Car & Classic Dealer

1966 Ford Lotus Cortina MkI = Type 28 Correct + Solid $98.k For Sale

(( Also coming soon and on request a LhD roller project white LhD needs full restro located in the usa desert $obo... ))

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LhD

Located in the USA.

- Nearly 30 Years of Previous Ownership & California Residency

1966 Ford Lotus Cortina MkI
“Lotus Type 28”

$98, 500.. usd dollars.


Desirable Late Mk1
Nearly 30 Years of Previous Ownership & California Residency
Recognized by the Mk1 Cortina Owner's Club
Complete with Owner's Manuals, Publications and Documentation from the Last 30 Years
Excellent Performance & Period Presentation
Ideal Driver's Cortina with Recent Tune-Up
Recent Service and Detailing Performed


- Jim Clark, Graham Hill, Jackie Stewart, Vic Elford, Jack Sears, Sir John Whitmore & Jacky Ickx all raced Cortinas!
The two-door Ford Cortina GT had already been proven in rallies and circuit racing when Ford executive Walter Hayes approached Colin Chapman to produce a world-beating racing saloon. The plan called for Lotus to assemble 1000 cars to homologate the model for FIA Group 2 racing.

- Cosworth Engineering helped develop and fine-tune the engines, while a Ford 4-speed gearbox as specified for the Lotus Elan was adopted for the Cortina program. The suspension was revised, and the body shell was lightened with aluminum skins in the doors, hood and trunk lid.

- Aluminum was also adopted for several other mechanical components. Jim Clark, Graham Hill, Jackie Stewart, Vic Elford, Jack Sears, Sir John Whitmore, and Jacky Ickx all raced Cortinas.

- By the end of production late in 1966 it is believed that just 2894 Lotus Cortinas had been built, virtually all finished in Ermine White with Sherwood Green body band and flash.

- Acquired in the late 1980's by an eclectic San Francisco based automotive collector and enthusiast, remained under his care for nearly three decades, until the collection was dissolved in 2017. A dossier of accompanying paperwork records work performed to the Cortina over the last three decades.

- While all systems have been addressed at one point or another, the car has never seen a full out restoration, but rather regular upkeep and maintenance as needed, therefore it retains an authentic patina and presentation.


- The exterior displays the correct livery with original etched side and rear glass, much of the trim is believed to be original with complimenting period style 13 inch Minilite wheels.

- Opening a door one finds a nicely preserved interior displaying an attractive patina with correct wood rimmed steering wheel, English Ford Line seatbelts and radio, star embossed headliner and many other authentic details.

-Much is the same for the engine bay with correct clamps, hoses and finishes.

- A recent general tune-up and service was performed on the Cortina to ensure continued spirited driving for its next caretaker.

- After a well performance test drive compression results are an impressive 200psi on each cylinder.

- The Cortina's drivability is nothing short of excellent, very tight with plenty of power – an absolute blast!

- In addition to 30 years of paperwork, this exceptionally solid Cortina is accompanied by an original steel spare wheel, multiple User and Owner's Manuals, keys and accessories.

- Here is a fantastic driver's Cortina and highly desired Lotus Type 28 amongst many automotive collectors worldwide. * Note: Titled as a 1967 year model.



.........

Specs and History

- details above

Lotus Cortina is the commonly used term for the Ford Cortina Lotus, a high-performance sports saloon, which was produced in the United Kingdom from 1963 to 1970 by Ford in collaboration with Lotus Cars. The original version, which was based on the Ford Cortina Mark 1,[1] was promoted by Ford as the "Consul Cortina developed by Lotus",[2] with "Consul" later being dropped from the name.[3] The Mark 2 was based on the Ford Cortina Mark 2 [4] and was marketed by Ford as the "Cortina Lotus".[5]

There were 3, 306 Mark I and 4, 093 Mark 2 Lotus Cortinas produced.[6]


Contents [hide]
1 Mk1
2 Mk2
3 Racing
4 Rallying
5 References
6 External links


Mk1[edit]


Ford Consul Cortina developed by Lotus
Ford Cortina developed by Lotus

1963 Lotus Mk I Cortina. jpg
1963 Ford Consul Cortina developed by Lotus


Overview


Manufacturer
Ford

Production
1963–1966

Body and chassis


Class
Performance car

Body style
2-door saloon

Related
Ford Cortina Mark I

Powertrain


Engine
1557 cc straight-4
Twin ohc

Dimensions


Wheelbase
98 in (2, 489 mm)

Length
168 in (4, 267 mm)

Width
63 in (1, 600 mm)

Height
54 in (1, 372 mm)

Chronology


Successor
Lotus Carlton





Ford Lotus Cortina Mk 1
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1, 340cc bottom end, but in 1962 Ford released the 116E five bearing 1, 499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine. The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit (82. 55 mm bore to give 1, 557 cc). This was in order to get the car closer to the 1. 6 litre capacity class in motorsport.

Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1, 000 Ford saloons for Group 2 homologation. Chapman quickly accepted, although it must have been very busy in the Cheshunt plant, with the Elan about to be launched. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1, 557 cc (105 bhp (78 kW; 106 PS)) engine, together with the same close-ratio gearbox as the Elan. The rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.

Interior modifications were limited to a centre console designed to accommodate the new gear lever position, different seats and the later style dashboard, featuring tachometer, speedometer, oil pressure, water temperature and fuel level gauges. A wood-rimmed steering wheel was fitted.

The suspension changes to the car were quite extensive; the car received shorter struts up front, forged track control arms and 5. 5J by 13 steel wheel rims. The rear was even more radical with vertical coil spring/ dampers replacing the leaf springs and two trailing arms with a A- bracket (which connected to the differential housing and brackets near the trailing arm pivots) sorting out axle location. To support this set-up, further braces were put behind the rear seat and from the rear wheelarch down to chassis in the boot. The stiffening braces meant that the spare wheel had to be moved from the standard Cortina's wheel well and was bolted to the left side of the boot floor. The battery was also relocated to the boot, behind the right wheelarch. Both of these changes made big improvements to overall weight distribution. Another improvement the Cortina Lotus gained was the new braking system (9. 5 in (240 mm) front discs) which were built by brake specialist Girling. This system also was fitted to Cortina GTs but without a servo, which was fitted in the Cortina Lotus engine bay.

Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities. The Cortina Lotus used a 8. 0 in (200 mm) diaphragm-spring clutch, whereas Ford fitted coil-spring clutches to the rest of the range. The remainder of the gearbox was identical to the Lotus Elan. This led to a few problems because although the ultra-close gear ratios were perfect for the race track or open road, the clutch was given a hard time in traffic. The ratios were later changed.

The early cars were very popular and earned some rave reviews; one magazine described the car as a tin-top version of a Lotus 7. It was 'THE car' for many enthusiasts who before had to settle for a Cortina GT or a Mini-Cooper and it also amazed a lot of the public who were used to overweight 'sports cars' like the Austin-Healey 3000. The launch was not perfect however, the car was too specialist for some Ford dealerships who did not understand the car; there are a few stories of incorrect parts being fitted at services. There were a few teething problems reported by the first batch of owners, (most of these problems show how quickly the car was developed) some of the engines were down on power, the gear ratios were too close and the worst problem was the differential housing coming away from the casing. This problem was mainly caused by the high loads put on the axle because of the A bracket it was an integral part of the rear suspension. This was made even worse by the fact any oil lost from the axle worked its way on to the bushes of the A bracket. There were 4 main updates made to the Mk1 Lotus during its production to solve some of these problems. The first change was a swap to a two-piece prop shaft and the lighter alloy transmission casing were changed for standard Ford items; this also included swapping the ultra close ratio gears for Cortina GT gear ratios, the main difference was 1st, 2nd and reverse were much higher ratios. from 1964, standard panels were used rather than the light alloy ones. Alloy items and ultra-close ratios coulds be specified when buying new cars.

The 2nd main change came in late 1964 when the entire Cortina range had a facelift which included a full width front grille and aeroflow outlets in the rear quarters because the Cortina Lotus also gained Ford's new ventilation system which also included an update to the interior. The third and probably most important change came in mid-1965, when the Lotus rear suspension was changed for the leaf springs and radius arms of the Cortina GT. This replaced all the stiffening tubing as well. The last update also came in 1965 when the rear drums were swapped for self-adjusting items and also the famous 2000E gearbox ratios were used. These lowered 1st and reverse about halfway between the Cortina GT ratios and the ultra close-ratio box. All these changes made the cars less specialised but far more reliable and all the special parts were still available for competition as well as to members of the public.

The Cortina Lotus had by this time earned an impressive competition reputation. It was also being made in left hand drive when production finished around late 1966 and the Mk2 took over.




- Email for complete details....

** SHOWN BY APPOINTMENT ONLY **

Inspections welcome... please email us for more pics.


Please mention the vehicle you are inquiring about so we can respond promptly.

= Inspections are encouraged before any purchase, of any vehicle, anywhere... cmc..


Can be exported at your cost or about $1, 500 dollars to the UK port in 4 weeks... nbsc-bry


- Serious collectors please... more pics coming and on request... toy.


Thanks for looking


......

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