Winter

I have only one left for sale.

I had 17 of these kits but there are only six left. Once they are gone, that's it. I won't be having any more made.

After nearly 50 years on involvement, I am gradually withdrawing from Lotus-related repairs. I have a small number of refurbishment kits for the intermediate and selector-shaft ujs in types 365 and 352 gearbox cars. These kits are £50 each or £90 for two. I also have a few grease-nippled rose joints for the intermediate fastening that bolts to the bellhousing plus spare yokes and right- and left-handed threaded spigots for the linkage tubes. Once gone, they are gone! Restore precision to the gear-linkage system for a fraction of the cost of the tube assemblies.

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I see I am not the only one who earthed the two leads under the plenum rather than on the bell housing.

Excellent as ever Mike, thank you. When I had the heads on my V8 ported and the valve seats CNC radiussed by Simon Armstrong at Ultimate Performance, I dutifully lapped in all 32 valves. It took about three hours. When I proudly told Simon what I had done he asked, "What did you do that for? The machining is to such fine tolerances that you can put the valves back without lapping."

Characteristically good work from Mike.

I did the rebuild just prior to steve930 becoming the new owner. As I recall, mains and big-end bearings had the crank journals 7 and 8. This is not uncommon. However, it was the bearings not the journals that had slightly worn, but sufficient to create a bottom end rumble, so the crank needed only a polish. Then came the while-I'm-at-it. There had been coolant leak, only slight but a leak nevertheless. The engine had several leak tests but liner failure was not identified. I strippped the block, removed the liners and resealed with Hylomar. The liners had no detectable wear. Prior to that, Simon Armstrong at Ultimate Performance CNC machined the ports and in particular, throats of the cylinder heads. Work of art. I wasn't sure whether to mount the heads in my living room as sculpture installations, or put them back in the engine . . . Valves, seats and guides were surprisingly and remarkably good. I used new valve springs. Pistons were good and needed only new rings. Getting the rear crank oil seal to hold oil was problematic but eventually, it did its job. Fitting to do so is exacting. Removal, rebuilding and refitting are big jobs. Very big. Especially for two state pensioners. Throughout the rebuild, Mike Sekinger gave me invaluable help. He was superb in his expertise, generosity and willingness to provide technical support.

Noo Tim Marra, ooz thee dyurn? Arz Cumbrian an or. Ar wuz born in Penrith, lived in Carlisle, Maryport an Wigton. Me mam and dad went on frae Wigton to Silloth then Thurzbee. Me great aunt Ginnie lived in Whiteheven. Bahree eh.

John's right about the exhaust. And the nice-looking black one that went at auction might not be quite what its seems. ?Originally Roman Purple. There were only 100 numbered JPS Europas produced. Not many of us still have one . . .

1972 JPS number 63 (of the 100) at speed (image courtesy John Watkins) in a Lotus Drivers' Club sprint at Wellesbourne circa 1983. The side traficator is clear to see. Anorakers might spot the black windscreen surround. The windscreen was removed to seal a leak. For several years the chrome-effect trim was not available, only a matt-black alternative. It is now and subsequently, the trim was corrected accordingly.

Horses for courses indeed. Arguably the best Europa though is the John Player Special. Black body with gold lines and oatmeal interior. And one of the numbered 100 that Lotus built in 1972/73 to commemorate both their 1972 F1 Constructors' title and 50th Grand Prix win is a particularly notable model.

Welding shouldn't be an issue.

One of the JPS-livery Lotus Europa Specials. Oatmeal interior, 5-speed gearbox and electric radio aerial. Fabulous car then, and now. Attached is an image of Colin Gain "working" on my car. The photograph was taken in 1986 or thereabouts as a publicity shot for Norvic Racing Engines. In the 1960s, Colin worked at Lotus and was central to the adaptation of the Renault 16 type 365 gearbox for use in the Europa. Similarly, he was centrally involved in the introduction of the type 352 and 365 5-speed box for use in the twin cam and Special respectively. All had to be converted so as to have several forward rather than reverse speeds; in the Renault 16, the gearbox pointed forwards. The 352 and 365 boxes required different gear-change systems and he was involved in the design of those as well.

Don't worry. Over the next forty or so years, you'll assemble a useful collection to deal with the tasks that arise. And occasionally, you'll use the same tool again :-).