1962 Elva MK VI

The early Elva racecars were more crude, utilitarian, and conventional than they were sophisticated, complex, and cutting edge. This is understandable considering company founder Frank Nichols's background was as a mechanic and garage owner rather than a racer (although he did have some racing experience). One of Frank's mechanical engineers was 'Mac' Witts, who had created an 'inlet over exhaust' conversion for the Ford 100E engine. Since Frank was a talented businessman, he recognized an opportunity to promote the 'inlet over exhaust' conversion and had it installed in his custom-made CSM racecar. His business sense told him there was a market and demand for sports racing cars, and soon the 'ELVA' was born. The name 'ELVA', for 'ell va', means 'she goes.' Frank chose to use the name after a friend watching the CSM perform commented: 'Elle va!' in French.

The early Elva's of the mid-1950s provided the necessary cash flow and the learning experience to establish a business and to prove there was a market for a low-priced alternative race car. More sophisticated Formula Juniors and sports cars followed. In 1958, Elva introduced a road-going car called the Courier.

Chuck Dietrich was the United States distributor for Elva, helping them expand the business to a wider audience. Despite the company's success and popularity, the Elva Company experienced financial problems during the late 1950s and early 1960s. The failure and bankruptcy of the U.S. distributor forced Elva to reorganize the business. The Trojan company was tasked with the construction of the road-going Courier while Nichols concentrated on building race cars.

One of the first products to emerge from the newly re-organized Elva company was the MK VI rear-engined sports car, the first of the modern ultra-low 'lay down' sports racers. It had a similar chassis layout to the Elva Type 300 Formula Junior, with a steel spaceframe chassis, a 1,100cc Coventry Climax engine (most examples were fitted with this engine), and a design by Keith Marsden. The aluminum floor acted as a stressed member, further strengthening the spaceframe chassis. It had a fully independent suspension setup with drum brakes and 15-inch wheels on all four corners. It wore a lightweight fiberglass body that was slippery and had a very low overall height, with split air intakes in the front.

The Elva MK VI made its competition debut at Brands Hatch on Boxing Day, 1961, driven by Chris Ashmore, finishing second behind Graham Hill in a Ferrari 250 TRI/61. Total production of the Elva MK VI reached approximately 28 examples with most being sent to the United States where new importer Carl Haas was responsible for distribution. These 1.1-liter sports racers were popular in the 'CM' and G-Modified class and often the favored competitor, but this eventually changed when Lotus introduced the Type 23 which had a more powerful Ford-based engine.

The Elva MK VI continued the company's reputation for easy maintenance, competitiveness, and reliability. Many American racers such as Mark Donahue got their competitive start in Elva cars. In 1963, an Elva MK VII (with a Porsche engine) finished 1st at the Road America 500, beating Cobras, Ferraris, and other large-bore automobiles. Elva would later build racing chassis for Porsche and the early McLaren V8 cars, including for the CanAm racing series.

Production of the Mark VI began in December of 1961 and lasted until October 1962. They provided healthy competition for the front-engined Lotus XI's, Lola Mark I's, and other 1100cc cars. It enjoyed considerable success throughout the 1962 season, before being replaced by its successor, the Elva Mark VII.

Elva VI hit the silver screen when Elvis and Ann Margaret drove the car in the 1960s musical Viva Las Vegas

by Dan Vaughan

Roadster
Chassis number: 60/14

This 1962 Elva MKVI was the first of the ultra-low 'lay down' sports racers. This is chassis number 60/14 and is an original unmodified or molested example.

Of the twenty-eight MK6s made, 60/14 is a unique 'time capsule car.' The car was never modified, updated, or crashed. 60/14 was purchased by Mr. O'Brien in England on September 4th of 1962 and reportedly raced as a 'factory team car.' Although, this is doubtful as there was no 'Elva Factory Team'.

Harry Braswell, of Memphis, acquired the MK VI and a Lotus 23 on a trip to England. He raced the MK VI little and sold it to Dr. Louis Prieto in 1963. Louis drove the car sparingly that year and, in the fall, sold his import car dealership, Small Car Motors, to Phillip Herold, with the Elva as part of the deal.

Morris Caudle bought the car in the spring of 1964 and he and Mr. Harold raced it in eight events in 1964 and 1965. Its best finish was a third in G-Modified (in a field of twenty-one cars) at Mid-America, near St. Louis, Missouri. The car was then stored until 1980 when it was purchased and sympathetically restored by Rudy Rudolph.

60/14 is presented as it was raced in 1962, including its Elva yellow paint. Only safety equipment and a modern starter have been added.

The car was then stored until it was purchased in 1980 by Rudy Rudolph, who lived near Sacramento, CA. He restored the car and raced it in historic events on the west coast beginning in '82. Rudy sold the car

in 1995 to Hank Giffin, who raced it in 8 historic events on the East Coast.

Ken Palmer, the current owner, acquired the car in the fall of 2002, refurbished it, and began racing it in the spring of 2003. 60/14 is presented as it was raced in 1962. It left the factory 'Elva Yellow,' and other than safety modifications, only a modern starter has been substituted for the Lucas original.

Elva History

Elva, like Lotus, Lola, Cooper, and other British companies, started building cars in a garage. Frank Nichols, taken with the notion of building race cars built the first ELVA, the Mk I, in a garage in Bexhill, Sussex, England in 1955. Searching for a name for the car(s), he settled on Elva, a corruption of the French 'elle va' meaning 'she goes.'

With a succession of successful front-engined sports racers (Mk I through the Mk V) and the development of the Courier sports car, by 1960 ELVA was a significant player in the world of British race and sports car constructors.

With a reputation for reliability, easy maintenance, and competitiveness, ELVAS was very popular among American sports car racers. An ELVA Mk IV finished first in class at Sebring in 1959, and many American racers such as Mark Donahue got their competitive start in ELVA cars.

The 60s saw the down of the rear-engine revolution in race car design, and ELVA was on the starting line with their rear-engined formula junior and companion Mk VI sports racer. Courier sales boomed, and in 1963 on

ELVA Mk VII (Porsche engined) finished 1st at the Road America 500, leaving the Cobras, Ferraris, and everything else in its wake.

Alas, it was not to last. The American importer went belly-up owing ELVA more than they could absorb. Since the American Market had always been the backbone of ELVA's business, bankruptcy followed.

Elva built racing chassis for Porsche and the early McLaren V8 cars. Early Mclaren's were titled ELVA Mclaren and thus ELVA's genes survived through the ground-pounding CanAm era.

Mark VI Production

There were 28 Mark VI's built. Production began in December 1961, with the last car being completed in October 1962.

Most were powered by the Coventry Climax FWA 1100cc engines, although a few had Ford push-rods and a handful of other engines. Drum brakes were 'standard' and nearly all cars left the factory with them.

The Elva Mark VI was the first of the modern ultra-low 'lay down' sports racers. It made its debut at the Brands Hatch Boxing Day race in England, in December of 1961. where it promptly attached itself to Graham Hill's leading 3-liter Ferrari and was the hit of the race.

The Mark VI was embraced by US club racers in the 1100cc (G Modified class) as a competitor to the traditional front-engined Lotus XI's, Lola Mark I's, and other 1100cc cars. It enjoyed considerable success throughout the 1962 season but was soon eclipsed by the Lotus 23 and its successor Elva Mark VII.

Elva VI hit the silver screen when Elvis and Ann Margaret drove the car in the 1960s musical Viva Las Vegas. Hollywood needed a 'swoopy' race car and the Mark VI fit the bill. That car was owned by Dan Blocker of 'Bonanaza' fame and had been converted to 4-cylinder Maserati power.

Roadster
Chassis number: 60/028

The MK VI was Elva's first mid-engined sports racer and proved quite competitive against rivals despite substantial engine size differences. Chassis 60-28 was the last MK VI produced and finished 7th in its class at the Road America 500 Miles on August 9th, 1963.

It is powered by a Coventry Climax FWA engine with 100 horsepower and a redline of 7,000 RPM. It displaces 1100cc and is backed by a Hewland 4-speed transmission.

In the year 1955, Frank G. Nichols founded the Elva sports car manufacturing company. Based in Hastings, United Kingdom, the name Elva comes from the French phrase 'ella va' which means 'she goes'. Unfortunately, financial problems that were caused by the failure of the U.S. distributor the Elva Company was sold to Trojan in 1961. Production was relocated to Rye, Sussex, and again in 1966 to the main Trojan factory in Croydon. In 1965 Ken Sheppard from Customized Sports Cars of Shenley, Hertfordshire purchased Elva from Trojan, but production ended in 1968.

In 1954, Frank Nichols built his first sports racers. They were designed by Mick Chapman and created specifically for competition. Upon completion, they were taken to the track and competed with similar small displacement Lotus sports races from Colin Chapman. With the car showing tremendous promise, Nicholes decided to emulate its design with the first few Elva live rear axle sports racers.

MK II featured a de Dion rear axle. The MK IV had a fully independent suspension and was the first Elva with a tubular space frame.

The ultimate front-engined, drum-brake Elva sports racer was the small displacement sports racer MK V. Only thirteen examples were produced. Power was from the Coventry-Climax FWB single overhead camshaft engine, and they were competitive (perhaps better) than Chapman's Lotus 11 in England, Europe, and the United States.

Twenty-eight Elva MKVI models were produced with production beginning in December of 1961 and lasting until October 1962. Most were powered by the Coventry Climax FWA 1100cc engine, although a few were given Ford push-rod power and other engines. Drum brakes were standard as their low weight and small displacement engines did not necessitate a need for discs.

The MK VI was the first of the modern ultra-low 'lay down' sports racers. They made their debut at the Brands Hatch Boxing day race in England in December of 1961. They were popular in the US as a club racer in the G-Modified class. They enjoyed much success through the 1962 season but were soon eclipsed by the Lotus 23 and its successor, the Elva MK VII.

There were a total of around 69-72 examples of the MKVII produced between 1963 through 1965. Engine options varied, some were fitted with Lotus/Ford 1600cc, Ford Cosworth 1100cc, (Porsche, Climax, Lotus Twin Cam, and BMW), and various other units.

The last Elva Sports Racers were the Mark VIII. They were based on the highly successful MK VII and VIIS, and fitted with the most state-of-the-art technology of the era. They were sold without engines and never officially used as factory competition cars; they were raced with much success by privateers, such as Carl Haas. The MKVIII had rocker arm front suspension, a rigid chassis design, an aerodynamic body, and a number of other innovations making them formidable competition against the Lotus 23s and other '2-liter and Under' competitors.

by Dan Vaughan