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    At the rear yet more design tradition was shattered; the Chapman strut was now rejected as requiring too much vertical space. Extreme downward extension of the upright lower connection point was required to accommodate the length of the coil-over-damper units The Eighteen also featured a novel amount of adjustability. This was interesting in view of a quote attributed to Chapman: "Make the suspension adjustable and they will adjust it wrong, look what they can do to a Weber carburetor in just a few moments of stupidity with a screwdriver.

    It would be powered by 2. By Chapman commenced with a vengeance an exploitation of the new opportunities offered by the mid-engine configuration. This lowered the vertical c. As a consequence of the new driver position the steering wheel diameter required a reduction to 13 63 Colin would not down-size the dampers due to fear of over-heating. The fact that the uprights came so close to the ground would raise concerns among some about what might happen if a tire were to go flat and the corresponding upright dug into the track surface at speed.

    A smaller radiator also contributed to the reduction in frontal area. The vehicle rode on 4. The Lotus 21 Formula 1 racer continued in this new practice with the seat back 50 degrees from the vertical like the Lotus What was also new for this racer was its inboard front springing; Chapman moved the spring-damper units inboard and out of the airstream to be actuated by upper wishbone rocker arms Also notable, the 21 used anti-dive front suspension geometry, which resulted in handling characteristics under braking that Team Lotus driver Inns Ireland did not like at all.

    The basic 22 had a Cosworth Ford cc 67 cid engine just under the Formula Junior limit of cc or Team Lotus entered two at Le Mans, only to be disqualified. Initial inspection revealed the racer had 4 lug nut studs forward and 6 studs aft, which violated the rules for interchangeability of wheels all around.

    Lotus machinists hustled and cobbled up aft hubs with 4 studs, only to be disallowed again, this time on the basis that if 6 aft studs had been required initially for strength, then having only 4 aft would be unsafe. Still, the attention to detail for the 24 was significant. For instance, Lotus adopted the Armstrong GT7 damper in order to achieve a very small reduction in unsprung weight; that particular damper design had the heavy cylinder portion at the chassis mount instead of the suspension mount The car had the cc In use the car exhibited a fair amount of instability at high speed, tending to dart right or left, which was later attributed to air pressure build-up under the car due to the high nose design The central tub was flanked by two large longitudinal fuel tanks, with one small fuel tank behind the driver This simple change allowed for a reduction in radiator size and coolant amount.

    The total reduction in oil tank, radiator, and fluids saved 40 lb The vehicle weight was around lb kg. On the commercial side also saw some development with the initial appearance of the roadster version of the Lotus Type 26, or Elan S1, styled by Ron Hickman The Elan was designed to replace the money-losing Elite, with the chief difference being a steel backbone chassis similar to those pioneered by Hans Ledwinka instead of the troublesome GRP monocoque structure, yet the chassis weighed about 75 lb 34 kg and the curb weight about lb kg. The Elan used a Ford based Lotus twin-cam cc At a time when a Ferrari might have rear drum brakes and a Hotchkiss rear suspension, the Elan had disk brakes and independent suspension all around.

    The Elan was maneuverable as a race car, yet 74 Reference [7], pg. This is also more remarkable given the fact that the car had a frontal area of only 8. The monocoque structures were more costly and time consuming to make, but required less maintenance. Such largesse was very much out of character for Chapman. Frames cracked apart in everyday use. Early Elans flooded when it rained and overheated in traffic, the Webers leaked fuel directly onto the ignition system, and electrical problems were legion.

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    The vehicle weight was reported as being lb kg. More significant for Lotus, financially and with respect to future alliances, was the development of the Type 28 or Lotus Ford Cortina. Prior contact with Ford of Britain for the development of the Ford based Lotus twin-cam engine ultimately led to a Lotus contract with Ford for the development of the lackluster Ford Cortina sedan into a vehicle suitable for FIA 82 Ibid, pg.

    The conversion of that family vehicle into a fire- breathing racer followed a recipe well known to stock car racers everywhere. Replacement of the anemic 75 bhp 56 kW Ford engine with a bhp 75 kW Lotus Ford unit for the sporty road version, and with a bhp 93 kW Lotus Ford unit for the competition version, was an obvious step. Also obvious was the fitting of wider wheels and tires, stiffer springs and dampers, with a front ARB. At the rear the leaf spring suspension became a coil suspension with the live axle located by links two longitudinal and one lateral to the chassis Complementing the increased power and maneuverability, 9.

    To complete the transformation new instrumentation with tachometer and transmission from the Elan was added. That, at least, completes some of the more obvious visual changes. The front bumper became a set of quarter bumpers, and the steel door skins, hood, and trunk lid became aluminum stampings, while the steel castings of the differential 85 and transmission bell housing became aluminum castings.

    All this was to prove not so much a matter of reducing weight as a matter of weight maintenance in view of the larger engine, more robust suspension, and various chassis reinforcements. Despite Lotus involvement with Ford in the Cortina and other projects, Ford initially chose Eric Broadley of Lola fame as partner in their Le Mans effort which would ultimately produce the winning GT40 , which saved Chapman from violating his oath never to race at Le Mans again.

    By Lotus consummated a deal with Ford and Dan Gurney to produce an Indy car, termed the Type 29, based on the successful Type 25 F1 car but using a large American type engine. For the Type 29 Ford made a light weight the use of an aluminum block alone saved 70 lb, or The motivating idea was that a light weight Lotus would give a fuel economy improvement from the usual 2. This proved to be the case with Jim Clark finishing 2nd and Dan Gurney finishing 7th. Although Lotus did not have an outright victory, Indy was to prove to be the most lucrative single race ever for Lotus, guaranteeing a return attempt.

    This was the vehicle that had resulted from the aborted collaboration with Ford for a Le Mans racer in , and which would become the basis for future cars such as the Europa and Esprit In the commercial venue the chassis design was adequate, but for the very demanding rigors of racing it proved a failure, although Jim Clark was able to wring some success out of it. However, Clark was also to have a serious accident as a consequence of the backbone frame simply breaking in half. Also in Lotus introduced the Type 31 for the new Formula 3 race series; it was based largely on the Type There was also a Type 32 designed for competition in the Formula 2 and Tasman 88 racing series; it was a development of the Type In the hands of Jim Clark the Type 33 was to prove very successful.

    For this car Ford supplied a quad overhead cam V8 of hp kW , and Dunlop supplied special tires which unfortunately tended to shred at full 87 Reference [7], pp. Wider tires also had serious consequences for suspension design as camber change had to be much smaller Reference [7], pp. Mathematically it is not as rigid as the multi-tube space frame The Type 34 weight was around lb kg.

    In contrast to Lotus racing, on the Lotus commercial front in there was only moderate activity. By the Lotus Type 36, a. In the Lotus Type 35 appeared for racing in Formula 2, 3, and the Tasman series. Although sold as a kit car it was still very expensive, which may explain why only one was ever built.

    Jim Clark won making the Type 38 the first mid-engine car to win at Indy The vehicle weight was still around lb kg. The Type 39 was designed to be yet another Formula 1 car, but the ill-fated Coventry Climax 1. The chassis was modified by Maurice Philippe for a 2. Driven by Jim Clark, the 39 scored 1 win, 5 second places, and 1 third place. Clark finished second in that series behind Jackie Stewart. Financier Joel Thorne withdrew his support for the project at a late stage, so in desperation Oldfield a veteran race driver turned constructer attempted to drive the unsorted vehicle himself, but failed to qualify.

    Indy rule changes regarding engine size prevented subsequent attempts. However, in Jack Brabham drove a mid-engine Cooper-Climax T54 to finish ninth and so impressed Dan Gurney that he sought out Lotus for a mid-engine Indy car of his own. The unusual conjoined 8-cylinder cranks had extreme vibratory problems not solvable with technology.

    It should be noted that around this time Lotus racers began exhibiting changes in suspension stiffness. These increases in stiffness were necessary to prevent ground contact during operation due to the reductions in ground clearance taking place. The negotiations that year between the racing teams and the FIA, regarding the upcoming Formula 1 engine limit, became a comedy of errors.

    The racing teams really wanted a 2L limit, but overstated their demands thinking the FIA would then make a reduced counter offer; the FIA did not. This resulted in a move from the then current 1. This would prove to have significant repercussions for the relationship Lotus and Coventry Climax.

    By this time Lotus had come to do considerable wind tunnel testing at MIRA, and the Type 41 was subject to a thorough aerodynamic evaluation. The Lotus Type 42 was an Indy car developed from the successful Type 38; the aluminum monocoque chassis was designed around a proposed 4.

    Consequently there was a Type 42F version which had a Ford Quad Cam V8 as an attempt to fix problems for season; however it also had problems. Given this situation all work on the Type 42 Indy car was halted. The original F1 version of this engine was of cc The Type 44 was a development of the Type 35 suitable only for the last year of F2 racing with a 1 liter engine limit, so this was a project of very short term prospects. The Type 44 had a full monocoque chassis, widened suspension, a cc Also appearing commercially was the all new Lotus Type 46, a.

    The Europa had a base curb weight of lb kg , and initially a very reclined driver position with a height overall of only The reclined position was made more upright in to broaden its appeal; what race drivers had to accept the public did not. The Europa had a Cd of around 0. Following fast on the heels of the Type 46 was the Type 47 A , which was the competition version of the Europa. The car was very successfully driven by John Miles and Jackie Oliver, winning many championship events and setting numerous records.

    The Type 48 was a Formula 2 car. The car had a full monocoque chassis forward with a rear space frame chassis supporting the engine. As noted, initially this engine was of cc The vehicle weight was around lb kg , just a tad lighter than the Type 43 from which it sprang Although unforeseen at the time, this rapid increase in rear drive tire contact area, plus other tire improvements and use of aerodynamic down force, was to ultimately render future experimentation in Formula 1 with 4WD problematic.

    Subsequent variations on the Lotus 49 were to introduce many innovations to Formula racing, such as: airfoils, high mounted wings, wedge shaped bodywork, anti-dive suspension, and ground effects. The Type 49B resulted mainly from a suspension design overhaul to reduce camber change as required by the wider tires.

    Initially regarded by Chapman as 90 lb overweight, it was ultimately pared down to lb against the minimum weight limit of lb Of course, this being Lotus, there was other activity in The idea was to discourage excessive weight reduction resulting in insufficient structural strength. In he became World Champion again at the wheel of one of his own cars; he has been the only driver in F1 history to do so in a car carrying his own name.

    Both events were to have an effect on Colin Chapman, but not necessarily for the good. Despite those momentous events, the year was to be one of the busiest yet for Lotus on the engineering front. Adding to the hustle and bustle was the development of the Lotus Type 52, a prototype of the road going Lotus Europa reconfigured to be powered by the Ford Cosworth Twin Cam DOHC cc engine as used previously in the competition Type 47 A Europa; the production version was destined to emerge in There was also some work on a Type 53 sports car that never got very far, no doubt due to the volume of other business.

    There was further development with the Europa as the Type 54, or Lotus Europa S2, which still used the Renault engine but now obtained the refinements of electric windows, fully adjustable seats, upgraded interior, and a polished wood dashboard fascia. Following the competition Europa precedent, the road car body was now bolted, rather than bonded, to the chassis due to pressure from the insurance industry. Completing the model sequence up to this point was the Type 55 a. That car weighed lb kg , which was considerably over the USAC Indy car minimum weight of lb kg.

    The P99 went on to a fair amount of success as a hill climb car, and around Ferguson withdrew from F1 racing and relinquished their exclusive hold on the 4WD technology. This drove Granatelli to go to the masters of light weight design, Lotus, to counter the effect of the USAC restrictions by achieving a more efficient reduced weight design. The Lotus 56 certainly achieved that with a weight of lb The Type 56 was to prove to be spectacular, but Lotus driver Mike Spence would be killed testing one.

    The one driven by Joe Leonard 60 was fastest qualifier at Given the near success of the Type 56 turbine at Indy it was inevitable that there would be attempts to adapt the design to other venues.

    Hence the Type 56B, which was a Type 56 with the wedge shape body bulged out for more fuel in order to compete in Formula 1. Despite a stupendous development effort, the gas turbine was just not as well suited for the repeated acceleration-deceleration cycles of Formula 1 racing as it had been for the more constant high speed operation of Indianapolis. Development became a long struggle with the F1 turbine car not being really race ready until Both cars were to be built on essentially same monocoque chassis, but neither design ever got very far. The F2 effort distracted from the more important F1, but was engaged in because of an abundance of F2 engines at hand.

    There was also a contemporary development of a Type 59 for F2 which was notable for both front nose wings and a rear wing. These vehicles all had a tube space frame chassis and GRP body, with variations on a Holbay Ford R68 engine of cc 61 cid capacity rated at hp 87 kW. The F3 version won its championship, while the F2 and Ford versions did not do as well. Reference [3], pg. To facilitate the covert shifting of money around between these entities they tended to have different fiscal years. Lotus had been raising the rear wing ever higher to get it out of the turbulent air flow, with everyone else following suit.

    Some are genuine issues of practicality, efficiency and safety. And most cause some degree of head-scratching from our non-cycling friends. The WorldTour racing season came to an explosive end this week with the Tour of Guangxi, the last and newest top-tier event on the calendar. It was a particularly eventful finale for Specialized thanks to one athlete in particular. This means the sun sits lower in the sky and the nights stretch on for longer as the northern hemisphere tilts further from the sun. Specialized SWAT is all about carrying everything you need for your race or ride in the most efficient way possible.

    Here's a roundup of Specialized product reviews throughout the press, these independent reviews offer an unbiased opinion on performance in everyday use. Some would lament the end of summer as we progress through September at an alarming pace. However, even though our carbon road steeds will see little other than the insides of the stable for the remainder of , there is still a lot to look forward to this year. Hi-vis fluoro clothing and accessories are a must-buy at this time of year.

    There were some heroic displays across all disciplines and age groups, with the full gamut of Specialized bikes on show. Everyone loves a good bike upgrade. Anything to help us climb easier, ride faster or stay in the saddle for longer durations. While there are countless products that promise to help you on your way towards these common goals, some are more effective than others.

    The all-new Turbo Kenevo picks up where the ground-breaking Turbo Levo left off, and adds more travel, providing the freedom to ride steeper, rougher, and gnarlier trails than ever before. Bora-Hansgrohe have also come out to play. Quick-Step Floors have sustained their status as the winningest team of in the first week of La Vuelta.

    Its end-of-season sale time here at the Specialized Concept Store, and there are literally hundreds of bikes, clothes and accessories available at low prices. For fans of many sports, August means transfer season. In line with the changes to XC tracks in recent years, the Epic frame has been completely redesigned to better negotiate the tricky rock gardens and technical singletrack of modern racing. When making that first foray into the road bike market, though, wading through the hundreds of different options can be a daunting prospect.

    But fear not, lycra-warrior! Bora-Hansgrohe have proved again and again that they have immense strength in depth and a real passion that does not dip in the face of adversity. The team may be newbies in the WorldTour peloton, but they are a near unstoppable force. The foundation aims to educate doctors, parents and teachers about the merits of cycling for children diagnosed with ADHD. These fixed-gear versions of our market-leading aluminium frame are perfect for the hurly burly world of crit racing and have carried Team Specialized riders to victories in this and previous series.

    Criterium racing is one of the more exciting and spectator-friendly disciplines of our sport. Raced on short, often city-centre, circuits, criteriums inspire a frantic and full gas style of racing. Specialized bikes of all varieties have been put to the test on varying terrain, from the technically challenging MTB trails of Andorra and Switzerland, to the insane climbs of Italy and the extraordinarily fast sprints in France.

    For a few days, the venue was overrun with riders and fans who enjoyed the spectacle of MTB racing in some of the best scenery Europe has to offer. Marcel Kittel made history on Stage 2 of the Tour de France by winning on a bike equipped with disc brakes for the first time ever. The European road race champion rests at the top of the UCI rankings and currently tops the general classification standings at the Giro Rosa.

    The first stop for this unique travelling circus is Dusseldorf, where the racing kicks off with a 14km individual time trial. The Tour then visits Belgium and Luxembourg before arriving in France at the end of stage four. Of the 22 teams heading to Dusseldorf, two will be riding with Specialized equipment including bikes, helmets and shoes.

    The Specialized Diverge all-terrain adventure bike has been treated to a major redesign for the new season. Right now the perishing cold and sticky mud of winter may seem like a long way off, but Specialized has just launched a new version of its CruX frame. From the Venge Vias Disc eTap to the S-Works 6 road shoes, each of the products below are there for a reason; not only do they look simply stunning but they also perform to near-perfection. Peter Sagan is a rare breed of cyclist; a man whose abilities transcend the boundary between mountain bike and road racing, and whose personality would be well-suited to the Hollywood red carpet.

    Bikepacking is a craze which is sweeping the cycling world with bikes designed especially for a particular type of adventure, bags and equipment developed for ultra-lightweight and efficient storage, and events like the Transcontinental Race being talked about almost as much as the Tour de France. It had everything; controversy, drama, crashes, surprise, fury, disappointment and elation.

    Enduro is a discipline which is touted to be the next big thing in mountain biking. There is no better way to exhibit passion for pedalling than hurling yourself down forested trails with mates on knobbly tyres. But is it all fun and games? Like anything worth doing,. Countless experienced mountain bikers have started coming out of the woodwork to praise the benefits of motor-assisted bikes, dispelling the assumption that ebikes should be the sole domain of the inexperienced, injured or elderly.

    On Friday 5 May, a circus arrived on the Italian island of Sardinia, a circus draped in pink, which set out on a lap of the island that would last three days. For the flat and sprint stages, the Venge will be their weapon of choice, while the mountains call for the Tarmac, a significantly lighter beast. By the first week of April and the Tour of Flanders, Boels-Dolmans had cemented themselves as the team to beat. Every year, Dirt Magazine releases a complete guide to the best mountain bike products available that year.

    The list is compiled irrespective of price, method of sale, or country of origin, and there are certainly some eyebrow-raisers in there. Most British cycling superstars are cultivated in a velodrome where they learn the way of marginal gains, sports psychology and gold medals until they are deemed fully grown, ready to be released into the wild world of road racing. The Specialized Allez has been a benchmark in the road bike market for about as long as the company has been around. Why is Chris Froome not riding Paris-Roubaix?

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    First, Tom Boonen grabbed a maiden race win for a disc-equipped bike at the Vuelta a San Juan in Argentina right at the beginning of the year. They came onto the scene in the s as city bikes with wacky designs that were far removed from traditional bikes. We can finally say with some conviction that spring is, if not here already, then definitely on its way. If all else fails, for cyclists, the beginning of the classics season is a good sign that spring is coming. A new season brings new opportunities, new objectives and new teams into the world of pro cycling, and this year is no different.

    If the divisions between roadies and mountain bikers are seen as a bit of a rift, then the split separating ebikes from the rest of two-wheeled society is perceived by some as a chasm of biblical proportions. When you buy a new bike, you want to know that it is the perfect machine for you. For ultimate peace of mind and confidence in the bike you choose, we have an awesome fleet of demo mountain bikes that you can take for a spin.

    New year, new you, new bike? Everyone knows new kit is one of the biggest motivators for a cyclist. Smart new kit equals more pro, which equals faster and more efficient riding. Check out our list of bikes that will take your riding to the next level in His torso newly-wrapped in rainbow stripes for the second year running, Peter Sagan is about to begin a new season with his new team, Bora Hansgrohe, the german outfit which was upgraded to World Tour status for thanks largely to the UCI points Sagan brought with him.

    There are a few schools of thought on the subject of teaching your child to ride a bike. While we amateur cyclists settle into our winter routines driven by willpower and fear of loss of fitness, professional riders all over Europe and the world are beginning their preparation for another racing season, newly laid targets fresh in their minds with strict plans in place in order to meet them.

    As the temperatures around the UK have plummeted dramatically in recent weeks a fair few of us will have been grumbling about the chill in the air. What can we say? We tend to agree! The trend for adventure riding seems to be gathering pace with every passing month. More and more cyclists, be they mountain bikers or roadies, are discovering the joys of heading out into the wilds, just them and a bike loaded down with everything they might need for a few days in nature.

    Riders all over the UK have been feeling a nip in the air and have begun the much-loathed process of sorting out their winter bikes and kit. Very few World Tour teams ever come close to the achievements hoarded by Etixx-Quick Step each season. With a squad brimming with talent and opportunities, there is not just one leader around which the team is built as with some teams. The Belgian squad are a stalwart of the pro peloton and are a joy to watch at any race. There are few pieces of kit that are imperative if cycling is to be taken seriously and a helmet is one of them.

    In some countries you can incur a hefty fine for neglecting to protect your noggin, Australia, for instance. To some, smoothness is merely concept. But for the all-new Ruby and Roubaix, it's the driving force behind every design decision we make, and the result are a pair of bikes like no others before them.