So I have working on the SIAM pretty much non-stop since Dec 2015. Today I declare it ready to go to the Crosley National meet in Waueson, OH in July. My path of Presevation is to take stages or I’ll never finish. This gives me the motivation to get going again.
SIAM is a custom chassis built by Purdue Engineering students in 1954. Was re-bodied in 1956 with the John Mays “Fibersport” body.
I got the car in 2004 and began the preservation. Work stopped to build the Elden Formula Ford’s. Now SIAM is running and driving short distances.
Watch for more history and info.
When I got the first two Elden FF’s from South Carolina, the following documents were part of the files that came with the car. They maybe of interest to others as it was to me.
First are two ads published in the SCCA “SportsCar” magazine, of July 1989. On the top was an ad for Elden Racing Cars for their new PH 27 Formula Ford. Also in the same edition of “SportsCar”was an ad for the Elden Register, USA; a publication put together by Paul Pfanner and Steve Nickless.
Secondly, is Issue 1 March 1989 of “the elden register, u.s.a” published by Paul Pfanner and Steve Nickless for “American Elden Owners and others interested in the marque.”
Elden Register USA letter to owner
Elden Register Issue 1 March 1989
- On page 2, is a list as of 6-19-88 Elden owners names and Chassis types. At this time there were 19 names in the “the elden register, u.s.a.”
- On page 4 is a letter to Steve Nickless from Brian Hampsheir on February 15, 1977 and another to Paul Pfanner from Peter Hampsheir, May 24, 1988
- Included on page 9 is an article “from hard times to success” where “Mark Kettlewell traces the Elden story”, reprinted from “Autosport, March 1, 1973 edition, Courtesy Haymarket Publishing”
Inside this issue of the “elden register, u.s.a.” was an reprint of a “Sales Brochure from the EldenPH-8, Published by Tom Pumpelly’s NTW Racers Store in 1972”. This contains allot of information on the original specifications of the PH-8 as it was imported to the USA.
Elden 1972 FF PH-8 ad
Also included in “elden register, u.s.a” Issue 1 was an advertisement for the new Elden PRH27 F.F.1600;
Elden PRH27 ad
This is very good reading and is located here ensure Elden history is maintained. If someone has other docs we want to maintain, please send them to me and I will add them.
It has always been a question of mine on the true validity of the Falconer body on my Elden MK10C. The previous owner had the car re bodied but the top cockpit is different from the original Falconer design. The reason was under Lee Stohr’s ownership he converted the car from an outboard suspension to front inboard with rockers and modifications were needed in the cockpit body panel to clear the rockers.
A few days ago Allan D. helped me inventory the spare body panels I have accumulated over the several acquisitions. When I bought the 74 MK10C from South Carolina it came with Lee Stohr’s original body. I have toyed with the idea of putting that body back on so Allan D. and I setup the panels and low and behold this is what we found. The following pictures show what transpired:
The first picture shows the Swift type nose cone Lee Stohr used and the cockpit, but with something missing. Also note the rear engine cover very similar in design as the Falconer.
If you notice the original Elden Falconer Body work, copied from a picture on Race-Cars.com, there is a bubble in front of the cockpit opening, assume to deflect air over the drivers head. By using Lee Stohrs middle section incorporating the inboard rockers the Falconer bump was eliminated. I will say I wish I had the bubble as the wall of air off the nose is very annoying at 100 mph, trying to lift my helmet off!
So the mold I have is the final product of the current Falconer body style. What is great I now understand the evolution of this cockpit body panel and the rest is original Falconer.
Thanks to Lee Stohr for the picture of his car in 1980, and Race-Cars.com for their tremendous archive.
Elden MK10 B AM73-79 as raced by Jay Davis. I wish to re body this car with the parts I already have. Thanks to Jay for this and other pictures of the car during the time he had it.
On this car I got from Tim H. in Tulsa, there were some panels that were saved from the days of Jay Davis. Note the two holes at the back of the side body panels for radiator plumbing, as this is the remnants of conversion of this car from a MK10B to MK10C , You can see the front radiator hose openings have been glassed over from when the car was a MK10B configuration.
This picture shows the top cockpit using an Elden cockpit body panel with a nose grafted on. Along side are the side body panels after much modification.
Since I want to take this car back to a Elden MK10B with the radiators behind the front wheels as is AM73-74, this next picture shows what I have to work with from my inventory:
So it looks like I need side body panels and a nose. I am thinking of trying to pull a mold off the last Elden MK10B AM73-74 side body panels I just got from Greg N. He also had the wood “buck” to make a nose mold and may try to use it to make a female mold, but will have to see my fiberglass skills on the side panels.
Since I use allot of numbers, etc describing the Elden FF’s in my shop, so I created an index:
#1 1974 Elden MK10C (re bodied to Falconer) AM 74 5; currently racing, came from South Carolina
#2 1973 Elden MK8 AM 73-39 currently running Solo events, came from South Carolina
#3 1973 Elden MK10B AM 73-79 waiting for restoration, came from Tulsa Oklahoma
#4 1973 Elden MK10B AM 73-74, waiting for restoration, came from Cleveland Ohio
After getting back from a bit of time away, had to see what arrived from Greg N in Cleveland, OH. To me Elden #4 is chassis #AM 73-74 a and is a MK10B, front radiators by the front wheels.
The car had been is garage storage for many years. When J.T. Newland passed on Greg N got the car. Newland raced the car maybe thru 79 or so and then bought a Hawke. Seat belts date to 81 so that concurs with Greg’s recollection. Unfortunately the paperwork of the car was lost in the inheritance.
Quick overview of the car revealed a couple of interesting things: 1) non-removable steering wheel, 2) fuel tank appears to be foam filled Aluminum tank not fuel cell, 3) all the hose clamps are of British manufacture, most of the heim joints appear original, 4) Scholar engine was original.
This makes me wonder if car is a one owner, low use car? The fiberglass nose is not original but we all know noses are the first thing to get damaged in most Formula cars.
So the plan right now is to pull the engine and open it up to see what it is. Put Elden #3 (AM73-74, MK10B) along side this one and see what differences need attending to. Looking at my body spares I may have some usable side and cockpit panels. Missing maybe engine cover and proper nose cones.
Last night we received the fourth Elden FF from Greg N in the Cleveland OH area. The car was run several years and put away in favor of a Hawke. The previous owner passed and Greg N ended up with the car.
Greg N and I are anxious to see this car back on the track in conjunction with my 1973 Elden gotten in Tulsa a few years ago. That car had a very nice chassis restoration but no body. I have a top body mold and some side fairings alnong with this new car to pull some molds, maybe can save both cars.
Anxious to evaluate the car and make list on lists of options for the two cars.
Picture to follow when we start the evaluation.
Last weekend we took the Elden MK 8 out to a solo event in Farmington, NM. 15 acres of good asphalt a great place for this cars initial competition outing in over 20 years.
Car worked well, lots of power from this engine. In fact had trouble keeping the rear wheels from spinning in the lower 3 gears. Geared low for Solo but, wow. This engine is 0.100 overbore, Omega pistons and a cam. Not FF legal but what came in the car.
Issues: rear brakes, top end breathing of the engine, ride height needs to go up 1/2 all the way around. Was running toe-out on front and rear +1/32″ total, -1 deg camber front and -0.5 rear and 3 deg castor front. Tires were some 3 year old American Racers.
So anyway back to the shop and await the arrival of Elden #4. More on that later.
Its been a bit of work. The MK8 was to follow the MK10 therefore got the left over time. For the last month tried to get it ready for a paddock run. This weekend will take her out for paddock lapping for general systems check out. Still needs front shocks, rebuilt ones in process, using an old set of SPAX for now. I need to figure out how to bend a rear sway bar as this car doesn’t have one. But for now she has been washed, and loaded into the trailer. Watch for video next week of the paddock debut
It was a busy off season. Curtis Farley at Farley Engines built a new motor. Scat crank and light weight flywheel/clutch etc. I went thought the Hewland and confirmed all bushings etc where in good shape.
First event was April at Sandia Motorsports in Albuquerque, NM running a Southwest Motorsports (www.SWMS.org) vintage race. I was not happy: 1) brakes have always been an issue. With the new locking axle nuts on the Imp axles to eliminate loosening of the nut during braking. John Hammill at http://www.hamfab.com fabricated the nuts and washers. But the stopping ability is still poor. I used old Ferrado DS11 pads as I had some and with the rear disk rotors being unobtanium didn’t want to get real aggressive. I soloed the the DS11 a long time ago. Well let’s move on.
The rear external disk rotors are Sunbeam Rapier, per Peter Hampsheir. I have scoured the internet trying to find a backup pair. Contacted the Sunbeam Rapier UK club and found a pair of used. I have cleaned them up and bored the bolt circles to match the car and have taken them to Santa Fe Auto Machine to have them faced.
So with a backup rotors I put some old Millitex pads on. They work a 100% better than the DS11, but….. Will look for some Hawks or Performance Friction Carbon pads.
One thing became more apparent that without adequate rear brakes the under steer is worse. Going to add brake bias adjuster to help find that happy a balance.
Second race of the year at SWMS I found the engine running warmer than I wished. 70 deg day overcast and water temp 105deg C and rising. Backed off RPMs and the issue subsided. So decide to have the radiators looked at. The “mule” engine was an unknown and now the Farley engine is known hp. That added hp maybe a bit much for 6000 ft and dry air, so having the radiators checked.
Another issue found at the last race was very “vague” shifter. 2nd gear was tough to get into and 4th was there maybe. Found that in my search for removing slop in the shift assembly, I actually introduced some drag into the pivot at the front of the shift handle. Redid the assembly and the next race much better.
So we are getting there.