Superb Tony Matthews cutaway drawing of ‘HU18’ in 1973 spec…
The first instalment of Peters’ restoration of the Lola was its history, acquisition of the car and its journey from Portland, Oregon to Melbourne, Australia…
Once unloaded, there was no doubt, not that there ever was, that the chassis was completely hors’d combat, so the big initial question was who to get to repair it. This months account is essentially the first 8 months of work…
HU18 tub as it arrived in Melbourne. Note delicate placement of Hewland bellhousing, general state of tub, RH front aluminium melted by workshop fire and ‘fried’ state of steering rack. Original Lola wheels crack-tested ok, ‘wets’ use perhaps.
Monocoque…
‘Unpicking’ the old tub at Borlands. Fire damage clear, side pontoons in front
‘My choices were the Kiwi’s, Mark Bahner (in the US) or a local. Price-wise their was little difference between the US and NZ once exchange rates were taken into account but I wanted to be involved in the actual build itself. I was never going to be happy just sending $ overseas, then there are airfare costs to keep an eye on things so I settled on Mike Borland of Borland Engineering. He had done tubs from scratch for 2 mates and some great work over 10 years on a range of other cars and he was happy for me to be involved. His workshops in Mordialloc are a helluva lot closer to home than the West Coast of the US!’
Borland Racing Developments are a renowned local builder of Spectrum Formula Fords, and a whole lot more, rather than go off on that tangent here is a link to their website…
http://www.borlandracing.com/
Measuring assembly of chassis
‘Decisions needed to be made regarding its construction, the original alloy sheet was 1.3mm, no wonder they were called the ‘flexi-flyer’! We decided on 1.6mm, marginally heavier, but they are my legs!’
‘The task was a big one though, the RT4’s I have rebuilt have been relatively simple. In essence the tub is laid on the floor, templated, holes punched and popped into a folder. The Lola was far more complex, we ‘unpicked’ the tub, what a mess. We were never likely to be able to salvage much of the ‘tinware’. There was a huge amount of work to duplicate the inner support panels. Everything is handmade. There are metal bits inside the tub, which are beaten, riveted works of art. Internal brackets are then solid riveted to external panels’.
Fabrications, old & new
‘We borrowed the wrecked tub of ‘HU1’ off Darcy (Darcy Russell owns the ex-Stewart T330 HU1, and had Chas Talbot build a new tub for it having destroyed the old one in an Eastern Creek accident some years ago) to help with key measurements and reference points. We kept the front and rear roll hoops of HU18 but the rest was rooted. All internal bulkheads had to be remade, new front suspension ‘top-hats’, gearshift linkages etc.’.
The process commenced before Christmas 2013 and took around 8 months.
Steering mount/roll hoop. Front master cylinder bulkhead in front
Continuing assembly, constantly measuring and checking images as reference, steering mount/roll hoop original.
Carefully squaring the chassis up pre-drilling rivet holes
Front of new monocoque
Chassis workmanship apparent, front bulkhead in situ. Centre section cross beam also in place. Steering mount/roll hoop on the floor behind.
The rear attachment point for the lower front wishbone is weak in a frontal impact, this in period ‘Lola Limp’ brace connects the two pickup points and minimises the risk of part of the A arm /wishbone piercing ones leg…
Dummy fit of steering mount/roll hoop, roll bar, suspension top mounts, nose-cone support. Roll-over bar leg just visible in far left middle of shot.
‘Harmon’ 60 litre fuel cell sourced in the US. Front & rear rollover fabrications original.
Suspension…
‘The suspension was all pretty good. All the wishbones are made of T45 steel, we oxide blasted, then crack tested using magnaflux the lot, Paul Faulkner helping us out. The cross beam which mounts the lower ‘A arm’ or wishbone was remade, as was the anti ‘Lola-Limp’ cross beam, refer to the photo above.
‘Finally we nickel plated the lot, all new spherical bearings used throughout of course’
‘The uprights both front and rear were also all good. Oxide-blasted, crack-tested, then re-diechromated. This blackens everything and gives a nice finish, but also protects the magnesium to which we apply WD40 regularly to keep it (the magnesium castings) moist.’
Hewland DG300…
Hewland had been reputedly rebuilt 30 years before and then unused…as was the case
‘As I had been told, it had been rebuilt years before but it was all good. No surprises. We still had to pull it apart to diechromate it but that was just time not bulk $.’
Shot of dismantled DG300 courtesy of Motorsport Solutions NZ
Fuel Cell…
‘People who have never taken on one of these projects before would be stunned on how much stuffing around there is just on the relatively small things.The Marston fuel cell was useless of course. One of the poor bits of the original design is that whilst the cells hold 100 litres of fuel, the last 20 litres in each isn’t picked up. Our historic races are short so in the end we sourced a cell from ‘Harmon’ in the US , 1 60 litre cell on the left handside only.’
Steering Rack…
‘The steering rack was a complete pain in the arse, i couldn’t find one anywhere in the world. Its Lolas own rack, in the end it turned out Jay Bondini, a mate in Melbourne had one. It was bent but I was able to create one good rack using Jays bent one, the centre section in all Lola’s racks are common, they then have different ‘ends’ to suit the particular application…and the centre on my ‘fried’ one was ok’
Radiators and Additional Ducts…
‘The radiators were an interesting exercise as I think we may have worked out the reason the car was fitted with the odd additional ducting to keep the thing cool. My bloke is a racer himself, ‘Aussie Desert Cooler’s in Thomastown. When Norm looked at them he found there were no dividers in the radiators so that the coolant goes across the core, and down and back the other side. The coolant was going straight down and not through the core and therefore not working effectively. No other 330 seems to have had a cooling problem so i think we have idntified what they did not in 1973-4’
This shot is of Lella at Brands at the 1974 ‘Race of Champions’ in which she finished fourth. This close-up shot shows the additional aluminium panel (the mirrors are mounted to it) made to inprove airflow into the radiators, which 40 years later trnaspired to be radiators which were not properly made…(Unattributed)
Wheels…
‘I got a swag of wheels, original Lolas’ which all crack-tested ok and may be alright for wets. I looked at the available alternatives , in the end Noel Robson and I had some centres cast and machined and then had Whitehorse Industries ‘spin’ the outers at their Lilydale facility’.
Addendum…
‘Lola Heritage’ shot of assembly of the T332, late 1973 or 1974, Huntingdon factory.
‘Lola Heritage’ shot, again assembly of T332
Lola Heritage…
http://www.lolaheritage.co.uk/
Episode 3 in late August…
The chassis is completed, assembly of the car begins, and the engine, ‘Old Midnight’ comes in for some attention.
Photo Credits…
Lola Heritage, Tony Matthews cutaway drawing, Peter Brennan
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