I restore and race Elden FF's. I solo and road race in vintage racing. I also have collected as much info on the Elden Marque as I can and work with Peter Hampsheir to further the official "Elden Registry" in the UK
Thank you, Jacques Dresang, for his research on the Tanner H-Mod’s he just acquired. The Tanner T2 driven by Frank Isaacson, named the Lyne Special, who also drove and owned the ERMA/SIAM. Jacques reached out to Franks daughter, Eve Prebil and she was gracious to share some history and valuable information on both the Tanner and the ERMA/SIAM
The ERMA/SIAM was built by Purdue students between the 1953-1954. Frank Isaacson was a student at Purdue graduating in 1955. Eve suggests that he may have been involved in the build of the ERMA as Frank had “built his first car age 15”.
Frank Isaacson raced ERMA, Experimental Racing Motors, orange #33 from 1958-1960 per:
1973 Elden MK10 C Formula Ford, Chassis # AM 73-79 $22k OBO
Complete log books since new.
Complete restoration 2019, include:
1) new lightweight body from Marchant Cox 2018, $1500
2) Total Precision Engine built in 2016, head rebuilt 2019. All receipts and Dyno sheets available
3) New Ron Davis aluminum side radiators
4) Harmon Fuel cell built 2017, unused until 2019
5) Spax single adjustable shocks
6) New billet steel Imp rear stub axles from PA Motorsports 2021. This was a $800 upgrade
7) Frame was checked and Aluminum floor added.
8) Many new rod ends,
9) New gauges.
10) Belts expire 2022
Complete setup sheets, 2 year old Hoosier VFF tires, Performance Friction Brakes,
Spares are MK10C nose and old nose buck, used rear engine cover and carb snorkel, original brass radiators, one spare set of Weller wheels, 2 set of gears; short track and long track.
Car was raced this past Aug 1 at High Plains Raceway and is ready to go again.
Reason for selling? I have 3 more Eldens and need to reduce the collection. I have done allot of research on Elden’s in the US and have developed contacts in the UK and US to support the restoration. A registry of Elden’s in the US is on my web site:
After finishing the installation of the Subaru-Brat water pump on my H-Mod, SIAM-Fibersport, I was asked for the sketches I used to fabricate. So I went on a massive hunt on where I got these sketches and best I can figure was a 2007 Post in the now defunct Yahoo Groups H-Mod forum that Nat Sherrill, Marty Stein and others managed. Best I can tell is that Marty and Franklin Rudolph were involved in posting these sketches. If I learn otherwise I will correct.
So along with pictures of my installation on here are the sketches I used.
In my quest to upgrade the SIAM with a newer gearbox, the Sprite Ribcage Transmission, I came across this article in the “Tin Block Times”. Tim Foster gave permission to post this article for others that maybe interested in doing this for Crosley or Crosley powered H-Mod.
Originally published in the “Tin Block Times ” Volume 1, No. 1 Winter of 1986 author Dr. Bob Graham and additional info added by Glen Brynsvold after he completed his upgrade to the Crosley-Scorpion
It has been a few years since real work on the SIAM was done. The Elden’s keep the shop busy but with this pandemic and waiting for some racing parts I decided the catch up some SIAM work.
First I rebuilt the the Crosley Steering box with new bushings and seals from Service Motors, https://www.servicemotors.net/. Then I tackled the fun job of the Crosley front axle King Pins. The King pins required some tooling to allow reaming to fit and maintaining the alignment of the top and bottom. So I built this reamer tool.
Finally, I reinstalled the Crosley front axle. The SIAM is right hand drive and as such the front axle is turned around 180 degrees. That in itself sees to be okay. But I found that the front friction lever shocks were binding up the front leaf springs. So I built a new mounting system allowing the lever shock to move without binding. Wish I had taken a picture of the original but here is the new.
Another thing found was that castor seems off with reversing the axle. Will update this later as the work isn’t done. The following picture shows a castor adjustor on the Crosley Fibersport waiting for restoration here. What is weird it is on the top of the leaf spring and I’m not convinced that it actually adjusts. I would think it belongs on the bottom of the leaf spring. Once the wheels are back on the ground I can confirm all of this.
We raced AM74-5 most of the year at local races, Colorado and New Mexico. In August we took AM73-79 to High Plains Raceway in Colorado. When the Petronox unit failed in 74-5 we rolled out AM73-79 for its first away race. The car did reasonably well. The handling of 74-5 is more unforgiving. It seemed that the shocks maybe setup wrong or the bump steer is off. The car was skittish under bumps. Also corner exit understeer was more than I was expecting. This was the first real test of the car and over the winter will research shocks packages and recheck the bump steer.
Big news! The Hewland gearbox that was lost in late 2018 resurfaced in November 2019. It landed in Laredo Texas in a warehouse handling shipments into Mexico. It had been switched with another pallet and sat there unclaimed for 9 months. An employee in Mexico sent an e-mail to me and the warehouse stating the error and to arrange to contact me. Over a few weeks I verified the freight was correct and had negotiate a storage rate less than the $5/day for a total of nearly $1500. Eventually they agreed to a reduced rate and I shipped it back to me. So now I have the original gearbox for AM74-5 back in the shop. It still needs rebuild but that will wait.
Winter of 2019 we began the normal winter checks of the chassis, engines and gearboxes. AM74-5 was found to have a small crack in a rear bulkhead. I have raced this car for 6 years and even when I bought it I didn’t crack check it. So I have decide to go down to the frame and refresh completely.
Last summer I had the frame of AM73-74 sandblasted a and bonded a new floor. I am nearing completion of the restoration of this chassis. I moved the new engine from AM74-5 to -74 and installed a fresh rebuilt gearbox. AM73-74 was a MK10C originally and have decided to convert to a MK10B, front radiator with full engine covers and long tail. Goal is to finish this chassis by June 2020 for testing possible race near the end of the year.
Activities for 2020 include races in New Mexico, and Colorado. I have penciled in SVRA Indy and Mid-Ohio but need to ensure Am73-79 is handling better.
Thought I would catch up with all the going ons of this winter.
Last winter I decided to take the blue 027, AM74-5 apart for refurbishment. The original Farley engine was 4 years old and starting to show loss of compression and leak down. Since Curtis has retired from the business I move to a local Colorado engine guy, Pete Christensen of Total Precision Engines, http://www.totalprecisionengines.com.
We decided on a new block and rods and pistons. Total rebuild looks good on the dyno!
At the same time I shipped the engine I crated up the Hewland to go to Taylor Race Engineering. Handed off the crate to the trucking company here in Santa Fe and on the way to El Paso to transfer trucking companies, the crate was LOST. What? How do you lose a 100 pound black tool box in 50-75 miles? Learned a valuable lesson. Insure your freight. I didn’t insure and the trucking company was willing to settle the loss for 10 cents/pound! Lots of phone calls etc. Finally issue was resolved when Vice-Pesident of company admitted they lost and we settled on a value of a used Hewland gearbox.
I was able to take a spare Hewland and ordered the stub axles to convert it from cv’s to donuts. Also that box was a 5 speed and I changed out the lay shaft to a 4 speed.
All of this took and incredible amount of time waiting for parts etc. I probably wasted to much time waiting for the trucking company to resolve the loss/claim. Anyway May 8 the blue Elden was at Sandia Speedway for its first shakedown. Mostly everything was okay but a nagging handling problem needs to be addressed.
Red Elden #53, AM 73-79 ran in a solo event last October. When we unloaded it from the trailer found a broken rear stub axle. The Hillman Imp axles are very weak. So I went on a search for an upgraded solution. The Lotus Europa uses the same axles and several ideas have been used. Couldn’t find a supplier. Finally found a sastisfactory replacement. Still need a long term solution.
In the last solo event the engine would bog badly at launch. Found timing way off. At the first race the engine seemed weak. I bought this as used low time engine. But to make the story short, wrong jets in carb, timing off, # 2 cylinder down on compression and leak down on # 2 -18%! Other cylinders at 1-2% leak down. So sending the head to Total Precision Engines for a head rebuild.
So we are now waiting for engine parts. Trying to evaluate the shift mechanism. Went back through the u-joints and eliminated all slop. But the shift 1st to 2nd is almost 2 1/2″ throw. The rotation from 2nd to 3rd is nearly 3″. My Van Dieman FC the throw is 1″ and rotation is approx 1 1/2″ So I’m looking to change if possible.
Next race is Sandia Speedway with SWMS, http://www.swms.org, June 1-2 and immediately June 8-9 at Pueblo Motorsports Park with RMVR, http://www.rmvr.com. Goal is to take 2 cars to each race.
Today we got AM73-79 out to Sandia Motor Speedway in Albuquerque, NM for its initial outing following restoration.
We got this car from Tim H in Tulsa, OK back in 2013. Jay Davis a previous owner of this car actually stopped and saw the car several years ago and helped with its history.
I ordered a new body from Marchant and Cox, minus the radiator shrouds. Car ran good. I’m worried about those small aluminum radiators in our heat and dry air. It was 90+ degrees out and I limited rpm’s to 5500 and water temps sat at 90 deg C and oil was 90 deg C. So there is hope?
I changed the location of the shifter down an inch and it seems much more comfortable. Can’t wait to try AM74-5 (Falconer bodied) which has the same change. Change was necessary as the sheet metal plate that holds the front end of the shift rod at the bulkhead was severely cracked allowing excess movement.
So now into the shop for inspection and getting it ready for some solo work the rest of the year. Maybe track time if things work out.
Here is my compilation of Elden’s I have found and communicated with owners, or found in various open forums. This is a living document and if there are updates, errors, pictures, more info I will gladly include. I am trying to figure out how to link the many pictures I have of the various cars. So please help me share this info.
Note: Peter Hampsheir maintains the “Official Elden Register”. I will share info with Peter with your permission.