But how to fit it? Colin Chapman’s ground-breaking Lotus 49 had already used the engine as a stressed member. Mann: “The Achilles’ heel of the F3L was that we did not bolt the engine onto the bulkhead a la Formula 1, and hang the rear suspension off the other end. We built the monocoque up around the side of the engine. It all got terribly crowded and it was a bastard to work on. It wouldn’t be a problem today because you’d have enough confidence to stress the extra weight.”
But it wasn’t just the access into the bay that was a problem — it was access to an engine full stop.
“The testing was almost non-existent because we didn’t have the bloody engines. I’d never done as little testing with a car.” Mann emits a measured ‘ha-ha-ha’ that suggests this state of affairs has only became ‘funny’ as time gradually distances him from the project. “To be fair to Keith Duckworth, he had his mind on Formula 1 and, in those days, he was never really interested in sports cars. But he got deeply embarrassed at the first race (the 1968 BOAC 500 at Brands Hatch) because we had to go to a long-distance race with just two engines, and that we had to scratch a car because we didn’t have a spare.”
Duckworth worked on the damaged engine himself, but in spite of this hands-on approach and the last-minute offer of a spare Lotus engine, Mann is still unsure whether Cosworth couldn’t, or wouldn’t supply him with engines.
He is sure, however, that Colin Chapman was deliberately unhelpful…
The car’s debut was to be fanfared by the presence of Lotus pairing Jimmy Clark and Graham Hill. Mann had flown over to Paris and asked the Scot, who had become ‘UK non-resident’ that year, if his schedule, and limited days allowed back home because of his new tax status, would allow him to race at the Kent circuit.
Gardner / Attwood car leads the pack at Nürburgring ’68
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“He could either make the first or second day of practice, and do the race. He’d let Graham do the testing. He was very happy with that arrangement. But I made a slight error,” reveals Mann. “I happened to be at a BARC dinner and I was seated next to Colin Chapman. I said thanks for lettng us run them (Clark and Hill) at Brands, and that it would be a great help. But in between that and the race, Graham rang me up and said, ‘I’ve just got a new Team Lotus schedule and they’ve added an extra F2 race (at Hockenheim) to it.’ He said, ‘I don’t think this is an accident, are you going to make any waves?
He didn’t. But was it sheer bloody-mindedness on Chapman’s part?
“Absolutely no question about it,” affirms Mann. “Graham was pissed-off because he’d done a fair bit of testing.”
Denny Hulme and Jochen Rindt were drafted in as replacements, but for the race Bruce McLaren and Mike Spence were paired together in the team’s sole survivor because of their greater mileage in the car. Indeed, according to Mann, the latter had done the most effective testing with the F3L.
In spite of niggling problems, McLaren had qualified in the middle of the front row, and he led the first 50 yards until he missed his shift into second. Fifth at the end of the opening lap, he took just 17 laps to by-pass the Porsches and annex the lead. Here was a potentially dynamic motor car. But the lack of testing showed and, following a slow pit stop/driver changeover, Spence parked up opposite the pits when a rubber doughnut broke up. The race was two hours old.
But the team’s disappointment faded into insignificance when news of Clark’s fatal shunt filtered through.
F3L put through its paces at Oulton Park by Richard Attwood in 1968
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“The chap who came up to me in the paddock to tell me that Jimmy had had an accident was Mike Spence,” recalls Mann. “And that was ironic, because a couple of weeks later I tried very, very hard to dissuade him from accepting an offer from Colin to take Jimmy’s drive at Indy.” Jackie Stewart had been short-listed for this, but he withdrew because of a fractured wrist sustained during a Formula 2 race at Jarama. “Mike had had some terrible accidents in Lotuses over the years with bits dropping off, and he was supposed to be driving for me at the Nürburgring. ‘This thing (the four-wheel drive Lotus 56 turbine Car) can win Indy, for Chrissakes,’ he said. So I said, ‘If you wanna do it, then do it.’ And I told him not to worry, and that I would get a replacement.”
The likeable Spence had just set the second-fastest time ever at The Brickyard (169.555mph) when he crashed heavily while driving Greg Weld’s STP-backed turbine Lotus. Expert eye-witnesses suggested that it may have been driver error. What ever, the luckless Spence was struck by the right-front wheel as it folded back, and he was never to regain consciousness.
Chris Irwin was Mann’s choice to replace Spence at the Nürburgring 1,000 Kilometres. He was an outstanding prospect, who weeks before had won the F2 Eifelrennen for Lola at the same circuit. and Hayes rated his progress in the Ford around the 14-mile Nordschleife as “awesome”. But on Saturday afternoon, on a track that was damp in places, he crashed at the Flugplatz, a fifth-gear left over crest. He suffered severe head injuries and was rushed to Bonn Hospital, where he was operated on, and remained unconscious for almost a week.