Lotus 15. SM Skarpnäck. Ref 1
Lotus 15. SM Skarpnäck. Ref 1

 ....about my Lotus 15
1
Link to main site Swedish version

Lotus 15. SM Skarpnäck. Ref 1
Lotus 15. SM Skarpnäck. Ref 1
Update
2019-04-11

©Copyright
Björn Bellander

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Racing cars are like chocolate or even better like suction cookies. You suck and suck till all the best are gone. That means you throw away the envelope paper. One difference with cars are that you can get some money from the old cow. Usually not so much worth. The racing carrier has no feeling for that old mate who helped you so bravely round the racing tracks. Just like an old cow, which cannot produce enough with milk. It should be slaughtered. It is not until after years, that the old owner understands that this nice car should been preserved.  My old Ferrari for instance is today (2006) priced, it is true though renovated, for over $1.5 million. But ... without the money that the old cow got me I couldn't get the next one.

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From the very first beginning it was a Fiat 600 1956 in order to take me to school in Strängnäs and later to Revingehed when I made my first 3 months in service.
1959 I bought a Ford 34 cab. from F Westberg at Lidingö

Receipt Ford 34 Cab. Ref 1
Receipt Ford 34 Cab. Ref 1
priced at 800 Skr. But it showed up to be so bad that it was scraped. Same year, 1959 25/7, I came over, with the help of my brother, a 32 Ford Roadster in Hudiksvall from Jan-Erik Eriksson for 1200 Skr. This car was renovated, with parts form Kasby 1, 2, 3, 4, and used for a racing driver course at Karlskoga 1961 and for race driving at Skarpnäck, later for going to Skillingaryd, military training camp, for my service. It
Ford 32 in Skillingaryd. Ref 1
Ford 32 in Skillingaryd. Ref 1
was sold to a lorry driver in Stockholm who at once broke the rear axle gears.
Now I had money to by a BMC Cooper spring 1962. It was lowered just like Picko Troberg´s car. Then I worn some tires at the race track of Stockholm, Skarpnäck, and Karlskoga. This nice little Cooper was left for change to a Triumph Herald 1962 17/11 at Wohlin Cars, situated at "Söders Heights". It was quickly change after one month to a MG Midget,
MG Midget 1962. Ref 1
MG Midget 1962. Ref 1
1962 20/12, at Hans Osterman. Without knowing so much about racing. I trimmed this car and drove some times at Skarpnäck and Karlskoga in the SSF racing serie in Sweden without any greater progress.
 1963 16/9 I bought a Lotus 15 from Wohlin Cars.
Lotus 15 testour outside Gustavsberg. Ref 1
Lotus 15 testour outside Gustavsberg. Ref 1

It came from one of Curt Lincoln's friend Carl-Otto Bremer in Finland. The MG Midget was sold at the same time for 7000 Skr. Contract was written in 2 ex. (1. 2.) The Lotus was sold to Bengt Ramén 1965. A TVR Grantura came from Kronegårds Motor 1965. This was sold 1966 6/4 to Ulf Carlkvist. 
It was my mother who helped me with money. We called her our little Lotus flower, just for flattering. I got the money but i understood that this was the last time money came from her. We got to know that this car with ch nr 15/601 was stored at Willy Dolling's garage. Egon Wohlin had probably the engagement from Carl-Otto Bremer to sell this car 1960. One picture from unknown race track. Dolling had served Porsche Abarth Carerra for Carl Gunnar Hammarlund. When Hammarlund quit racing Dolling opened a garage in the north harbor of Stockholm. We went there to see the car. It was painted in English racing green. My eyes were shining. A real racing car. Also a Lotus with a Coventry Climax 1.5 liter engine. The best you could get, equipped with 4 giant SU carburetors. I must have this car. Dolling was though a bad person because he started to dismantle some instruments, while we were at Wohlin to settle the business. When Wohlin heard about this he went angry to Dolling and he had to put it back. Then we took the car through custom and I was the owner of something that should win everything. I thought.


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Lotus 15. Enemaled manifold. Ref 1
Lotus 15. Enemaled exhaust. Ref 1

....about my Lotus 15
the first fixing up

Lotus 15 at SM-Skarpnäck. Ref 1
Lotus 15 at SM-Skarpnäck. Ref 1

Lotus 15. Camshaft cover. Ref 1
Lotus 15. Camshaft cover. Ref 1
Lotus 15 Exhaust manifold. Ref 1
Lotus 15 Exhaust manifold. Ref 1
Lotus 15. Electrical system. Ref 1
To get the car home I got as usual help from my brother Jan. Also I am not resentful against Dolling. All my purchases of real race cars has always been "junks". It depends on that the price I am able to pay is so low. The first thing was to get familiar with the car, because it was by no means "race worthy". The valid thing was dismantling. Jan had not yet started Guss Motor, so I was working in my parent's and his garage. I myself worked at the reparation works, Factories ofGustavsberg.
Lotus 15. Chassie. Ref 1
Lotus 15. Chassie. Ref 1
Body Lotus 15. Ref 1
Body Lotus 15. Ref 1

Almost a good condition to be able to fix everything. The first that every enthusiast makes is to get everything to shine and looks nice from outside.

The camshaft covers was left for polishing. Original they were blasted to a  "frosty" and dull painted surface.

Gustavsberg produced bathtubs. I fixed  to get the exhaust manifold enameled. It was unsuspectingly, because I didn't know it was welded with different materials. One part was stainless. The enamel didn't fasten on stainless. Another thing was that because of heat strains the enamel cracked and it got a terrible look. It had though nothing to do with function. Everything was dismantled. Whole chassis and body were separated from rear end, with gearbox and engine. The electrical system was beyond repair and it was made new. The boring green color change to a yellow color.

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Lotus 15.  Front end  Ref 1
Lotus 15. Front end Ref 1

....about my Lotus 15
rear end

Lotus 15. Rear frame. Ref 1
Lotus 15. Rear frame. Ref 1

Lotus 15. Chapman Strut. Ref 1
Lotus 15. Chapman Strut. Ref 1
Driving shaft connection in the rear. Chapman struts. I discovered that they fit loosely. Dismantling was necessary. It showed up to consist of a 3 key connection in the outer joint. This was of course home made because the construction was not hardened. The play! Because of to small place, for the keys were only 10 mm long. They could not take the high moment stresses. It should have been spline connection! The first catastrophe of all catastrophes. What to do? I turned a coupling consisted of 2 threads, left and right. They locked against each other on the plane bottom.  Thanks Gustavsberg. On the outer plane I punched "left" and "right 16 ggr/tum", in the case anyone ever should dismantle them. The 2 conical bearing were left. The unit of course became heavier but who cared. I had no more problem with this.

Lotus 15. Gearbox. Ref 1
Lotus 15. Gearbox. Ref 1
The gearbox showed up to be a bigger problem. It never became good. As you can see it  had inside brakes. A nice look. The disc was held by the joint axle which went through a SKF-2RS bearing in order to stop leaking of oil. For the reason of temperature and pressure the bearings didn't succeeded. I had always oil on the pads. Catastrophe again! But nothing to do and at last I didn't care. Jan had the same problem with Allard J2.
The inside system of gearbox? It was a "Rick Rack" box. Like a motorcycle. It had a 15 mm diameter bar.
 
Lotus 15. Gearbox. Ref 1
Lotus 15. Gearbox. Ref 1
Against these, 2 heels went into notches and pulled the gear to engage the different gears, when activating gear lever. It was also not hardened so heels could not grip safety to change gear. I turned and milled a new one with surface hardening steel SS2511. But I could not get it hardened. Any way it became a quite good handling. Thanks again. Now when gear box casing was empty I looked inside. Oh my God. What do I see! Foundry sand was left in the corners. It must be removed. I had this gearbox dismantled several times but no further developments.

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Lotus 15.First test tour. Ref 1
Lotus 15.First test tour. Ref 1

....about my Lotus 15
drive shaft, engine

Lotus 15. Problem. Ref 1
Lotus 15. Problem. Ref 1

Drive shaft system was a funny construction. Inside a not fixed pipe, with bearings at both ends for the pipe, was a bar (the drive shaft) with spline ends. In both ends were a universal joint (hardy spicer) impressed. On these joints, there were bearing supports for this pipe. It could rotate freely. When the car was heavily braked, one could see how this pipe continued to rotate a short while. It seemed that this pipe had function to keep a straight line for the inner drive shaft. English construction? Why not an ordinary propeller shaft? Out of the clutch casing, an axle came that brought out the moment forces, in this casing back side a ball bearing was put. This axle was carried, in front with a pin, in the end of crankshaft fully normally. It was locked in place with a seeger ring. A weak solution as it would show up. For the moment it was ok. The clutch was a normal plate spring sorting clutch.

Lotus 15. Water pump. Ref 1
Lotus 15. Water pump. Ref 1
Lotus 15.Checling camshaft timing. Graduated arc. Ref 1
Lotus 15.Checling camshaft timing. Graduated arc. Ref 1
Lotus 15.Motorbroschyr Climax FPF info from Coventry. Ref 1
Lotus 15.Motorbroschyr Climax FPF info from Coventry. Ref 1
I didn't check up the engine at this time, but that was changed already after the first race at Skarpnäck. The cooling system was a catastrophe. The engine was mounted lying ca 15° to the left under the low bonnet. The radiator was placed in front at ca 45° on a lower level.  Bad thing with all this was that the filling level became leveled the same as the pump. There was no water pressure on the coolant pump.

When water was refilled it was easy air bubbles inside the pump, though there was an air screw, but most important at high revs caviation was formed and everything went to hell. Steam stopped cooling, engine became to warm and cylinder head went uneven. I have read in the book Lotus that this problem was well known even for Lotus 16. A cost of 250 SKr to get e new cylinder head gasket made. It was not funny. Besides the head had to be planned. Nice stuff of course. I tried to mount a Triumph Spitfire water refill cage as high as I could.

This with planning the head, you don't do unpunished. You must have in mind the camshaft gears. Cylinder head gasket must compensate for the lowered top.
The camshafts were put in separate cast casings and worked directly against the valve pistons with shims against the valve stem. This camshaft casing was screwed in top with a gasket between. This made that after reworked valves one could not shim the system after montage. Contact with Climax, by letter, I got a brochure with 4 pages (1. 2. 3. 4.). They also answered that normally they solved this by putting several gaskets under the casing till sufficient play was achieved. Engine was in the
Lotus 15. Motorbroschyr Climax FPF info from Coventry.
Lotus 15.Camshaft control. Ref 1
Lotus 15.Camshaft control. Ref 1
The engine was har to start in
the beginning. I suspected that camshaft was in wrong position. I got figures from Coventry and a long time checking started. Look at the picture of the graduated arc. This showed that the valves closing figure was not the right. But Coventry answered that "don't bother about closing figures" as long as opening timing is right. Well at last I had the engine assembled although nothing was changed. I had a good knowing how Coventry Climax engine was built.

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Lotus 15. First tes ttour. Click for video 2.9 mb. Ref 1
Short video.

Lotus 15
front end, chassis

Lotus 15 test tour 2. Click for video. 3.2 mb. Ref 1
Short video.

Lotus 15. Front end. Ref 1
Lotus 15. Front end. Ref 1
Lotus 15. SU-carburettors. Ref 1
Lotus 15. SU-carburettors. Ref 1
Lotus 15. Center incorpurated frame. Ref 1
Lotus 15. Center incorpurated frame. Ref 1
Lotus 15. Frame cross in front of gearbox. Ref 1
Lotus 15. Frame cross in front of gearbox. Ref 1
Lotus 15. First test tour. Ref 1
Lotus 15. First test tour. Ref 1
Front end and carburetors were the only things that didn't need any activity and brainwork. It was built with a Triumph upright and steering rack from the same car. Also a Ford inclining support. God Bless Triumph and Ford. Carburetors were the biggest SU I ever have seen. See picture.

Chassis was halfway self-supporting. With other word aluminum plates was pop revited with hollow pops into the frame pipes of the smaller dimension. The pop riveter development had not come so far yet because it was used with a 3.2 washer backside.  When this frame system screwed this washer was soon dropped and the pop was loose.

I discovered that the frame cross in front of gear box had a cracked it's welding. At last I had to do something. A  plumber working in Gustavsberg. The kind that went out looked, brought out the jointing rule, lift it and sight the measure. The kind that one must admire. He  buckled in aluminum plate a new central framing part around the prop shaft. Then we popped it with sealed rivets which was stronger. He was not happy doing this but I pressed on. Now the chassis was stiff again. I still thought this was a wonderful car.

The petrol tank was squeezed rearwards between spare tire together with oil container, battery and rear axle/gearbox oil container. There was no spare tire but the regulation forced me to do something. It became a Citroen 2 CV wheel. This became also a headrest protection.

The engine oil containers forced that there were 2 quite big oil rubber pipes which took care of the flow to the dry sump lubricated engine. An oil sump had made the surface of section much higher. The oil pipes went unprotected through the aluminum plate. Later on I became punished for this.

The rear end can be seen in this link. Here you see the Citroen wheel, petrol tank, oil containers and battery. It is easy to understand that placing of battery is highly dangerous when getting a push from behind.

At last I got the car ready for first test tour. A wonderful feeling. The car went on, everything functioned, but it was no race driving.
To be wise after the event it's easy to say I should have thrown away all driveline, petrol tank, container tanks and moved the battery. Put in an ordinary trimmed pushrod BMC engine, rear axle with a panhard bar, gearbox from BMC or similar. I had then got a wonderful car with road ability that no other had. If I also had any knowledge about tires my success in SSK-SSF racing was done. This I can say 43 years later.

Next Former Last


Lotus 15. Racing at Falkenberg. Ref 1
Lotus 15. Racing at Falkenberg. Ref 1

Lotus 15
races 1

Lotus 15. Warm running at Falkenberg. Ref 1
Lotus 15. Warm up running at Falkenberg. Ref 1

Lotus 15. On the way to  Falkenberg. Ref 1
Lotus 15. On the way to Falkenberg. Ref 1
Lotus 15. Waiting at Falkenberg. Ref 1
Lotus 15. Waiting at Falkenberg. Ref 1
Hans Radefalk Porsche 904 GTS Falkenberg. Ref 1
Hans Radefalk Porsche 904 GTS Falkenberg. Ref 1
Lotus 15. Taking the goal flag. Ref 1
Lotus 15. Taking the goal flag. Ref 1
Now it was time to pick up fruits for all my work. An announcement to Skarpnäck 3/5-64, Karlskoga 24/5-64 and Falkenberg 2/8-64  was sent by post.
Full of confidence, Jan and I went away to Falkenberg in a newly built and controlled trailer. At this time there was no trailers of this kind to buy in Sweden. Only one for professionals. The approved one had electrical brakes, 4 wheels and produced in Kil. Too expensive for me. We welded a trailer of round pipes with pusher brakes which was actuated by a master brake cylinder. For wheels I had a front beam including brakes from a Studebaker pick up 1947. It had plate springs. We strengthened it with 2 spiral spring. May be seen in photo. It functioned very good. Later we had to strengthen the pushing pipe. This type with master cylinder and pusher brake was so new that authorities could not approve it. But we could get it as a 30 km trailer. Sweden! But we gave this the hell. With my father's al. engine Buick we went away for Falkenberg.

A chilly weekend, and as it should show up with a catastrophe accident. Not for me but for Nenne Paulsson and Hans Radefalk hooking up in each other drove of the race track and were severe destroyed. This kind of race is only a long time waiting, freezing and bad food. Any real race feeling was not in mind. How my Saturday training succeeded I have no idea.

Anyway I run the race on Sunday. Second lap I went just a little to fast in first bend and smashed a telephone pillar. Not more than I had a small body scratches by the hit. Although I stopped in the pit, a little chocked, and wondered if I could continue. Go for hell my brother said. A Ferrari 250 GTO just whistled over me. I was so many laps after that I was placed as a DNF. I understood that this Lotus was only for club racing. Anyway I am proud I took the goal flag. But my position, last I believe.


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Lotus 15. Race at. Skarpnäck. Click for video. Ref 1 mb
Short video.

Lotus 15
races 2

Lotus 15. Skarpnäck. Ref 1
Lotus 15. Skarpnäck. Ref 1

Lotus 15. SM at Skarpnäck. Ref 1
Lotus 15. SM at Skarpnäck. Ref 1
Lotus 15. SM at Skarpnäck. Ref 1
Lotus 15. SM at Skarpnäck. Ref 1
Lotus 15. SM Skarpnäck. Olle Leufvén in hat. Ref 1
Lotus 15. SM Skarpnäck. Olle Leufvén in hat. Ref 1
Lotus 15. I and next owner Bengt Ramén. Ref 1
Lotus 15. I and next owner Bengt Ramén. Ref 1
Lotus 15 (63) och Kronegårds Lotus Elit. Ref 1
Lotus 15 (63) och Kronegårds Lotus Elit. Ref 1
Remarkable enough I had a good running engine and the gearbox went on without any trouble. Now time for SM at Skarpnäck 3/5. Car no 63 should make debut and success. This never happened for here I could press my accelerator to see what the engine could give. I got cavitations in the pump a hot engine, uneven head and everything was to hell. Any competition was nothing to think upon for next day. I had to stand there as a looser with all the knowledge of work that waited for me. Shame for those giving up.

When this was ready and engine functioned again I went to Karlskoga 24/5 From this race I don't remember anything. Later a SSK-SSF club race. I remember some lines. The car went on like a javelin although I had problem with starter motor. Lucas type!. It jumped out of engagement as soon as my Climax fired. The Karlskoga boys, that arranged the race, have never been known to keep up racing times and quickly get the cars on racing. When we were driving for start grid it was a stop by some reason. I didn't dare to switch of engine. I kept it running. Gear was in and clutch down. Everything was depressing.

But I came out to the grid. I took the start and was first in "Trösen" bend by crossing through other SSK-cars. Wonderful I thought. This I should never let through my brain. The Seeger ring had jumped out and the clutch house drive axle was out of position. Whole car vibrated and I was just able to go back to pit. A given victory was lost all because of the arranger.

Then I drove some club trainings and once again at Karlskoga where a rubber oil connection went bad and all oil was out on track in a matter of seconds. Now my interest had fallen down to zero.  When Bengt Ramén came and ask for buying my Lotus I sold.

His first race at Skarpnäck went as bad as mine. The car boiled and blew the cylinder head gasket and the day was destroyed. After this the car disappeared in some garage and later sold to a race journalist (Sven Ericsson) in Skåne Sweden. He had some sort of museum. A tragic fate of a car that should have been wonderful. 43 years later this car with a production of only 27 (15?) is worth a lot of money with or without uneven cylinder head.  Later I have recognized it was the prototype for Lotus 15. By this reasin it hade the chno 15/601.
If there is any of all my different race cars I would like to buy back, it is this Lotus 15. A hope in vain.

This was the history of Lotus 15 1958 which was Chapman's prototype type 15 with chno 15/601. Now other challenges were waiting with a TVR Grantura, Diva Valkyr and Ferrari Monza.

First Former Last


Lotus 15. SM Skarpnäck. Ref 1
Lotus 15. SM Skarpnäck. Ref 1

Lotus 15
All my private prictures
Text and pictures Björn Bellander

Lotus 15 Exhaust manifold. Ref 1
Lotus 15 Exhaust manifold. Ref 1
Lotus 15. Ref. 1
First day after the Lotus 15 arrived home. I have not yet had time to lift of the hoods in order to have a look. In the background Jan's Allard K2.
Lotus 15. Ref. 1
I was very interested how this car should behave on track. This is the first time I am out at the race track Skarpnäck. Note that even if the photo is black and white for my eyes the car is racing green.
Lotus 15. Ref. 1
I don't really remember how the car was moved to the track. It is hard to believe that I drove there. Anyway I remember that I bought an interim license at the police office. At that time my brother had a so called floating insurance which was good for every car in his name. Now 2008 I cannot understand that I dared to drive the Lotus to Skarpnäck a distance of 40 km single way.
Lotus 15. Ref. 1
This is one year later and the car has been repainted yellow. By which reason I don't know. Perhaps Picko Troberg car was a reason. They were generally yellow.
Lotus 15. Ref. 1
Now my problems have started. Here I suppose we discuss what kind of fault I have. Several discussion were about that the camshafts were mounted in a wrong way and that was the cause for boiling. Later we understodd that it was the water pump which had to low pressure so when reving the engine high it became wakuum. Caviation was the result and the pump no more sucked water from the cooler. This with known result. In some races I without knowing about this I succeded but on the other hand didn't rev the engine so much.
Lotus 15. Ref. 1
Here a total review of the car has started. The engine is out and only the front end is left.
Lotus 15. Ref. 1
The electrical wires were a total chaos. This picture demonstrates it.
Lotus 15. Ref. 1
The hood seen from front.
Lotus 15. Ref. 1
Here the hood covers are off. One intersted guy, was an artist and he helped us with colours. It was Eje Öberg who worked at the artist division in the factory of Gustavsberg. He normally worked with couloring enamaled steel plates.
Lotus 15. Ref. 1
All aluminium covers were pop revited according to the knowledge of that time. One should know that all aeroplanes during the war were pop revited so the knowledge was not new. The pop revites were strengthened on the backside with a washer. Many rivets had been scratched on the bottom side of the frame and because of this the frame had not support enough. Most rivets were loose. The important part of the strengthened chassies, the drive shaft tunnel, didn't work as support. It had to be re-revited with new al-plates. All revits were overhauled. That was a job for two persons. The washer!
Lotus 15. Ref. 1
Here is the rear cross section which take up the strengths from rear suspension and also the rotation forces from front end. It had not succeeded to take the forces and was broken. It had been mended earlier and new welding made the pipes more weaker. Here I put a plate covering a bigger area.
Lotus 15. Ref. 1
Here I am controlling the camshafts adjustment. The curious thing was that I could not read the right figure for the closing of valves. I wrote to the Climax factory and asked why. They answered that " don't bother about closing figure, just be sure that the opening figures are right."
Lotus 15. Ref. 1
A short rest, a picture arranged, with Bengt Ramén who later bought this car. He drove it just once. Of course he blew the top. Then the car was put in his garage for a long time. Note the unsafe design with petrol tank and battery side by side!!
Lotus 15. Ref. 1
Because one product at the factory of Gustavsberg were bath tupes. These were enameled. I thought this must be a good idea. I got help to put on this and got it heat hardened the exhaust pipe. Anyway it showed that the dilatiation was to big for enamel and the pipes enamel cover cracked. It looked terrible. Also one part of the pipe was made of stainless steel which enemal don't like.
Lotus 15. Ref. 1
Picture from a club meeting at Skarpnäck.
Lotus 15. Ref. 1
Here the exhaust manifold is just delivered. Nice look.
Lotus 15. Ref. 1
At Skarpnäck I took part in a national race 1964. It was at this time I blew the cylinder head packing and the head became bent.
Lotus 15. Ref. 1
I am together with Eje Öberg at Skarpnäck during a club meeting. Those persons who were intrsted in racing car came to me an helped. It was good to have them. Eje was not so often as Håkan Hallin and Börje Karlsson. Both now dead.
Lotus 15. Ref. 1
A nice photo of nr 13.
Lotus 15. Ref. 1
The national race 1964 at Skarpnäck. The Allard K2 was also there now with a Buick engine. Unfortunaltely he broke it's bearings because of bad oil pump. Also a corvette.
Lotus 15. Ref. 1
Here we discuss the position of the water pump. To the left Eje Öberg and to the right Björn.
Lotus 15. Ref. 1
Club meeting at Skarpnäck.
Lotus 15. Ref. 1
Ready for warm up engine.
Lotus 15. Ref. 1 
I and Jan welded a trailer 1963,made of round pipes. It was much welding. Square pipes were not able to buy yet. Earlier we had bought a Studebaker picup -47 and we used the front beam from it with the plate suspension. If you look careful on the picture you can se that we also had 2 coil springs to take the load. We are on the way to Falkenberg race track with the Lotus 15. The pulling car is our father's Buick 62. In this race there was a bad accident between two race drivers, Radefalk and Paulsson. I hit a telephone prop after the long straight and became little nervous. I fullfilled the race but placed last I think.
  Lotus 15. Ref. 1
The very nice ZF queer-box with the disk brakes mounted. The design was however not good because oil was leaking through the 2RS ball bearings and the oil was nicly spread because of the rotating disks. This was depended on the pressure and heat inside gearbox hollow. Of course it was no good braking ability. There is much to be told about this box.
  Lotus 15. Ref. 1
It was cold in Falkenberg and it was almost raining. At that time, the last the race was on the road. It was only waiting, and I was hungry and had headache. The winner was Ulf Norinder with a Ferrari 250 GTO.
  Lotus 15. Ref. 1
The picture is still from Falkenberg. Here it is warming up. The race itself was stopped according to the accident. At that time it was chaos in race management and that why it was no proper result list. My name was not noted.
  Lotus 15. Ref. 1
Here i race outside the pit. Probably during training.
Lotus 15. Ref. 1
Here my brother takes a picture when I takes the checkered flag. A nice picture to look at.
  Lotus 15. Ref. 1
I had no acceptance for the frost painting. That was the usual way in England on camshaft covers. I had them polished and it looked rather nice. One thought that it was more easy to keep clean.
  Lotus 15. Ref. 1
 Here the left front wheel equipped with it's for this time modern suspension. Note the disc brake and the Triumph upright which was generally used for suspensions.
Lotus 15. Ref. 1
Picture of the box and the plain disk where the oil was leaking out.
  Lotus 15. Ref. 1
The disastrous rear uprights in the suspension. I have got to know that my car was the prototype with chassie no 15/601 and the rear drivshafts was not proper coupled through the Chapman strut. The connection here was working with 3 wedges and the short tap to the wheel was not hardened. It could not of course take the moment forces. Read in my article how I solved the problem.
  Lotus 15. Ref. 1
 Therre were 14 copies of the production car and they were normally equipped with Weber carburators instead of these enormous SU carburators. My was the pre production copy.
Lotus 15. Ref. 1
This agreement made me owner of a Lotus 15. The trade in car was a MG Midget 1962.
 National race for cars at Skarpnäck 1963. For this competition Gunnar Carlsson was notificated with a Lotus 15. He never showed up, by which reason I don't know, probably though the car was not in order. It was put in Willy Dolling's garage in Stockholm free port. It was here I first saw the car, autumn 1963. Perhaps Dolling had told Gunnar that the car was not race worthy.

 See next picture.
Lotus 15. Ref. 1 
Lotus 15. Ref. 1
Notificated race driver in the start list. Gunnar Carlsson got start no 15!
Lotus 15. Ref. 1 
Map over the race track of Skarpnäck. Today living houses are built here.
Lotus 15. Ref. 1
The startlist with Björn Bellander and no 63.
  Lotus 15. Ref. 1 Velodromrace at Gelleråsen Karlskoga 1964 was my best race. I was placed as no 4 but with 14 laps one lap after. The difference between top drivers and others were large. Anders Josephsson took the flag with his Lotus 23. 

 

  Lotus 15. Ref. 1
The startlist at Velodrom race Karlskoga.
Lotus 15. Ref. 1 
Map over Gelleråsen race track outside Karlskoga.
 

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Foundries and mines
Garage round in Halsingland
Grangesberg Nostalgi
Grafors Collection
Grangesberg Locos
Hannover air museum
Hassleholm mil. vehicles
Holmgren VW collection
Haynes England
Hjorted Mopedmuseum
Harnosand carmuseum
Huskvarna museum
Ivar Car museum Hoting
Koping car museum
Krylbo-Norbergs rail
Ladenburg
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical museum
Mercedes Benz 2000
Mercedes Benz 2018
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
NSU 2018
Otto Walz 2018
Outbordmuseum Varb.
Peugeot 2018
Porsche 2000
Porsche 2018
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum 2000
Sinsheim museum 2018
Skokloster car museum
SSK Boxcar
SSK-series
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm museum
Sagen Technical museum
Surahammar MC
Swedish Air force museum
Swedish submarines
Torsong MC museum
Torsby Car MC museum
Technical museum Helsinb
Technical museum Stockholm
Ullared carmuseum
Volkswagen
Volvo Industrial museum
Ziegenhagen

Other sites
Military service
Travels (in Swedish)
My Heritage (in Swedish)

Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina


Pictures from the following owners have been used in bjorns-story.se with the appropriate allowance:
Reference 1: © Björn Bellander  bjorn.bellander(at)telia.com
 
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© Copyright Björn Bellander 2006-