Rare thing - A Clan Crusader
Discussion
The Clan was originally designed by Lotus as a replacement for the Europa, the design was not accepted by Chapman and 2 of the designers set up to build the car in Washington as the Clan Crusader. The engine as used by Rootes in the Imp was one of the first all alloy engines to be used in a production car. It was based on the Coventry Climax engine something Lotus had a good knowledge of as apart from the racing cars it was fitted to the Elite.
I owned a Clan in the day and it was a very desirable car even when painted Tobacco Brown! The handling was exceptional but the car was let down in my opinion by the engine. A bit like the K series engines now, good but don't mention the head gasket. It was also a bit underpowered in standard form.
As they say, a happy day when i bought it but even happier when I sold it. The sun roof leaked perfectly on to the aptly named bucket seat, The door linkages fell off occasionally and the doors would not unlock ( easy to remove the rear quarter light window and unlock from the inside). Did i mention the head gaskets, probably best not to. Can't remember the other faults but there were many . Its one of the few cars I have owned that I wouldn't like to have again.
I owned a Clan in the day and it was a very desirable car even when painted Tobacco Brown! The handling was exceptional but the car was let down in my opinion by the engine. A bit like the K series engines now, good but don't mention the head gasket. It was also a bit underpowered in standard form.
As they say, a happy day when i bought it but even happier when I sold it. The sun roof leaked perfectly on to the aptly named bucket seat, The door linkages fell off occasionally and the doors would not unlock ( easy to remove the rear quarter light window and unlock from the inside). Did i mention the head gaskets, probably best not to. Can't remember the other faults but there were many . Its one of the few cars I have owned that I wouldn't like to have again.
wobblyweb said:
The Clan was originally designed by Lotus as a replacement for the Europa, the design was not accepted by Chapman and 2 of the designers set up to build the car in Washington as the Clan Crusader. The engine as used by Rootes in the Imp was one of the first all alloy engines to be used in a production car. It was based on the Coventry Climax engine something Lotus had a good knowledge of as apart from the racing cars it was fitted to the Elite.
I owned a Clan in the day and it was a very desirable car even when painted Tobacco Brown! The handling was exceptional but the car was let down in my opinion by the engine. A bit like the K series engines now, good but don't mention the head gasket. It was also a bit underpowered in standard form.
As they say, a happy day when i bought it but even happier when I sold it. The sun roof leaked perfectly on to the aptly named bucket seat, The door linkages fell off occasionally and the doors would not unlock ( easy to remove the rear quarter light window and unlock from the inside). Did i mention the head gaskets, probably best not to. Can't remember the other faults but there were many . Its one of the few cars I have owned that I wouldn't like to have again.
I too had one for almost 6 years 1979 - 1984I owned a Clan in the day and it was a very desirable car even when painted Tobacco Brown! The handling was exceptional but the car was let down in my opinion by the engine. A bit like the K series engines now, good but don't mention the head gasket. It was also a bit underpowered in standard form.
As they say, a happy day when i bought it but even happier when I sold it. The sun roof leaked perfectly on to the aptly named bucket seat, The door linkages fell off occasionally and the doors would not unlock ( easy to remove the rear quarter light window and unlock from the inside). Did i mention the head gaskets, probably best not to. Can't remember the other faults but there were many . Its one of the few cars I have owned that I wouldn't like to have again.
Brilliant concept, fibreglass monocoque, superb engine once converted to 998 and wills rings.
Sunroof only poured water onto the passenger seat, window winder mechanism (viva I recall) collapsed and I converted it to Cortina mark 3 cable op.
Only brown one I recall was John O Kanes in Morpeth
Did think of buying another a couple of years ago, a guy near to me has a red one with 1040 motor in it.
Mine was bought in a very tired state from Somerset; it had a bog standard Imp engine (not the Stiletto/ Imp / Chamois Sport) . It was hugely economical but slow - remedied by a new Hartwell 998 Rallye engine . Blue with the GT40 type Corbeau seats and a delight to drive. I lived in Lincoln at the time and I don't think a Miura would have got more attention when driving through sleepy fen villages.
wobblyweb said:
Hi Skydive , you must be Tony that lived up in the NE I remember the wooden spacers on the wings of your Seven !!!
Hello Rae, yes and no.I am Tony and had a Seven (there's a tale or two) but cannot remember wooden spacers....wonder if they were on the car when I got it.
I bought the car you'll remember a 1961 Lotus fitted with a Twin Cam and 2000E box and the daftest widest wheels that made it handle like Zebidee in a Beach Buggy, from a school friend. Had seriously crazed f/g, cracked chassis and corroded ali. The electrics were a joy to behold - light switch was a push button - went off, sides, headlight(dip), headlight (full) then the next press was off!!!!
After 3 years of winter restorations I sold it for a Lotus Elan too. Prettiest little heap of cr4p ever.
Back in 1990 I bought a Caterham (new in kit form) registered it in 1991 and used it for 12 years before selling it in favour of TVR. Five TVRs and 15 years later I've just repurchased the Caterham.
I believe my old Clan still lives in Kendal with the guy I sold it to.
I moved from the North East (Cramlington) to the Isle of Skye in 2004, moved back to Yorkshire in 2009 and still here at the minute.
Skyedriver said:
So where would a 998 Clan fit in today's Hillclimb classes both in England and the Scottish Championship. I'm thinking road going?
I used this one for hillclimbs and sprints in 1981 and 1982 in the South West. It won the 1982 ASWMC Speed Championship, breaking a few class records on the way.
Just found this topic and thought I'd better comment as pictures of both my race Clans are pictured. The orange one, LFL 516L, in the shot at the Stamford Classic show was formerly owned by Ian Carter the well known Imp engine guru. I obtained it as a rolling shell and built it as my original Clan, ODM 920L could not be made to comply with the regulations of a German series I was competing in. It has fabricated tubular suspension front and rear along with front and rear discs and runs a 1120 engine mated to a Jack Knight four speed box and a Quaife diff.
The original car ODM 920L pictured at the 360MC event at Snetterton was aquired as a non-runner in 1982. This is Chassis No RR003 being one of the factory produced competition shells and used originally by Mike Hinde to win the BTRDA Production Car Trial Championship. The car was made roadworthy and after a short period as a second car I started it's second competition career. This initially took the form of local autotests and production car trials where it was quite successful. The next step after it being laid up for a period of time when I became self-employed was to enter a local single venue stage rally. After a couple of years an event entered at Goodwood was cancelled and with the refund I purchased a race licence and entered the Peterborough Motor Club race meeting at Silverstone. The bug had bitten and this was followed by a 750MC Roadsports meeting at Snetterton. After 19 years with the 750MC, along with the demise of the Roadsports Series, I started competing in Europe on a regular basis at Zolder, Spa, Hockenheim, Nurburgring, Colmar Berg in Luxenbourg and even a temporary airfield circuit at Bitburg. One other memorable event was a night race at Oschersleben.
As mentioned above the regulations for the series were changed and the orange car took over and ODM 920L was put aside again until I read about the 360MC 6 hour race. A rapid rebuild was undertaken and an entry submitted. In fact we entered 2 years and did in fact manage to get a start and a finish, unfortunately not in the same year. The first year due to having to change the transaxle, as shown in previous photos, we did not start until well into the race. During the race we experienced severe overheating with the result that we were only able to complete 3-4 laps at a time before needing to flush and refill the cooling system. We managed to see the chequered flag and at the end received the Good Sportmanship Award. The next year all drivers completed practice and even started the race. After a number of small problems were sorted our day ended with a rod through the side of the engine.
Both cars have been taken to the Saint Goueno Hillclimb in France with mixed success but great enjoyment.
Despite health problems, since sorted, I've managed to have a go at the HSCC 70's Roadsports Series again with varying success mainly due to the changing requirements of the regulations. Finally got the car sorted at this years Silverstone Finals with a Class win along with beating a number of larger engined cars.
What will I do next year? I'm not sure as the HSCC have decided to increase the Class Capacity to 1600cc but I'm sure one of the cars will be out on a circuit somewhere. In the meantime I'll have to continue with fitting a BMW K1100 engine into the third car we have. As TurboClan said earlier these cars are addictive.
The original car ODM 920L pictured at the 360MC event at Snetterton was aquired as a non-runner in 1982. This is Chassis No RR003 being one of the factory produced competition shells and used originally by Mike Hinde to win the BTRDA Production Car Trial Championship. The car was made roadworthy and after a short period as a second car I started it's second competition career. This initially took the form of local autotests and production car trials where it was quite successful. The next step after it being laid up for a period of time when I became self-employed was to enter a local single venue stage rally. After a couple of years an event entered at Goodwood was cancelled and with the refund I purchased a race licence and entered the Peterborough Motor Club race meeting at Silverstone. The bug had bitten and this was followed by a 750MC Roadsports meeting at Snetterton. After 19 years with the 750MC, along with the demise of the Roadsports Series, I started competing in Europe on a regular basis at Zolder, Spa, Hockenheim, Nurburgring, Colmar Berg in Luxenbourg and even a temporary airfield circuit at Bitburg. One other memorable event was a night race at Oschersleben.
As mentioned above the regulations for the series were changed and the orange car took over and ODM 920L was put aside again until I read about the 360MC 6 hour race. A rapid rebuild was undertaken and an entry submitted. In fact we entered 2 years and did in fact manage to get a start and a finish, unfortunately not in the same year. The first year due to having to change the transaxle, as shown in previous photos, we did not start until well into the race. During the race we experienced severe overheating with the result that we were only able to complete 3-4 laps at a time before needing to flush and refill the cooling system. We managed to see the chequered flag and at the end received the Good Sportmanship Award. The next year all drivers completed practice and even started the race. After a number of small problems were sorted our day ended with a rod through the side of the engine.
Both cars have been taken to the Saint Goueno Hillclimb in France with mixed success but great enjoyment.
Despite health problems, since sorted, I've managed to have a go at the HSCC 70's Roadsports Series again with varying success mainly due to the changing requirements of the regulations. Finally got the car sorted at this years Silverstone Finals with a Class win along with beating a number of larger engined cars.
What will I do next year? I'm not sure as the HSCC have decided to increase the Class Capacity to 1600cc but I'm sure one of the cars will be out on a circuit somewhere. In the meantime I'll have to continue with fitting a BMW K1100 engine into the third car we have. As TurboClan said earlier these cars are addictive.
530dTPhil said:
Skyedriver said:
So where would a 998 Clan fit in today's Hillclimb classes both in England and the Scottish Championship. I'm thinking road going?
I used this one for hillclimbs and sprints in 1981 and 1982 in the South West. It won the 1982 ASWMC Speed Championship, breaking a few class records on the way.I was looking at mine in the garage at the weekend and thinking I must find some time to work on it ...
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