Contents Acknowledgements... 5 Introduction... 7 Foreword by Keith Duckworth OBE... 8 Chapter 1 Racing Roots... 9 Prologue - Designs on Dominance... 9 Chapter 2 A BRM Interlude... 14 Chapter 3 Doubling Up... 16 Chapter 4 The Simple Bracket... 24 Chapter 5 Consummating The Marriage... 31 Chapter 6 When The Flag Drops...... 36 Chapter 7 Reality Bites... 41 Chapter 8 Beefing-up The Weak Spots... 46 Chapter 9 A Winning Streak At Last... 58 Colour Gallery 1... 65 Chapter 10 From Triumph To Tragedy... 82 Chapter 11 Turbulent Times... 98 Chapter 12 Challenge For The Championship... 116 Chapter 13 Winter Works... 127 Chapter 14 Tasman Troubles... 131 Chapter 15 Wing Worries... 139 Chapter 16 Trials & Tribulations... 156 Chapter 17 Boiling Point... 162 Chapter 18 Team Spirit Returns... 168 Chapter 19 Trading Places... 174 Colour Gallery 2... 177 Chapter 20 The Swan Song... 195 Chapter 21 A New Star Rises... 204 Chapter 22 The Exiles... 210 Chapter 23 The Final Analysis... 222 The Lotus 49 s Record in Grand Prix Racing... 222 Appendix 1 Grand Prix Wins in a Lotus 49 by Driver... 222 Grand Prix Starts in a Lotus 49 by Driver... 223 Chassis By Chassis: The Complete Competition Record Of The Team Lotus Type 49... 227 Chassis 49/R1... 227 The Racing Record of Chassis 49/R1... 246 Chassis 49/R2, 49B/R2... 228 The Racing Record of Chassis 49/R2... 246 Chassis 49/R3... 230 The Racing Record of Chassis 49/R3... 247 Chassis 49/R4... 231 The Racing Record of Chassis 49/R4... 247 Chassis 49/R5, 49B/R5... 231 The Racing Record of Chassis 49/R5... 248 Chassis 49B/R6... 232 The Racing Record of Chassis 49/R6... 248 Chassis 49B/R7... 234 The Racing Record of Chassis 49/R7... 249 Chassis 49T/R8, 49B/R8, 49C/R8... 235 The Racing Record of Chassis 49/R8... 250 Chassis 49T/R9, 49B/R9... 238 The Racing Record of Chassis 49/R9... 251 Chassis 49B/R10... 239 The Racing Record of Chassis 49/R10... 251 Chassis 49B/R11... 242 The Racing Record of Chassis 49/R11... 252 Chassis 49/R12... 244 Replicas and Recreations... 244 Appendix 2 Bibliography... 253 Index... 254 4
A BRM Interlude that his car rather gallingly for the BRM works team, using their spare engine got to the finish and, with virtually all serious opposition eliminating itself, did so in first place! That this proved to be the only victory for the H16 engine in a two year career says a lot for Clark s ability, and rather less for that of the engine to run reliably for a sustained period of time Predictably, the same engine lasted less than 50 miles of practice in Clark s car for the next and final round of the 1966 World Championship in Mexico, and gear selection problems eliminated the Scot from the race. The Lotus 43 made its final bow in the South African Grand Prix in January 1967, when two examples were wheeled out for Clark and new driver, Graham Hill. This race marked the first appearance of Team Lotus s new star-studded line-up, the first time since the 1950s when two World Champion drivers or two absolutely topline drivers had lined up alongside one another in the same team. The Englishman had been lured back to the team from BRM by the promise of great things to come and with the help of some extra money from Ford as a carrot. This was due to Walter Hayes desire to have two top drivers at the wheel of Ford-powered car, as he recalls: I really didn t want to be in the position where we had a number one driver and a number eight driver or anything like that, so I said that I would very much like to get Graham Hill and so we got him. Ironically, even in his first race for Lotus, Hill was still maintaining his links with BRM by being powered by one of their engines. The combination of Clark and Hill was one of immense experience. However, they were quite different characters, both away from the track and behind the wheel. Clark had been born into a reasonably affluent family and was a complete natural when it came to racing. Hill had been born into a relatively humble background and had literally pulled himself up by his bootstraps, including the spell as gearbox engineer at Lotus. During that time, and afterwards, he made quite an impression on Mike Costin: It was fascinating seeing Graham develop himself. I remember him saying to me, in the very early days I reckon I could become World Champion. Now it was all very well for the likes of Hawthorn and Collins and Moss to start off in motor racing and have their Dad or somebody buy them a car, but Graham started without any of that. And I remember saying to him And the best of luck, mate. And yet, he did it. Although they were different, what the two drivers had in common was that they were extremely quick, were consistent, knew how to win races, and were both former World Champions. This was exactly the combination, which Walter Hayes sought in order to give Ford the possibility of maximum exposure results-wise. Neither car finished the race in South Africa and it marked a sorry end to the link-up between two of the great Grand Prix teams of the early 1960s. Since the bulky 43s were not particularly renowned for their agility and responsiveness, Lotus reverted back to the more nimble 2-litre cars for the next race at Monaco. Originally, this was intended to have been the event where the 49s would make their debut. However, initial problems with the DFV engine put back the schedule somewhat, so that they would not make their first appearance until the following month in the Dutch Grand Prix at Zandvoort. As a result, Clark appeared in the Climax V8-powered car he had driven on occasion during 1966, while Hill continued to maintain his BRM links by driving a similar chassis but with the BRM 2.1 litre V8. While Clark set fastest lap and then retired, Hill soldiered on to finish a worthy second, continuing the run of good results in the Principality that he had enjoyed during the 1960s. Both drivers were particularly pleased when this race was over, since for the next race they would have their hands on their new secret weapon, and not a moment too soon. The visual similarities between the Lotus 43 and the 49 are clear in this picture. In essence the 49 was a slimmed-down version of its predecessor. (Goddard Picture Library) The complicated, unreliable and bulky BRM H16 engine. Installed in the back of a Lotus 43, it scored its only Grand Prix victory with Clark behind the wheel at Watkins Glen in 1966. (Goddard Picture Library) 15
These rather ugly fabricated tin boxes and piping needed to be added to the early engines to alleviate breathing difficulties. By 1968, the problems had been solved and they disappeared. The odd routing of the pipes was to get round the top of the cam covers and behind the exhausts. Remarkably, the DFV was wider than it was long. This shot, of a late-1967 specification engine with the ignition box between the inlet trumpets, clearly demonstrates its width, as well as the 90-degree format of the engine and the triangular belt drive to the auxiliaries. Duckworth inspects the exhaust exits of one of the early DFVs. With the left-hand cam cover off, the double overhead camshafts, with holes for the plugs between them, are clearly visible. 22
Legend revealed: Theo Page s cutaway shows the simplicity and compact nature of the 49. (Ford Motor Company) being the glassfibre nose cone shrouding the water/oil radiator and oil tank. The end result was a very sleek, purposeful racer, resplendent in Lotus s traditional shade of British Racing Green with a yellow stripe down the front. As a final comment on the build programme, the original Type 49 costings make fascinating reading - Figure 1: Type 49 Costing (Formula 1) Design 2,407} Jigs & patterns 1,980} (a) Overheads 1,400} These charges remain Parts discarded 530} regardless of number 6,317} of cars built Parts to build 2,070} Labour 1,003} (b) Sundries 436} These charges accrue Gearbox 474} for each car built Overheads 400} 4,383} Assuming that our normal commitment is 3 cars Cost of each of 3 cars 6,317 + 3 x 4,383 3 This system absorbs all the a expenses over three cars, any additional cars would cost only b = 6,489 add engine ====== So each of the three 49s would cost just under 6,500 to design and build in 1967, excluding the cost of the engine (which was provided free of charge by Ford). At today s values, this is around 67,000 (US$107,000). The total cost of the project was 19,466 (or 201,000/ US$322,000 in the late 90s). This was the equivalent of around one fifth of Ford s total investment in the DFV engine and was split between fixed costs of 6317 ( 65,000/US$104,000) and a per car cost of 4,383 (around 45,000/US$72,500) which would remain the same regardless of how many additional cars were built. A small price to pay indeed for a world-class Formula 1 car 30
Consummating The Marriage On track at last: Hill gets to grips with the 49 at Snetterton. (Dick Scammell Collection) The verdict: apparently Hill is complaining to Chapman and Duckworth about the abrupt power delivery of the DFV engine, although neither of them looks particularly concerned! (Phipps Photographic) and get some more serious development testing under their belt. Consequently, on May 23 rd he was given his first opportunity to take the wheel, after posing for official Ford photographs showing the car and the design team involved. After a disappointing Indy, the Englishman was itching to get his hands on the new car. Teammate Clark was unable to take any part in the testing programme due to having been forced into tax exile, sharing a flat in Paris with journalist Gerard Jabby Crombac. Instead, all he could do was to look longingly at pictures of the car and read press reports, as the Frenchman recalls: We knew how it would look and we had seen a picture of Graham testing it, but that was all. After testing sessions, there was the inevitable Chapman job-list that had to be got through before the cars could be despatched for Zandvoort. Later, Maurice Phillippe recounted that there were 84 items on the list, which was apparently issued three days before the team was due to depart! Meanwhile, the build programme on the second car was progressing. Despite the fact that the first car was completed almost four weeks before the Dutch Grand Prix, it would still be a tight thing to finish chassis 49/R2 for Zandvoort because of the re-inforcements necessitated by the kinking of the tub. Although it was completed in time, the car hadn t even turned a wheel by the time it was loaded up on to the transporter 35