1959 Lotus Fifteen

The Lotus Type 15 Sports-Racing Two-Seater were the replacement for the successful Lotus Eleven, the 1100-1500cc model which had established designer Colin Chapman's Lotus Engineering Company Ltd. as a major competitor of customer production competition cars. After around 150 examples of the Series 1 Type Elevens were produced, a Series 2 version was introduced in the spring of 1957. Production ended a year later, with around 270 Lotus Elevens completed. Their success was in their design and engineering. They had a lightweight yet rigid multi-tubular space-frame chassis designed by Chapman and given an aerodynamic body styled by De Havilland Aeroplane Company aerodynamicist Frank Costin. In 1958, the Type 15 was introduced as an uprated sports-racing car, wearing similar Costin bodywork, but strengthened to cope with the increased horsepower and torque of the Coventry Climax FPF 4-cylinder engines. Around 27 examples of the Lotus 15s were manufactured from 1958-59.

This Type 15 was assembled from factory-supplied parts by David Buxton who would later create Team Elite. The car was quickly purchased from him by future British Touring Car Champion Driver Roy Pierpoint, who had experience racing a 1958-built Lotus 15 and wanted to upgrade to a newer (3rd Series) chassis, such as this example. Pierpoint completed this car with a 2-liter 4-cylinder twin-camshaft Coventry Climax FPF engine and gave it a ZF 4S/12 gearbox. This gearbox was used as standard equipment by the Team Lotus entered works Type 15's but not commonly used on customer cars.

Pierpoint raced this Type 15 for two seasons. In the winter of 1961-62, it was sold to George Dixon as a rolling chassis, less engine. Mr. Dixon installed a Ford powerplant and raced it at club events and in British-series autocross races on grass and dirt tracks. Throughout the 1970s and 1980s, it passed through several owners who would continue to enhance its racing resume.

Austin gave the car a new chassis fabricated by a British specialist fabricated. The original frame was kept with the car. In 1999 it was purchased by Cedric Brierley and sold a year later to Don Law. It would soon trade hands again, and then pass through several more owners. In 2005, it was acquired by Steve Hilton who brought it to the US Vintage racing scene, after which it was acquired by the current vendor.

In 2010, this Sports Racer was offered for sale at the Exceptional Motorcars and Automobilia auction presented by Bonhams. The car had been estimated to sell for $400,000 - $440,000 but was unable to find a buyer willing to satisfy the reserve. It would leave the auction unsold.

By Daniel Vaughan | Oct 2010

The memorable Lotus Eleven is often thought to have been the inspiration for the Lotus 15 design. In some respects, this was the case. The Fifteen was a more modern version, with a front-engined layout and a very sleek design. However, the design was created by Williams & Pritchard, and not Frank Costin. So there were differences between the two, though at first glance they may seem to have been cut from the same mold. The Fifteen was only 24-inches high. The driver was just a few inches off the ground and sat very close to the rear tires. The wrap-around Plexiglass windscreen was the same height as the rear decking. The driver's were still encouraged to wear eye protection, as the windscreen did not adequately protect the driver's face, and they often looked over it, rather than through it.

The Fifteen did borrow technology from the Eleven, which was appropriate given the Eleven's racing success and proven capabilities. The Fifteen rested on a space-frame chassis built from 1.75-inch square and round tubing, using 18 and 20-gauge steel. The front suspension of the Eleven was incorporated into the Fifteen, using upper wishbones and coil springs with damper units. In the rear was a strut suspension setup.

The steering was a rack-and-pinon setup. There was a 19-gallon fuel tank which was more than adequate to complete many races without requiring a re-fill. The front 9.5-inch disc brakes were mounted outboard and the rear discs were inboard. The center-lock wire-spoked wheels measured 15-inches tall; the factory works cars were given special magnesium-alloy wheels. These special wheels were available to the customers, but for an additional price.

The Lotus 15 made its racing debut at Goodwood in 1958. The 1960cc Climax machine was piloted by Graham Hill who drove the car for most of the race before being forced to retire prematurely. A week later, the car was entered in the British Empire Trophy at Oulton Park where Cliff Allison was given an opportunity to try his luck with the newly created machine. The car did well, finishing First in Class in the 2000cc and About class. Hill had also been driving a Fifteen in this race. His day did not fare as well; he was again forced to retire due to mechanical difficulties.

Two Factory Team 15s were entered in the grueling 24 Hours of LeMans. The engines now sat at a 17-degree angle in the engine bay. The 2.0-liter car driven by Allison/Hill raced around the track for three laps and then was brought into the pits due to a failed cylinder head gasket. The other car, powered by a 1.5-liter engine, was driven by Jay Chamberlain and Pete Lovely. This car did not make the full 24-hours either; it was crashed while in the hands of Chamberlain.

Part-way through the 1958 season, Champan introduced the Series 2 version of the Fifteen. The Series 2 had its transaxle replaced with a BMC Series B four-speed gearbox and the engine was tilted at a 17-degree angle. This was a less-complex version of the Fifteen, and intended mainly for export, and for privateers. The cars had mild success on the racing circuit. One of the more notable efforts was the car owned by John Coombs and driven by Roy Salvadori. It finished second overall at the British Grand Prix and captured a victory at Gold Cup meeting at Oulton Park.

There were further improvements to the car for the 1959 season. In all respects, these were amazing machines, but there were mounting competition and teething problems to conquer before the car's true potential could be ascertained. The suspension was slightly revised which provided additional room for the installation of a larger radiator and oil cooler. A Fifteen driven by Allison during the 1958 season had encountered an unusual problem. The chassis had broken, locked up the steering, and nearly pushed through the front hood. To make sure this would not happen again, the chassis was strengthened for 1959. The front track's width was also reduced. These changes were enough to bring about the Series 3 name.

The Factory Works Series 3 cars had mild success. The Cooper Monaco cars were very strong competition and the Fifteen's found themselves outpaced on many occasions. Some success was had; Alan Stacey won 1500cc Sports Car Race at the British Empire Trophy at Oulton Park. Privateer Michael Taylor won the Grand Prix des Frontieres at Chimay in Belgium.

For the 1959 LeMans race, Chapman entered a 2495cc Fifteen driven by Graham Hill and Derek Jolly. The car ran well until gearbox problems began showing up. During the tenth hour with Jolly at the wheel, the car was over-revved and the engine failed. For the second year in a row, the Fifteen left the race without ever crossing the finish line.

By Daniel Vaughan | Jul 2007