driver – if you need to purchase a RACERS Day Licence ($20.00).
Please forward your payment by bank transfer to:
LCQ Bank Account BSB 633-000
Account No: 119108751
and include the reference “DTC and your name”.
Note: You must register and pay beforehand, as NO entries will be accepted on the day. Payment must be made by Thursday 25th August 2016 to the Lotus Club Qld bank account. No Credit Card payments or money is to be paid to Queensland Raceways.
If your vehicle is Queensland registered you will be required to obtain a Compulsory Third Party (CTP) insurance Rally Extension letter from you CTP Insurer. The CTP letter is to state the name and date of the event and be produced at registration on the day. Here is a sample letter. If your Third Party (CTP) insurer is Suncorp Ltd, Allianz Australia Insurance Ltd or AAMI Ltd you can apply on-line using this email address.
Please ensure you bring the following signed original forms on the day:
- Your signed original Entry Form
- Your RACERS Annual Clubman Licence – if applicable
- A signed RACERS Day Licence Application Form – if applicable
- Your CTP Rally Extension Letter
- Your Civil Drivers Licence
- Your Car Club Membership Card – if applicable
These forms will be required by Lakeside staff when you register. Please register early to assist us get off to a good start on the day. Electronic copy letters are not accepted. No hard copy forms/letter, no start.
- CAMS/AS approved helmet in good condition must be presented at scrutineering and must be worn while competing. A full face helmet visor is required if you are driving an open car.
- Neck to ankles and wrists clothes and closed footwear is required. Fire suits are not required but their use is encouraged.
- Seat belts must be in good order. Standard fitted lap-sash belts are accepted. Noise restrictions apply at Lakeside – 95db.
- Dorian transmitters are not needed for this event.
- Fire extinguishers are not required but fitting of them is encouraged.
- Entry closing, credits/refunds, and vehicle retrieval/transfer details on the QR “Conditions of Entry” forms are NOT APPLICABLE to this event.
Any queries please contact Daryl Wilson
Mobile: 0418 711 227 | Email
Swedish consultancy reveals its vision for a 21st Century version of the Caterham Seven.
Since Caterham bought the rights and tooling to produce its own version of the Lotus Seven in the early 1970s, it has created numerous versions of the back-to-basics roadster – from the entry-level 160 up to the outrageous 620 R.
However, despite these updates, the basic bodywork has remained largely unchanged since Colin Chapman sired the original lightweight roadster almost 50 years ago. It seems the Swedish stylists at Bo Zolland Design AG have taken exception to this, releasing renderings of their vision of an aesthetically updated model: the Indy Seven Roadster, which employs its own classic theme by taking inspiration from 1960s Indy cars. The final design has then been rendered in a variety of liveries, each of which is augmented by an appropriate design for the wheels.
Style over safety
The concept remains a theoretical 3D digital model for now – but on visual merit alone, we think it’s right up there with other reborn classics such as the Eagle E-type and Touring Disco Volante. The spaceframe composition of the Seven’s chassis would surely tempt an experienced coachbuilder to re-clothe one in Zolland’s striking style – possibly in time for the original Seven’s 50th anniversary, too. Just watch where you rest your left elbow.