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), apres il faut quand meme qq upgrades dessus.;
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n°6190
C'est une EJS Climax de 1956.
Ces trois lettres correspondent aux initiales du créateur de cette barquette de compétition, Edwin Joseph Snusher.
Ingénieur et passionné d'automobile, c'est lui qui a dessiné et mis au point cette barquette 1100, entre 1954 et 1956, dans le but de l'engager en course en face des Lotus, Cooper, Elva ...
Ces trois lettres correspondent aux initiales du créateur de cette barquette de compétition, Edwin Joseph Snusher.
Ingénieur et passionné d'automobile, c'est lui qui a dessiné et mis au point cette barquette 1100, entre 1954 et 1956, dans le but de l'engager en course en face des Lotus, Cooper, Elva ...
Wow 
J'ai trouve ca la concernant:
EJS Climax
Transmission Manual
Year 1956
One off
Fantastic (racing) history
Goodwood Eligible
To be one with the car, its mechanics and to be able to imaging cornering, that is the true essence of driving,. It was how Colin Chapman imagined and marketed probably one of the most famous brand in that fashion; the Lotus. In the same social circle as Chapman, Edward Snusher in the early 50’s is convinced he too can produce a car from scratch. Many have tried but few have succeeded to build a car that could compete with the big boys. Snusher manages it: may we therefore introduce the EJS-Climax.
Snusher had no direct links to car racing sport, but an enormous drive to build his own racing car. Now there are thousands who want to do that, Snusher being no dreamer engages with gusto to design and build a car to compete with the likes of Lous, Cooper, Elva and Trojeiro. Snusher is someone with lots of technical know-how and wants to build a competitive car, not one to just join the pack at meetings. The result was a racer that superficially is slightly similar to Lotus’s of that era but underneath has some things more ingenious than its bigger brothers.
The car has an alloy tubular space- frame with a truly fabulous high quality finish, equal to any found in those of the big boys. The frame itself only weighs 22 kg, with another 8 kg added for the aluminium cockpit panels. The front suspension consists of a transverse placed leaf spring with underneath diagonal shock breakers. The whole construction is rather clever, the two Y-shaped support beams with their shirt arms fixed o the middle and the two connected together by a spring. It may all sound a bit technical, but it works. Snusher wanted a fully adjustable suspension system with camber and caster kept equal under all circumstances, a fait he managed well. The rear suspension is somewhat more conventional. Snusher went for a De Dion set-up, utilising two parallel tubes instead of the usual single arm. The rear brake drums are flush with the differential, the front drums are fairly standardly mounted inside the wheels.
Whilst Snusher’s most important wish was to keep the weight as low as possible, the power plant is of course of essential importance too. Under the bonnet we find a four-cylinder Coventry-Climax FWA. Lightweight, strong and the 1,089 cc engine is easy to tune, producing 71 hp.
Edwin started his project in 1954 and two years later he ready for the start of the August race meet at Crystal Palace. In his debut race Snusher ends of a very respectable fourth. He enters that seasons Goodwood race but cannot start due to a breakdown. He does feature on the starting list and that will prove fortuitous years later. After a minot accident at Brands Hatch Snusher decides to quit car racing and the EJS-Climax ends up in his shed. Without engine and gearbox, that had been sold, it remained there until 2001. After a few years Snusher’s stepson busies himself with the car with the EJS being fully restored. The restoration must be flawless with everything as fine and perfect as the original. The work is aided in no small part by the presence of piles of photos from the 50’s detailing the build, the frame construction, the suspension system, literally everything. An original FW400 engine was sourced, identical to the one once seated in the space- frame and gearbox. Engine and transmission are so correct that it has been given FIA papers (Period E, 1947-1960, Special, HS4), meaning it can participate in almost every classic race as well as in something as the Mille Miglia. Perhaps of greater importance is the inclusion in the staring line-up of the 1956 Goodwood race; taking part in the Goodwood Revival race is certainly on the cards. There is no better race imaginable where this EJS-Climax shines more.
Standing next to the car you only then realise how petite the just over 400 kg single-seater is. Petite, long and slim-lined. Many of these type of projects just miss the boat with their lines, the EJS-Climax stands out with its incredible beautifully sculpted figure. The fibreglass bodywork could just as easily have been draw by one of the great designers.
Once in place in the small seat, the car fits like a cloak, a very snug fitting one at that. The pedals are heavy, the small steering wheel requires strength. Taking off is much the same; the racing clutch, the wheel axles and camshaft and instant throttle response immediately remind you you are in a hardcore racing machine. Once on your way the car comes fully into itself. The steering is precise, no longer heavy with small corrections immediately translated into a change of direction. Corning the EJS-Climax is incredibly exact with lots of feedback. Many cars tend to stick their tails out, the Climax’s rears follow as if on rails. Unbelievable what Snusher managed to produce over 65 years ago! Driving on the public road is a bit of an insult to the EJS-Climax, although perhaps an exception could be made for the Mille Miglia. If you want to push your skills and the EJS-Climax to the hilt you need to take her to a circuit for a fantastic day out, before driving home.
J'ai trouve ca la concernant:
EJS Climax
Transmission Manual
Year 1956
One off
Fantastic (racing) history
Goodwood Eligible
To be one with the car, its mechanics and to be able to imaging cornering, that is the true essence of driving,. It was how Colin Chapman imagined and marketed probably one of the most famous brand in that fashion; the Lotus. In the same social circle as Chapman, Edward Snusher in the early 50’s is convinced he too can produce a car from scratch. Many have tried but few have succeeded to build a car that could compete with the big boys. Snusher manages it: may we therefore introduce the EJS-Climax.
Snusher had no direct links to car racing sport, but an enormous drive to build his own racing car. Now there are thousands who want to do that, Snusher being no dreamer engages with gusto to design and build a car to compete with the likes of Lous, Cooper, Elva and Trojeiro. Snusher is someone with lots of technical know-how and wants to build a competitive car, not one to just join the pack at meetings. The result was a racer that superficially is slightly similar to Lotus’s of that era but underneath has some things more ingenious than its bigger brothers.
The car has an alloy tubular space- frame with a truly fabulous high quality finish, equal to any found in those of the big boys. The frame itself only weighs 22 kg, with another 8 kg added for the aluminium cockpit panels. The front suspension consists of a transverse placed leaf spring with underneath diagonal shock breakers. The whole construction is rather clever, the two Y-shaped support beams with their shirt arms fixed o the middle and the two connected together by a spring. It may all sound a bit technical, but it works. Snusher wanted a fully adjustable suspension system with camber and caster kept equal under all circumstances, a fait he managed well. The rear suspension is somewhat more conventional. Snusher went for a De Dion set-up, utilising two parallel tubes instead of the usual single arm. The rear brake drums are flush with the differential, the front drums are fairly standardly mounted inside the wheels.
Whilst Snusher’s most important wish was to keep the weight as low as possible, the power plant is of course of essential importance too. Under the bonnet we find a four-cylinder Coventry-Climax FWA. Lightweight, strong and the 1,089 cc engine is easy to tune, producing 71 hp.
Edwin started his project in 1954 and two years later he ready for the start of the August race meet at Crystal Palace. In his debut race Snusher ends of a very respectable fourth. He enters that seasons Goodwood race but cannot start due to a breakdown. He does feature on the starting list and that will prove fortuitous years later. After a minot accident at Brands Hatch Snusher decides to quit car racing and the EJS-Climax ends up in his shed. Without engine and gearbox, that had been sold, it remained there until 2001. After a few years Snusher’s stepson busies himself with the car with the EJS being fully restored. The restoration must be flawless with everything as fine and perfect as the original. The work is aided in no small part by the presence of piles of photos from the 50’s detailing the build, the frame construction, the suspension system, literally everything. An original FW400 engine was sourced, identical to the one once seated in the space- frame and gearbox. Engine and transmission are so correct that it has been given FIA papers (Period E, 1947-1960, Special, HS4), meaning it can participate in almost every classic race as well as in something as the Mille Miglia. Perhaps of greater importance is the inclusion in the staring line-up of the 1956 Goodwood race; taking part in the Goodwood Revival race is certainly on the cards. There is no better race imaginable where this EJS-Climax shines more.
Standing next to the car you only then realise how petite the just over 400 kg single-seater is. Petite, long and slim-lined. Many of these type of projects just miss the boat with their lines, the EJS-Climax stands out with its incredible beautifully sculpted figure. The fibreglass bodywork could just as easily have been draw by one of the great designers.
Once in place in the small seat, the car fits like a cloak, a very snug fitting one at that. The pedals are heavy, the small steering wheel requires strength. Taking off is much the same; the racing clutch, the wheel axles and camshaft and instant throttle response immediately remind you you are in a hardcore racing machine. Once on your way the car comes fully into itself. The steering is precise, no longer heavy with small corrections immediately translated into a change of direction. Corning the EJS-Climax is incredibly exact with lots of feedback. Many cars tend to stick their tails out, the Climax’s rears follow as if on rails. Unbelievable what Snusher managed to produce over 65 years ago! Driving on the public road is a bit of an insult to the EJS-Climax, although perhaps an exception could be made for the Mille Miglia. If you want to push your skills and the EJS-Climax to the hilt you need to take her to a circuit for a fantastic day out, before driving home.
Casimir2 a écrit :Radical SL3, j'ai un pote qui en a eu une (celui qui m'a vendu la 340R) : trop exigeant. Aucun intérêt sur la route et faut déjà maitriser pour faire jouer l'aero sur piste. Les cat c'est plus fun et une meilleure école quand on conduit comme un manche comme moi.erwanmanuelfangio a écrit : Joli palmarès Casimir.
Jamais tenté par Radical, ni une 2 ou 3 Eleven?
3-11 c'est pas homologuée (sauf une celle d'Etienne qui a fait une RTI) donc on oubli.
Et la 2-11 j'en ai vu avec des CG d'Exige et jamais avec une RTI propre donc : non
Bien sur ça m'a tenté...mais je préfère les tas de tubes finis de façon aléatoires aux barquettes Lotus.
Par contre Exige, Elise....faut en avoir eu une un jour : les sensations sont absolument uniques.
Les cat aussi mais je comprends que le coté dangeureux et spartiate puissent refroidir.
pour avoir eu qq caterham aussi ,
le passage en sr3 Sl était une évidence au contraire ..
poids autorisant plus de circuits ( les cat sont refoulées de bcp de trucs sympas )
Db accepted partout ( au contraire de la csr piste)
Vmax plus importante (j'ai vendu les rames qui me servaient a prenois )
immatriculée donc assurée ( parfait pour aller au qq rassos par la route / baptêmes etc )
et puis de toutes façons , faut en avoir eu une un jour je pense ..
le cv de "bagnolard" ne serait pas complet sans ce truc complétement débile et inutile (et largement plus barré qu'une cat ) dans ma liste des "j'ai eu " ..
tout comme avoir eu une porsche ou une féfé ..
bon pour ca .. faudrait qu'elle roule aussi ( vivement la fin du deverminage
) mais une petite csr175 bv6 en + me trotte tjrs dans la tête pour les we sympas aussi ..
car franchement en montagne ,
j'ai rien eu de mieux pour arsouiller
Casimir2 a écrit : Comme PierreRS j'ai un peu d'expérience sur le sujet. Bien plus qu'en Flat6
Ma première Exige S S2 après une 987S : la claque !! J'ai compris ce que c'était le LIR et ça m'a piquousé à vie.
Puis une 340R. Une plaie n'en déplaise à VHPD et son Exige S1 : que des problèmes de fiabilité. Gardée à peine un an et ravi de m'en séparer
Puis la vraie claque : le passage chez Caterham
Une Oreca Cup pour commencer.
Que j'ai plié donc remplacé par une deuxième Oreca Cup
Que j'ai fini par trouver son motorisée et donc remplacée par une R300 Cup
Que j'ai accompagné d'une Academy pour faire une saison en Caterham Cup. Mais je l'ai plié à mi saison au Castellet
Puis j'ai vendue la R300 pour délirer pendant 6 mois avec une Atom 4
Qui fut remplacée par une Exige V6 380 Cup
Avec à coté une Roadsport 275
Qui elle aussi a subi quelques modifications pour être comme ça maintenant
Sans compter que tous les potes ont commencé sur Speedster ou Lotus...on va dire que je m'y connais un peu en cat et en LIR
Membre
Seulement 138 cv mais 585 kg ! très très light !
Moteur Ferry avec deux Weber 45 et un AàC de fou : Moteur trèèèèès pointu mais qui prend des tours ... incroyables.
Bien aidé par une boite 5 Hewland inversée qui tire court avec un énorme autobloquant.
En vente actuellement. Elle a une carte grise mais c'est une pure auto de courses.
Elle a beaucoup couru et gagné en slalom mais je lui ai trouvé aussi un passeport courses de côte.
Incroyablement bien équilibrée : A la limite, elle décroche très progressivement des 4 roues et motrice d'enfer.
Moteur Ferry avec deux Weber 45 et un AàC de fou : Moteur trèèèèès pointu mais qui prend des tours ... incroyables.
Bien aidé par une boite 5 Hewland inversée qui tire court avec un énorme autobloquant.
En vente actuellement. Elle a une carte grise mais c'est une pure auto de courses.
Elle a beaucoup couru et gagné en slalom mais je lui ai trouvé aussi un passeport courses de côte.
Incroyablement bien équilibrée : A la limite, elle décroche très progressivement des 4 roues et motrice d'enfer.
erwanmanuelfangio
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