McLaren - ELVA M1C
Engine Mountings and exhausts supplied for Chevrolet, Ford or Oldsmobile units
Electrical System 12v Positive earth system, regulator, head lamps stop tail lamps, master switch, two Bendix fuel pumps
Transmission Hewland 4-speed LG with limited slip differential, pressure Lubricated, Hew land 5 – speed LG. ZF transmission o/extra
Clutch See appropriate engine specification
Chassis Large diameter tubular space frame with light alloy sheet, bonded and riveted to frame forming floor and bulkheads
Suspension: Front Independent unequal length, wide base wish- bones, incorporating anti-dive characteristics, cast magnesium uprights, adjustable camber, castor and wheel alignment, anti-roll bar, adjustable coil spring and damper units Rear: Independent trailing arms with top and bottom wishbones, cast magnesium uprights, adjustable camber and wheel alignment, anti-roll bar, adjustable coil spring and damper units
Brakes Girling disc, 12″ front, 11 j ” rear with B.R. callipers, twin master cylinders actuated via a restricted movement compensator with adjustment for bias, air ducting to brakes
Steering Rack and pinion, helical cut in magnesium housing
Wheels Cast magnesium, 15″ diameter front and rear, rim width 1r front 12″ rear
Tyres Front 550 x 15 rear 650 x 15 Dunlop or Goodyear
Cooling Cross flow forwarded mounted radiator, alloy header tank with bleed system, coolant passed to engine via top chassis tubes
Body Reinforced Polyester resin moulded body comprising of four sections, side sections housing synthetic rubber fuel tanks, built in ducting for brake, radiator and oil coolers, full width moulded seat with loose trim panels, moulded acrylic front screen and side screens
Fuel Two synthetic rubber tanks, 25 imp gallons each a total of 50 imp gallons
Chassis Very light and rigid chassis of monocoque construction using light alloy panels bonded and riveted to four steel bulkheads Suspension pick-up points taken from these steel bulkheads
Front Suspension Twin transfers, link and radius arm. Outboard spring damper units with cast magnesium front hub carriers
Rear Suspension Transfers, link and lower reverse wishbone twin radius arms. Outboard mounted core spring damper units with cast magnesium hub carriers
Engine Chassis designed to accept Cosworth Formula II or TwinCam engines. Suitable other mountings available for engines of suitable size and weight
Transmission Hewland FT standard and will accept Mk.5 and. HD types
Clutch See appropriate engine specification
Brakes 10.5″ disc front and rear with Girling AR calipers. Alternative. Lockhead calipers
Steering Mclaren-Elva helicoil cut rack and pinion in a cast magnesium housing
Wheels McLaren-Elva 13″ cast magnesium. 7″ front rim width 10″ rear rim width
Tyres 500 x 13 front, 625 x 13 rear
Cooling Combined oil and water radiator, Ford mounted, with delivery and return pipes fitted in external chassis. Channels for additional cooler and driver comfort
Electrics Standard 12 volt system
Body Monocoque chassis provides the main body structure with light-weight fiberglass nose and tail section. Moulded acrylic screen
Fuel Synthetic rubber tanks contained in monocoque side sections with an additional tank behind seating. Total capacity 25 imp gallons
MkVIII SPORTS RACING CAR
DESIGNED BY BRUCE McLAREN MOTOR RACING LTD BUILT BY ELVA CARS (1961) LTD
TECHNICAL SPECIFICATION - MAINTENANCE - SPARE PARTS
Mountings and exhausts supplied for Chevrolet, Ford or Oldsmobile units.
12v Positive earth system. Regulator, head lamps, stop tail lamps, master switch, two Bendix fuel pumps.
Hewland 4-speed LG with limited slip differential. Pressure lubricated. Hewland
5-speed LG or ZF transmission – optional extra.
See appropriate engine specification
Large diameter tubular space frame with light alloy sheet, bonded and riveted to frame forming floor and bulkheads.
Front: Independent. Unequal range. Wide base wishbones, incorporating anti-dive characteristics . Cast magnesium uprights. Adjustable camber , castor and wheel alignment. Anti-roll bar. Adjustable coil spring and damper units.
Rear : Independent. Trailing arms with top and bottom wishbones, Cast magnesium uprights, Adjustable camber and wheel alignment. Anti-roll bar . Adjustable coil spring and damper units.
Girling disc, 12″ front, 11.5″ rear with B. R. calipers. Twin master cylinders actuated via a restricted movement compensator with adjustment for bias. Air ducting to brakes.
Rack and pinion. Helical cut in magnesium housing.
WHEELS: Cast magnesium. 15″ diameter front and rear. Rim width 7.5″ front 12″ rear.
TYRES: Front 550 x 15: Rear 650 X 15: – DUNLOP or GOODYEAR
Cross flow forwarded mounted radiator . Alloy header tank with bleed system, coolant passed to engine via top chassis tubes.
Reinforced Polyester resin moulded body comprising of four sections . Side sections housing synthetic rubber fuel tanks . Built in ducting· for brake, radiator and oil coolers . Full width moulded seat with loose trim panels . Moulded acrylic front screen and side screens .
Two synthetic rubber fuel tanks . 25 Imperial gallons each making a total of 50 Imperial gallons.
Height to top of screen
Approximate weight less fuel(dependant upon engine)
Approx. weight distribution
Lubricate the suspension ball joints and wishbone bushes with molybdenum disulphide grease as required. Attention should be given to lubricating the top wishbone to front upright joint via the small hole in the top of the joint. The front hubs are packed with high melting point grease (Castrolease BNS) on assembly and should not require further attention unless there is evidence of grease spillage.
To adjust the front hubs, remove nut, seal ring, seal, inner race track and spacer together with shims. In crease or decrease the amount of shims as required and reassemble by reversing the procedure. It is advisable to renew the oil seal and the axle nut. Tighten the stub axle nut to 45 ft. lbs, for 0.5″ nut. Should the retaining nut be 5/8″ increase torque to 55 ft. lbs.
Lubricate the rack and pinion and track rod ball joints with molybdenum disulphide grease.
To adjust the front wheel alignment, slacken the lock nuts of the track rods and screw in or out as required, Retighten the lock nuts before taking readings with alignment gauge. Ensure that an adequate amount of threaded track rod remains in the sleeve.
Lubricate the suspension ball joints and wishbone bushes with molybdenum disulphide grease. The drive shaft splines and universal cups are packed with high melting point grease on assembly and should not require further attention unless there is evidence of grease having run out.
To adjust the hub shaft bearings, dismantle the outer drive shaft universal joint. remove the nut from the hub shaft, washer, universal yoke, oil seal and inner race. Slide out the spacers separating the inner and outer races together with shims. Increase or decrease the amount of shims to eliminate free play only from the hub assembly. Reassemble and tighten the hub shaft nut to 100 fl. lbs.
general instructions (CONT)
SPRING DAMPER UNITS
Front and rear Koni adjustable. To increase damping turn the adjustment knob in a clockwise direction. To adjust the ride height of the car, screw the lower spring abutments up or down as required.
Maintenance as per appropriate engine sheet.
Engine removal: the engine and transmission are taken out as a complete unit. Drain radiator.
Remove rear body section, header tank, the rear cockpit member and rear body sub frame.
Disconnect water hoses, oil pressure pipes, throttle cable, petrol supply pipe, starter, dynamo, coil leads, gear change linkage, exhaust system, drive shafts and clutch slave cylinder.
Fix sling around the engine and transmission and take the weight of the unit. Remove the transmission crossmember and engine mounting bolts.
The unit can now be lifted from the chassis.
Refitting is a reversal of the above procedure,
Hewland LG Capacity:
3 pints in gearbox
3 pints in diff. casing plus 1 pint if oil cooler fitted
U.K SHELL S 6909
USA SHELL SL 7923
Transmission removal. Support the weight of the engine. Remove the rear body sub frame and transmission cross member. Disconnect the exhaust pipe support, clutch slave cylinder, drive shafts, and gear change linkage. Finally, remove bolts around the bell-housing and draw off the transmission unit. Refitting is a reversal of the above procedure. It is only necessary to disconnect the gear change linkage in order to carry out ratio changes.
Use Girling hydraulic fluid (Amber exceeds specification SAE 70 Rl and SAE 70 R3). A minimum free play of 1/8″ must be maintained between the clutch slave cylinder rod and the release fork. It is important that the clutch stop restricts the fork from being thrown out further than is necessary to disengage the drive.
Use Girling hydraulic fluid (Amber exceeds specification SAE 70 Rl and SAE 70 R3). Brake distribution can be varied by slackening the bias bar lockouts, disconnecting the brake rod yoke from the threaded block and screwing the block along the bias rod, The right hand 7/8″ master cylinder operates the rear brakes. To change caliper pads: remove wheels and caliper pad retaining plates. Take out one pad at a time, push back the caliper piston, and insert the new pad before removing the other worn pad. When bleeding brakes, it is advisable to bleed a front and rear caliper at the same time in order to get a full stroke on the master cylinder.
Ensure that the accelerator pedal stop is kept adjusted to coincide with the open position of the carburetor butterflies.
Each side tank has an approx. capacity of 25 Imp. Galls. giving a total of approx. 50 Imp. Galls.
A bleed is fitted on the top right hand side of the radiator for initially filling the system. The header tank should not be more than half full when cold.
On leaving the factory, the suspension will have been set to the optimum as found during testing.
In order to avoid confusion, all of the settings are made with the car on:-
Front: 5. 50 x 15 Dunlop R7 tyres
Rear: 6.50 x 15 ” “
FRONT SUSPENSION SETTINGS
Castor: 5.5° – 6°
Wheel alignment: 3/32″ Toe in.
Dampers: 9 clicks back from the maximum
REAR SUSPENSION SETTINGS
Dampers: 9 clicks back from the maximum
Wheel alignment: 1/4″ Total Toe in (It is important to ensure that the Toe in is 1/8″ on each wheel
Before commencing any adjustment, the static laden ride height should be arrived at as follows:
Disconnect spring damper units, insert 3″ block under front facia bulkhead. Insert 3.5″ block under rear bulkhead.
To adjust the front wheel camber angle slacken the lock nut on the toplink, remove retaining bolt and adjust joint in or out as required.
Maintenance and general instructions (CONT)
NOTE: As the top link and radius arm form a triangle, any adjustment made in respect of the camber will affect the castor angle and vice versa. Castor and camber settings therefore should be carried out in conjunction with each other. A recheck of wheel alignment is necessary should adjustment to castor and camber angles have been made.
To adjust the rear wheel camber angle slacken the top ball joint lock nuts; turn the link clockwise or anti-clockwise as required. The adjustment of the rear wheel alignment is made by the shortening or lengthening of the trailing arms; since the same method is used for adjusting the rear wheel steer these adjustments should be carried out in conjunction with each other until the optimum setting is obtained.
NOTE: During this operation, the wheel base must be kept constant left to right; care should be taken to see that the rear hub castor angle is maintained within limits viz. 1° -2° trailing at the top.
After any adjustments the rear wheel alignment should be checked again at bump and droop. Should the alignment at bump change Torn the set at static, the trailing arm lengths should be varied accordingly. (Example: If, at bump, the rear wheel alignment is found to be 5/8″ Toe in, correction is arrived at by increasing the length of the top trailing arm). The primary consideration in this context is that the wheel alignment remains constant from Static to Bump.
NOTE: It is desirable that the toe in increase slightly as the wheel moves to the full droop position.
On completion of the above, reconnect the spring damper units and with the car laden with driver plus 20 gallons of fuel evenly distributed between both tanks, adjust the spring abutments until the ground clearance of the car is as follows:
3″ measured under the facia bulkhead
3½” measured under the rear bulkhead
In the event of the car being used with maximum fuel capacity, viz. 50 gallons,
the ride height will in all probability require further adjustment for ground clearance.
NOTE: A final check should be made to ensure that all lock nuts are tightened and that the threads of the ball joints remain within their safety limits.
Whilst tyre pressure remain a matter for individual drivers, 36 lbs. p. s. i. front and rear is recommended for initial testing.
McLAREN - ELVA FORMULA 1 - LIBRE - SPRINT AND HILL CLIMB CHASSIS
The wealth of experience gained by the McLaren-Elva unlimited sports cars’ successes last year, with lap times in advance of the 1965 Formula 1 class, gives the opportunity to present this NEW FORMULA chassis, incorporating any components from the sports car. With an engine bay acceptance from 6-litre to 3-litre, it is ideal for the increasingly popular Formula Libre, sprints and hill climbs, not excluding even Formula 1, subject to customer availability of 3-litre Formula engines. A Grand Prix rolling chassis for £3,000! Delivery available from March.
This is a rugged, large diameter tubular structure with bulkheads front: and rear taking main loads. An aluminium alloy undertray is bonded and riveted to the mainframe rails and an aluminium instrument panel doubles as a bulkhead in the cockpitarea. The water cooling system is an integral part of the chassis in the interest of weight saving and simplicity. Wheel base is 8ft for those interested in Indianapolis.
Armstrong Shock absorbers surrounded by coil springs provide suspension medium while the upright wishbones, radius rods etc are those developed for the McLaren-Elva sports car. Similarly the geometry is based on that of the sports car with ‘controlability’ in mind,
Front 13″, Rear 15″. Or 13″ all round.
Girling AR calipers and 10 7″/16″ dia. discs are used all round, and if Grand Prix racing is in mind or stopping from 180 m.p.h, discs with a half-inch section are available.
This is the customers’ choice, the engine bay accepting the 4½-litre Oldsmobile, Ford. Cobra, Ford Indianapolis, 3-litre R: pco Oldsmobile, 3-litre Maserati, and 2½ o·r 2. 7 Climax 4-cylinder, engines.
The rear bulkhead is designed to accept both the 5D525 ZF Gearbox and the Hewland LG, the latter being recommended because of the ease and speed of effecting interchangable ratios.
A car aimed at hill climbs or sprint racing without fuel, but otherwise-ready to run,with an Oldsmobile engine, would ,weigh 1,100 lbs, With an Oldsmobile 5-litre engine producing 400 b. h. p., power-weight ratio equals 810 b.h.p per ton!
Height to top of screen
Approx. weight (dry chassis less power unit)