Super seven

super seven

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Super Seven DD7 3. The Lotus Seven was launched in , after the Lotus Eleven was in limited production.

The Seven name was left over from a model that was abandoned by Lotus, which would have been a Riley-engined single-seater that Lotus intended to enter into the Formula Two in or However, the car was completed around Chapman's chassis as a sports car by its backers and christened the Clairmonte Special.

It was mainly for road use and lower budget club racing on short tracks motor club. It also offered some luxuries as standard, such as an internal heater matrix.

Between and , following a representation agreement, Lotus Argentina SA obtained the licence to manufacture the Lotus Seven in Argentina. This production reached approximately 51 units.

These vehicles were not replicas, but built under licence and original brand Lotus. Under the Purchase Tax system of the time cars supplied as a kit known as " completely knocked down " or CKD did not attract the tax surcharge that would apply if sold in assembled form.

Tax rules specified assembly instructions could not be included, but as the rules said nothing about the inclusion of disassembly instructions, they were included instead and all the enthusiast had to do was to follow them in reverse.

In , Lotus decided to shed fully its "British tax system"-inspired kit car image and concentrate on limited series motor racing cars. Caterham ran out of the Lotus Series 4 kits in the early s.

When this occurred and in accordance with their agreement with Lotus, Caterham introduced its own brand version of the Series 3.

They have been manufacturing the car ever since as the Caterham Seven. Steel Brothers Limited attempted to make a wider, modernised version of the Series 4, the Lotus Super , using the twin cam Lotus engine.

In the spring of it was announced that this was to be sold in the United States [11] - but the American importer had no funds and the project came to naught.

A car with a tuned Ford cc engine and close ratio gearbox was tested by the British magazine The Motor in It was found to have a top speed of A Seven's top speed greatly depends upon the body configuration, engine power and gearing.

Cycle guards help alleviate this tendency, and low height Brookland aeroscreens that replace the windscreen help improve top end speed.

The choice of brakes varies considerably between models and over the evolution of the car. The less powerful early models had drum brakes all round, while more powerful and later models had drums at the rear only especially on live axle cars from the early s or discs all round.

With the popularity of semi-independent DeDion or fully independent rear suspension most manufacturers have opted for discs all round, as is current common practice in the automotive industry.

Physics favours small cars in braking and Sevens have excellent stopping distances, but one of the effects of light weight and powerful non ABS brakes is the tendency to lock up, especially at the front under strong braking.

The cooling surface-to-weight ratio improves with reduced scale, while the light weight makes vacuum assistance unnecessary.

The supports for the top and the windshield frame are aluminium. It is, however, more front-heavy than more modern high performance cars.

In the original Seven, the front lower A-arm or "wishbone" of the double wishbone suspension is traditional, but for the purpose of reducing weight, the upper suspension integrated an anti-roll anti-sway bar into a horizontal suspension arm.

This approach formed a pseudo-wishbone which was semi-independent in nature. This approach worked well with early crossply tyres, but with later radials, the configuration seriously affected its adjustability.

For the rear suspension, Lotus originally used a live axle or solid axle. This approach was very cost effective, since most production saloon cars up to the s used these components.

A mixture of Ford and Austin components were used. One disadvantage of live axles is higher unsprung weight , affecting handling and ride on rough surfaces.

In general, cars with non-optimised aerodynamics tend to be free of adverse aerodynamic effects on handling, but the front wheel arches, of all but the Series I, cause lift at high speeds.

Like the good straight line performance, the car's nimble handling is limited in speed range, and this is not usually important in a car intended for public roads.

Additionally, the clamshell front wings develop lift. This is accentuated by the slight natural lift caused by rotating wheels. Consequently, Sevens have exhibited understeer at high speeds.

The rack and pinion steering provides a minimum of play and friction. The light weight assures light steering without power assistance, even with very large tyres.

The ratio is quick. Like racing cars of the time and the equally respected and more expensive Mercedes-Benz SL coupe, it had a multi-tube space frame with high sides to allow a stiffer frame longer lever arm.

However, the Series II and other road versions had simpler frames than the more race oriented Series I.

Super seven -

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