Dinkel writes about a Lotus Europa TC
Discussion
Lotus Europa TC
Sideview under the trees.
The boxxy back is like no other car's.
This car is in imaculate condition.
Lotus-Ford 1.6 TwinCam with two Dell'orto DHLA 40mm's gives 105 hp.
Classy interiour thanks to Bentley.
Economic use of space.
Classic silhouette with boot and engine entrance open.
Front opens with three tiny locks.
Lotus Europa TC
On the list of cars I like and want to do a review about, I think only the Honda S850 has less horsepower than this 105 hp Lotus Europa TC. It doesn't look like much but bare in mind the configuration of only 740 kgs plus driver are likely to go places in a rapid way. With a bit of luck and craft this little British sports hits 60 in about 8 secs and steams on up to a nice 120. But that's for drivers with a death wish: this lightweight can lift her nose at speeds like that. There's a tiny front-spoiler trying to reduce just that. Still, impressive figures for a 1.6 mill powered car.
History
In line with 60s Lotus racing cars this Europe was among the first streetcars with an engine behind the seats and in front of the rear axle. At those days the choice of such a layout was limited to the Matra Djet and followed by the legendary and number 3 on my dreamcarlist: the '65 Lamborghini Miura. The development of the Europa started in 1963 with drawings by Ron Hickmann (of Work-mate fame) under the codename P5. Colin Chapmann wanted an equal simple and cheap sucessor for the Lotus 7. A team of skilled and experienced Lotusmen succeeded and since '66 the light and polyester bodied Type 47 powered by the 165 hp 1.6 Ford Cosworth twincam injection-engine raced in Sportscars Group 6. Only 55 were build. The '64 streetcar type 46 or Europa S1 used a pepped version of Renault's 1.6 engine from the frontwheel driven R16. With the reverse position of the 82 hp lump the housing of the 4-speed gearbox was attached to the inboard ends of the lower suspension links. About 650 were built. The smooth S1 is a real drivers car with an almost completely closed underside. By bonding body and frame it has a noticeable tighter drive compared to the S2. Those 'modified' and more comfortable Europa versions Type 54, and Type 65 for the US market, were produced from '68 to '70 (3615 pcs). The car described here is the Lotus-Ford-powered Type 74 or Europa TC (1971, 1580 pcs). By then the Renault gearbox in Lotus-housing was capable of taking 150 hp. Enough for the final and most popular Europa, the 126 hp racy Special Big Valve (3130 pcs). The choice of the Ford 1.6 was a forced one. Le Regie could've squeezed the same figures out of the R16 but used that engine in their Alpine, also a lightweight streetracer and thus a mere rival. Ironically TCBV owners have the option to swap the Lotus-Ford for the lighter Alpine R16 making their car even faster.
Racing Green JPS
This beautiful example is the only Dutch rolling TC. Owner Hans Ruiterkamp did restore with immense care for detail and he says it's now near finish. The only visible stain is a crack in the windscreen. The original and more frequent seen black and gold JPS livery is luvly but Hans' Racing Green car looks so much more distinct and gives this car a friendly appearance. You'd expect some of the agressiveness of Lotus' racing heritage in the looks of this TC. The low slung aerodynamic silhouette (Cd 0,29) and the handsome partial black 13" racing wheels would presume this indeed is a viscious little rotter. But peeping into the cockpit by opening the lightweight door by the Jaguar MK2 doorhandle, there's a surprise: this is a gentlemens club for two. I expected a spartan interior with only the essential needs for driving. Hans is chief mechanic at the Dutch Bentley dealers and used royal materials to compose a very classy inside. The dash is in Burr Walnut, the bucket seats are in green 'Spruce' and yellow 'Tangier' Connoly leather. My feet rest on green 'Connifer' 'Wilton' carpet. There's really not much space to move anything and I don't feel the need as I could sit here forever with a Cognac and sigar. The electric window is only a fingertip away.
Drive
Once calmed down from all this exuberance Hans explains the dials and buttons. The inboard computer behind the locker and the Tripmaster between my knees show this car is fit for whatever rally. This Lotus is modified to be the better car than it was 30 years ago but it's as original it needs to be for historic rally events. Simple black tumbler switches explain the no-nonsense character of this TC. The Triumph Spitfire steering column, the Volvo 440 electric windows (a standard feature on the S2, the 440s is a replacement / the S1 had fixed windows!) and the Arnage starter button make clear this is a multi-cultural chap. Now let's hit that red button. Just a little hesitation and the 1.6 behind us comes to live and runs a steady idle within secs. After only a few yards we get out of the car: the 2 inch electric fence lock is a too high obstacle! We get in, not an easy task BTW, Hans leaves his shoes behind and shifts into 1st. Just a little throttle and off we go for a saturday morning rural roads trip. It's instantly clear this Europe isn't driven as a streetracer. Hans loves his car and couresses it. But every now and then the right foot goes down to move the little basket the way it should.
The engine
On the better side of 4000 revs the TwinCam loosens up and hammers all the way up to 6.5k where the limiter comes in. Hans' limit is 5.5 and that's enough to keep most traffic at safe distance. There's no rawness, even at higher revs the two Dell'orto DHLA 40mm's keep the Ford's behaviour tidy. Only at running free before entering a corner a decent pop adds some extra flavour to the clean soundbyte. Boring? Not at all. It's just not that racy thingy I had in mind.
The enginebay pic shows the intake bending just in front of the boot, which is reasonable for such a small car. Funny detail is one of the cams driving the alternator. The upside down 'Lotus' embossed in the camcover I'll never understand. Lotus well considered the 180 degree position of the engine so IMO they'd've made a special Europa camcover.
Economic use of space
The pic shows the big boot, with the extra square space for the Lockheed servo assistance to replace the original Girlings. On both sides two big gastanks: 2 x 30 litres which I find pretty huge, provide for an amazing radius. One litre delivers about 12 kilometres average. That's 60 x 12 = 720 kilometres = 450 miles! Lotus Europa specialist Banks delivered a common modification for the fixed-length drive shafts which supports the structure. Colin Chapman's brain may've had some brilliant and economic solutions they're not always that smart. Banks made a supportive bridge that allows the shafts to run more freely. Three tiny locks give entrance to the radiator on the right and the spare wheel on the left. Separated by a space behind it is a neat space for a first aid kit and some tools. Standing in front of this just 107 cms low car I had to get on my knees to take a look at the plate. The original is replaced by punched steel figures on Bentley grating. An elegant solution that fits Hans' original and precise procedure.
Back home
Black clouds predict rain and we're hitting the road back home. What struck me was the lack of roadnoise. There's just the pleasant throb of the fourpot behind us and for that I kept the window open. There's no doubt this is an honest car. What is put in you'll get back. Cornering is snake-like without body-roll and with easy accuratesse. Strange but true the low position doesn't feel that low at all. And it's not only the luxurious cabin that gives me a very satisfied feeling: this racing car derrived Europa will get you a tankfull's distance in utter comfort.
At increasing speeds the bad road - bumpy tarmac - rocks the car. The TC's stiffness and tightness togheter with the though Koni's and 185 HR 13 tires offer a rigid ride with a modern touch. Tight fit seats keep you in place. Driving needs a third eye for speedbumps, bridges and potholes. A bang on the polyester ridges will set you back . . . The S2's body is removeable from the chassis while the S1's is not.
From all angles this Lotus has its own peculiar looks. The boxxy back with the E-type rearlights, the distinctive silhouette, the boatdeck roof, I can't think of a car that's so original and yet hasn't any epigones. Can you think of a car that does follow the Lotus Europa's lines?
Cheers, Albert
Dutch review and all pics at www.klassiekerrally.nl / Dinkels dreamcars
Edit: new pc urls in.
Sideview under the trees.
The boxxy back is like no other car's.
This car is in imaculate condition.
Lotus-Ford 1.6 TwinCam with two Dell'orto DHLA 40mm's gives 105 hp.
Classy interiour thanks to Bentley.
Economic use of space.
Classic silhouette with boot and engine entrance open.
Front opens with three tiny locks.
Lotus Europa TC
On the list of cars I like and want to do a review about, I think only the Honda S850 has less horsepower than this 105 hp Lotus Europa TC. It doesn't look like much but bare in mind the configuration of only 740 kgs plus driver are likely to go places in a rapid way. With a bit of luck and craft this little British sports hits 60 in about 8 secs and steams on up to a nice 120. But that's for drivers with a death wish: this lightweight can lift her nose at speeds like that. There's a tiny front-spoiler trying to reduce just that. Still, impressive figures for a 1.6 mill powered car.
History
In line with 60s Lotus racing cars this Europe was among the first streetcars with an engine behind the seats and in front of the rear axle. At those days the choice of such a layout was limited to the Matra Djet and followed by the legendary and number 3 on my dreamcarlist: the '65 Lamborghini Miura. The development of the Europa started in 1963 with drawings by Ron Hickmann (of Work-mate fame) under the codename P5. Colin Chapmann wanted an equal simple and cheap sucessor for the Lotus 7. A team of skilled and experienced Lotusmen succeeded and since '66 the light and polyester bodied Type 47 powered by the 165 hp 1.6 Ford Cosworth twincam injection-engine raced in Sportscars Group 6. Only 55 were build. The '64 streetcar type 46 or Europa S1 used a pepped version of Renault's 1.6 engine from the frontwheel driven R16. With the reverse position of the 82 hp lump the housing of the 4-speed gearbox was attached to the inboard ends of the lower suspension links. About 650 were built. The smooth S1 is a real drivers car with an almost completely closed underside. By bonding body and frame it has a noticeable tighter drive compared to the S2. Those 'modified' and more comfortable Europa versions Type 54, and Type 65 for the US market, were produced from '68 to '70 (3615 pcs). The car described here is the Lotus-Ford-powered Type 74 or Europa TC (1971, 1580 pcs). By then the Renault gearbox in Lotus-housing was capable of taking 150 hp. Enough for the final and most popular Europa, the 126 hp racy Special Big Valve (3130 pcs). The choice of the Ford 1.6 was a forced one. Le Regie could've squeezed the same figures out of the R16 but used that engine in their Alpine, also a lightweight streetracer and thus a mere rival. Ironically TCBV owners have the option to swap the Lotus-Ford for the lighter Alpine R16 making their car even faster.
Racing Green JPS
This beautiful example is the only Dutch rolling TC. Owner Hans Ruiterkamp did restore with immense care for detail and he says it's now near finish. The only visible stain is a crack in the windscreen. The original and more frequent seen black and gold JPS livery is luvly but Hans' Racing Green car looks so much more distinct and gives this car a friendly appearance. You'd expect some of the agressiveness of Lotus' racing heritage in the looks of this TC. The low slung aerodynamic silhouette (Cd 0,29) and the handsome partial black 13" racing wheels would presume this indeed is a viscious little rotter. But peeping into the cockpit by opening the lightweight door by the Jaguar MK2 doorhandle, there's a surprise: this is a gentlemens club for two. I expected a spartan interior with only the essential needs for driving. Hans is chief mechanic at the Dutch Bentley dealers and used royal materials to compose a very classy inside. The dash is in Burr Walnut, the bucket seats are in green 'Spruce' and yellow 'Tangier' Connoly leather. My feet rest on green 'Connifer' 'Wilton' carpet. There's really not much space to move anything and I don't feel the need as I could sit here forever with a Cognac and sigar. The electric window is only a fingertip away.
Drive
Once calmed down from all this exuberance Hans explains the dials and buttons. The inboard computer behind the locker and the Tripmaster between my knees show this car is fit for whatever rally. This Lotus is modified to be the better car than it was 30 years ago but it's as original it needs to be for historic rally events. Simple black tumbler switches explain the no-nonsense character of this TC. The Triumph Spitfire steering column, the Volvo 440 electric windows (a standard feature on the S2, the 440s is a replacement / the S1 had fixed windows!) and the Arnage starter button make clear this is a multi-cultural chap. Now let's hit that red button. Just a little hesitation and the 1.6 behind us comes to live and runs a steady idle within secs. After only a few yards we get out of the car: the 2 inch electric fence lock is a too high obstacle! We get in, not an easy task BTW, Hans leaves his shoes behind and shifts into 1st. Just a little throttle and off we go for a saturday morning rural roads trip. It's instantly clear this Europe isn't driven as a streetracer. Hans loves his car and couresses it. But every now and then the right foot goes down to move the little basket the way it should.
The engine
On the better side of 4000 revs the TwinCam loosens up and hammers all the way up to 6.5k where the limiter comes in. Hans' limit is 5.5 and that's enough to keep most traffic at safe distance. There's no rawness, even at higher revs the two Dell'orto DHLA 40mm's keep the Ford's behaviour tidy. Only at running free before entering a corner a decent pop adds some extra flavour to the clean soundbyte. Boring? Not at all. It's just not that racy thingy I had in mind.
The enginebay pic shows the intake bending just in front of the boot, which is reasonable for such a small car. Funny detail is one of the cams driving the alternator. The upside down 'Lotus' embossed in the camcover I'll never understand. Lotus well considered the 180 degree position of the engine so IMO they'd've made a special Europa camcover.
Economic use of space
The pic shows the big boot, with the extra square space for the Lockheed servo assistance to replace the original Girlings. On both sides two big gastanks: 2 x 30 litres which I find pretty huge, provide for an amazing radius. One litre delivers about 12 kilometres average. That's 60 x 12 = 720 kilometres = 450 miles! Lotus Europa specialist Banks delivered a common modification for the fixed-length drive shafts which supports the structure. Colin Chapman's brain may've had some brilliant and economic solutions they're not always that smart. Banks made a supportive bridge that allows the shafts to run more freely. Three tiny locks give entrance to the radiator on the right and the spare wheel on the left. Separated by a space behind it is a neat space for a first aid kit and some tools. Standing in front of this just 107 cms low car I had to get on my knees to take a look at the plate. The original is replaced by punched steel figures on Bentley grating. An elegant solution that fits Hans' original and precise procedure.
Back home
Black clouds predict rain and we're hitting the road back home. What struck me was the lack of roadnoise. There's just the pleasant throb of the fourpot behind us and for that I kept the window open. There's no doubt this is an honest car. What is put in you'll get back. Cornering is snake-like without body-roll and with easy accuratesse. Strange but true the low position doesn't feel that low at all. And it's not only the luxurious cabin that gives me a very satisfied feeling: this racing car derrived Europa will get you a tankfull's distance in utter comfort.
At increasing speeds the bad road - bumpy tarmac - rocks the car. The TC's stiffness and tightness togheter with the though Koni's and 185 HR 13 tires offer a rigid ride with a modern touch. Tight fit seats keep you in place. Driving needs a third eye for speedbumps, bridges and potholes. A bang on the polyester ridges will set you back . . . The S2's body is removeable from the chassis while the S1's is not.
From all angles this Lotus has its own peculiar looks. The boxxy back with the E-type rearlights, the distinctive silhouette, the boatdeck roof, I can't think of a car that's so original and yet hasn't any epigones. Can you think of a car that does follow the Lotus Europa's lines?
Cheers, Albert
Dutch review and all pics at www.klassiekerrally.nl / Dinkels dreamcars
Edit: new pc urls in.
Edited by dinkel on Tuesday 11th December 20:28
5USA said:
. . . At that time decent Europas were already as rare as hens teeth and the few in good nick were seriously expensive for a very small and somewhat temperamental car. . .
The one I reviewed is almost perfect. And the only Dutch running TC!
I guess in the UK there must be lots?
When the 'old' Banks site was in the air a 302 cid V8 Silverish Europa was displayed somewhere in their galleries . . . Mental!Taken from Carlos Ghys website:
http://www.carlosghys.be/
“We arrived at Silverstone on the Tuesday before the 1973 British GP.
Ronnie Peterson and Emerson Fittipaldi were giving rides to journalists and guests in a lotus Europa and an Elan. I had Ronnie’s deerstalker picture with me and one of Fittipaldi’s wife, Maria-Helena. She was sitting on the pit guard rail, so I showed her the photo and we got talking.
Then Peterson stopped and asked if anyone wanted a ride. There was no-one around, so I put my hand up. The door was closed and I had fastened my belts when there was a knock on the window. It was Lotus team manager Peter Warr asking if I was Press. When I admitted I wasn’t, he said, “Out!”. But Fittipaldi’s wife convinced him to let me have a ride.
Those two laps with Ronnie was an experience I will never forget”…
I bet! Lucky git . . .
Source: Motorsport Magazine
Ronnie Peterson:“anyone wants a ride”
Ronnie Peterson hurrying the Lotus Europe through Woodcote corner
View from the passenger’s seat, coming out of Woodcote corner.
This is the result of a small camera, high speed and thrilling emotions…
This is why I love Facebook.
Anyone knows where the car is now?
http://www.carlosghys.be/
“We arrived at Silverstone on the Tuesday before the 1973 British GP.
Ronnie Peterson and Emerson Fittipaldi were giving rides to journalists and guests in a lotus Europa and an Elan. I had Ronnie’s deerstalker picture with me and one of Fittipaldi’s wife, Maria-Helena. She was sitting on the pit guard rail, so I showed her the photo and we got talking.
Then Peterson stopped and asked if anyone wanted a ride. There was no-one around, so I put my hand up. The door was closed and I had fastened my belts when there was a knock on the window. It was Lotus team manager Peter Warr asking if I was Press. When I admitted I wasn’t, he said, “Out!”. But Fittipaldi’s wife convinced him to let me have a ride.
Those two laps with Ronnie was an experience I will never forget”…
I bet! Lucky git . . .
Source: Motorsport Magazine
Ronnie Peterson:“anyone wants a ride”
Ronnie Peterson hurrying the Lotus Europe through Woodcote corner
View from the passenger’s seat, coming out of Woodcote corner.
This is the result of a small camera, high speed and thrilling emotions…
This is why I love Facebook.
Anyone knows where the car is now?
skeggysteve said:
dinkel said:
Anyone that was lucky enough to have a passenger ride with Ronnie is a very, very lucky person.Many thanks for the story & pictures Dink.
"Peterson was without doubt the best at stepping into any car and getting the most out of it no matter how it was set-up. When it comes to the modern F1 car then I would rate Peterson, Andretti, Clark and Fittipaldi as being most likely to be unbeatable."
Steve!
Nice one:
http://www.pistonheads.com/sales/3477161.htm
This looks like it:
http://www.automobilia.fr/Lotus-Europa-Twin-Cam
Elanbulance:
http://lotusenthusiast.net/2009/07/rare-1-of-2-lot...
Nice one:
http://www.pistonheads.com/sales/3477161.htm
This looks like it:
http://www.automobilia.fr/Lotus-Europa-Twin-Cam
Elanbulance:
http://lotusenthusiast.net/2009/07/rare-1-of-2-lot...
Rene, best thing is to contact Banks > http://www.banks-europa.co.uk/cars_home.htm
It really surprised me how comfortable the Europe sat. Both the driver and myself are 1.85 m.
It is a small car and compared to the S1/S2 Elise I found it a better ride quality. But then, this TC was tweaked to the owners wishes.
The Banks cars equipped with Alfa V6 mills look - and should sound - the dogs bits.
I'd prefer an old skool inline 4 such as the Ford Cortina is. Maybe a Chevron / Beemer 2.3 litre? About 180 raunchy blue printed brake . . .
It really surprised me how comfortable the Europe sat. Both the driver and myself are 1.85 m.
It is a small car and compared to the S1/S2 Elise I found it a better ride quality. But then, this TC was tweaked to the owners wishes.
The Banks cars equipped with Alfa V6 mills look - and should sound - the dogs bits.
I'd prefer an old skool inline 4 such as the Ford Cortina is. Maybe a Chevron / Beemer 2.3 litre? About 180 raunchy blue printed brake . . .
Nice resource here: http://www.pistonheads.com/GASSING/topic.asp?h=0&a...
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