Silverstone the car was retured to the works for repair, Hugh Haskell, a project engineer at Lotus, convinced the
owners to allow him to incorporate some modifications. One of the first works special Lotus Sevens, the boys in the
shop called it a "Seven-and-a-half," a designation which the press quickly picked up. Others, seeing that the car
used the suspension from the Lotus 20 FJr., called it the 7/20. The car never got an offical designation.
frame to resemble more the
Lotus Eleven, The front
suspension was by double
wishbone, but the anti-roll bar
picked up the lower member.
Disc brakes were fitted, using
Girling leading edge, lightweight,
AR calipers. The steering was
Elite rack-and-pinion placed
back of the wheel center line with
negative Ackerman geometry.
Lotus 22 at 51/2" wide. The rear suspension was fully independent and used a Lotus Eleven alloy diff case with
inboard disc brakes. Girling AR calipers were used here as well, and like the Eleven were mounted in the leading
edge position. Fixed length half-shafts and a lower wishbone provided lateral location for the Lotus 20 hub carriers.
Extremely long parallel arms fixed longitudinal movement and extended to forward mounts on the outside of the body
to a point of the vetical member under the dash hoop. Cycle fenders were used up front, but the rears were flat
sections with a reverse flare to allow suspension travel.
The engine was a dry sumped Cosworth 105E with twin Webers. At 997 cc's it made 87 hp at 7200 rpm. The engine
was placed farther back than usual, apparently to negate some of the understeer, and angled so that the Webers fit
inside the bonnet without the need for a scoop. Close ratio gears were fitted to the Sprite transmission.
In 1962 the car captured best time of day at the Allard Owners Club speed trials and also scored at the BARC
Goodwood sprints that year, and the 7/20 could usually be expected to take the best time or a class win wherever
and whenever it raced-apparently never finishing lower than fourth in its entire career. The 71/2 was driven regularly
in 1963 and achieved wins on just about all of the English club circuits. In 1964 the car took a second in the
1000-cc class at the BRSCC meeting at Snetterton. Four S2 Sevens were were built in the mold of the 7/20 for their
owners.
The original 7/20 ended up in California and was restored. At this time the chassis was in perfect condition, requiring
only stripping and paint showing the wisdom of Haskell's efforts to strengthen the chassis.
was intended for the Clubman Formula and a short production run was planned. First shown at the London Racing
Car Show, the car never made it to production due to a change in direction at Lotus.
Based on the Seven S2, the chassis was strengthened by more triangulation, although not quite to the extent of the
7/20. It had full IRS using a design similar to the Elan's lower control arms and the Lotus 21's top link. Coil overs
provided springing and damping.
wishbones and a separate anti-roll
bar. The steering rack was located
behind the wheel center line as on the
7/20, and the wheels were also
13-inch Lotus mags. The rear fenders
were widened Series 2 fiberglass parts
and the fronts were alloy cycle-type.
The was a dry sump 116E Cosworth
Ford engine was rated at 125hp.
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