This was made even worse by the ft any

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The history of the Lotus Cortina began in 1961. Colin Chapman had been wiing to build his own engines for Lotus Dallas Stars Jersey , mainly because the Coventry Climax unit was so expensive. Colin Chapmans chance ca when he missioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a in-cam version of the Ford Kent engine. Most of the developnt of the engine was done on the 997 and 1,340 bottom end, but in 1962 Ford released the 116E five bearing 1,499 engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine. The engines first appearance was in 1962 at the N?rburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was recalled and repled with a larger capity unit (82.55 mm bore to give 1 Valeri Nichushkin Jersey ,558 ). This was in order to get the car closer to the 1.6 litre capity class in motorsport. Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. Chapman quickly aepted, although it must have been very busy in the Cheunt plant, with the Elan about to be launched. The Type 28 or Lotus-Cortina or Cortina-Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyells and took care of all the marketing and selling of the cars, whilst Lotus did all the chanical and costic changes. The major changes involved installing the 1,558 (105 bhp (78 kW; 106 PS)) engine Tyler Seguin Jersey , together with the sa close-ratio gearbox as the Elan. The rear suspension was drastically altered and ligheight alloy panels were used for doors, bon and boot. Ligheight casings were fitted to gearbox and differential. All the Lotus ftory cars were painted white with a green stripe (although Ford built so for ring in red, and one custor had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator panel (from the drivers position). Interior modifications were limited to a centre console designed to modate the new gear lever position, different seats and the later style daboard, featuring thoter, speedoter, oil pressure Shawn Horcoff Jersey , water temperature and fuel level gauges. A wood-rimd steering wheel was fitted. The suspension changes to the car were quite extensive; the car received orter struts up front, forged trk control arms and 5.5J by 13 steel wheel rims. The rear was even more radical with vertical coil springdampers repling the leaf springs and o trailing arms with a A- brket (which connected to the differential housing and brkets near the trailing arm pivots) sorting out axle location. To support this set-up, further bres were put behind the rear seat and from the rear wheelarch down to chassis in the boot. The stiffening bres ant that the spare wheel had to be moved from the standard Cortinas wheel well and was bolted to the left side of the boot floor. The battery was also relocated to the boot, behind the right wheelarch. Both of these changes made big improvents to overall weight distribution. Another improvent the Lotus Cortina gained was the new braking system (9.5 in (240 mm) front discs) which were built by brake specialist Girling. This system also was fitted to Cortina GTs but without a servo, which was fitted in the Lotus Cortina. Initially, the engines were built by J. A Presich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building filities. The Lotus Cortina used a 8.0 in (200 mm) diaphragm-spring clutch Rich Peverley Jersey , whereas Ford fitted coil-spring clutches to the rest of the range. The remainder of the gearbox was identical to the Lotus Elan. This led to a few problems because although the ultra-close gear ratios were perfect for the re trk or open road, the clutch was given a hard ti in traffic. The ratios were later changed. The early cars were very popular and earned so rave reviews; one magazine described the car as a tin-top version of a Lotus 7. It was ‘THE car for many enthusiasts who before had to settle for a Cortina GT or a Mini-Cooper and it also amazed a lot of the public who were used to overweight ‘sports cars like the Austin-Healey 3000. The launch was not perfect however, the car was too specialist for so Ford dealerips who did not understand the car; there are a few stories of incorrect parts being fitted at services. There were a few teething problems reported by the first batch of owners, (most of these problems ow how quickly the car was developed) so of the engines were down on power, the gear ratios were too close and the worst problem was the differential housing ing away from the casing. This problem was mainly caused by the high loads put on the axle because of the A brket it was an integral part of the rear suspension. This was made even worse by the ft any oil lost from the axle worked its way on to the bues of the A brket. There were 4 main updates made to the Mk1 Lotus during its production to solve so of these problems. The first change was a swap to a o-piece prop aft and the lighter alloy transmission casing were changed for standard Ford items; this also included swapping the ultra close ratio gears for Cortina GT gear ratios, the main difference was 1st, 2nd and reverse were much higher ratios. from 1964 Neal Broten Jersey , standard panels were used rather than the light alloy ones. Alloy items and ultra-close ratios coulds be specified when buying new cars. The 2nd main change ca in late 1964 when the entire Cortina range had a felift which included a full width front grille and aeroflow outlets in the rear quarters because the Lotus Cortinas also gained Fords new ventilation system which also included an update to the interior.

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